WO2020038865A1

WO2020038865A1 - Vehicle with vehicle door which can be moved along different adjustment paths

Info

Publication number: WO2020038865A1
Application number: PCT/EP2019/072099
Authority: WO
Inventors: Simon Hofmann; Olaf Kriese
Original assignee: Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg
Priority date: 2018-08-22
Filing date: 2019-08-19
Publication date: 2020-02-27
Also published as: DE102018214183A1

Abstract

The invention relates to a vehicle (F), comprising a vehicle door (T) and an adjustment device (1) for adjusting the vehicle door (T). The vehicle door (T) can be selectively adjusted by the adjustment device (1) from a closed position into an open position along at least two different adjustment paths depending on an adjustment mode of the adjustment device (1). In a first adjustment mode of the adjustment device (1), the vehicle door (T) can be adjusted from the closed position into an open position along a first adjustment path via a pivoting movement, and in a second adjustment mode of the adjustment device (1), the vehicle door (T) can be adjusted from the closed position into an open position along a second adjustment path via a pivoting/sliding movement. The adjustment device (1) defines a substantially vertical first rotational axis (a) which is fixed to the vehicle, a substantially vertical second rotational axis (b) which is fixed to the door, and an additional adjustment axis (c, d). The adjustment device (1) additionally comprises at least three motor drives (A1, A2, A3) which can be actuated independently of one another and a first drive (A1) of which is paired with the first rotational axis (a), a second drive (A2) of which is paired with the second rotational axis (b), and a third drive (A3) of which is paired with the additional adjustment axis (c, d).

Description

Vehicle with vehicle door that can be adjusted along different adjustment paths

description

The proposed solution relates to a vehicle with a vehicle door that can be actuated by external power via an adjusting device.

Vehicles with vehicle doors that can be operated by external power are widely known from the prior art. Typically, these are vehicle doors that can be pivoted between a closed position and an open position on the vehicle via an axis of rotation fixed to the body. Furthermore, vehicles with vehicle sliding doors are known which can be adjusted from their closed position into an open position by means of a pivoting sliding movement. Sliding vehicle doors offer the advantage that the adjustment to the open position is possible even when there is comparatively little space available next to the vehicle door. In practice, vehicle sliding doors have so far mainly been used as rear side doors.

For example, from JP H08-282292 A, a vehicle with a vehicle door is known, which can either be adjusted along a first adjustment path via a pivoting movement from the closed position in an open position or along a second adjustment path via a pivoting slide movement from the closed position in one (other) open position is adjustable. It can consequently be varied along which of the possible adjustment paths the vehicle door is to be opened. This can be advantageous in order to open the vehicle door in different ways depending on the situation, for example depending on a parking position of the vehicle and to be able to close again. However, an adjustment mechanism of the adjustment device of JP H08-282292 A is not only extremely complex and comparatively difficult, but also requires considerable adjustments to the design of the vehicle door compared to the design of vehicle doors that has been customary to date.

There is therefore a need for a vehicle with a vehicle door which can be flexibly adjusted along different adjustment paths, but which requires an adjustment mechanism of low complexity.

This object is achieved with a vehicle according to claim 1.

According to this, a vehicle with a vehicle door and an adjustment device for the adjustment of the vehicle door is proposed, the vehicle door being selectively adjustable from a closed position to an open position via the adjustment device depending on an adjustment mode of the adjustment device along at least two different adjustment tracks. In a first adjustment mode of the adjustment device, the vehicle door can be adjusted along a first adjustment path via a pivoting movement from the closed position into an open position. In a second adjustment mode of the adjustment device, the vehicle door can be adjusted along a second adjustment path via a pivoting slide movement from the closed position to an (other) open position. The adjustment device defines a substantially vertical first axis of rotation that is fixed to the vehicle, a substantially vertical axis of rotation that is fixed to the door and a further adjustment axis, the adjustment device comprising at least three motor drives that can be actuated independently of one another, of which a first drive of the first axis of rotation, a second drive of the second axis of rotation and a third drive of the further adjustment axis are assigned.

In order to be able to open and close the vehicle door either along the different, at least two adjustment tracks and thus in different ways, the proposed solution provides three drives which are assigned to the three different adjustment axes for the adjustment of the vehicle door. Since the drives can be actuated independently of one another (electronically) and consequently the actuation of a drive does not require the actuation of another drive, different adjustment movements of the vehicle door can be implemented in a comparatively simple manner in that the actuation of the drives varies depending on the adjustment mode. Accordingly, for example, in the first adjustment mode a rotational movement about the first rotational axis fixed to the body takes place driven by the first drive in order to pivot the vehicle door in a conventional manner. In the second adjustment mode, on the other hand, the at least three drives can be activated in combination to implement the swivel-slide movement, so that rotary movements over the first axis of rotation and the second axis of rotation as well as an adjustment movement with respect to the further adjustment axis overlap and thereby the vehicle door can be opened and closed like a sliding door ,

For example, the adjustment device includes control electronics that are configured to actuate the first, second and third drives in different ways depending on the adjustment mode of the adjustment device, in order to adjust the vehicle door to an open position via the pivoting movement or the pivoting-sliding movement. Accordingly, the control electronics can, for example, be configured to control only the first drive for realizing the pivoting movement of the vehicle door in the first adjustment mode and to control the three drives for realizing the pivoting sliding movement of the vehicle door in the second adjustment mode, in particular in a predefined sequence.

In an embodiment variant, at least two different control patterns are stored in the control electronics in order to control the first, second and third drives depending on the adjustment mode using a different control pattern. For example, a control pattern for the first adjustment mode then provides for only actuating the first drive and not actuating the further, second and third drives in order to open and close the vehicle door.

Differences between two stored control patterns can, for example, at least in an order in which the first, second and third drives are controlled, at times at which the first, second and third drives are controlled, in adjustment directions in which of the first, second and Drive forces generated by third drives (with respect to the first axis of rotation, second axis of rotation and further adjustment axis) act and / or lie in adjustment speeds which are predetermined by first, second and third drives.

Because of the existing at least three drives which can be actuated independently of one another and are therefore not mechanically coupled to one another, and the assignment of the at least three drives to three different adjustment axes, further adjustment modes of the adjustment device can also be implemented in a particularly simple manner be and for this at least one further control pattern is stored in the control electronics. For example, an embodiment variant provides that at least three control patterns are stored in order to operate the adjustment device in at least three different adjustment modes and to be able to adjust the vehicle door along at least three different adjustment tracks from the closed position towards an open position. In this embodiment variant, not only two different scenarios for opening the vehicle door via the adjustment device are shown, but at least three scenarios in which the vehicle door can be opened (and also closed again) along different adjustment paths by external power.

In one embodiment variant, the further adjustment axis is a translation axis which runs essentially perpendicular to the first and second axes of rotation. For the pivoting sliding movement of the vehicle door, a translation movement about the third adjustment axis can thus be superimposed with a pivoting movement about the first and / or second axis of rotation - at least temporarily during an adjustment of the vehicle door in the direction of the open position.

In another embodiment variant, the further adjustment axis is a third essentially vertical axis of rotation. In particular for realizing the swivel-slide movement, swivel movements about three axes of rotation oriented essentially vertically on the vehicle are thus provided in this variant.

In principle, it is of course not excluded in this context that a third axis of rotation is provided in addition to a translation axis or, conversely, a translation axis is additionally provided in addition to a third axis of rotation in order to be able to specify different adjustment paths for the vehicle door. Furthermore, a distance between the two first and second axes of rotation can in principle be varied along adjustment directions predetermined by the further adjustment axis of the adjustment device.

For example, the adjustment device has a first adjustment part which is rotatably mounted on a body of the vehicle with respect to the first axis of rotation, and has a second adjustment part on which the vehicle door is pivotably mounted with respect to the second axis of rotation. The first and second adjustment parts are also adjustable relative to one another with respect to the further adjustment axis. Such is the vehicle door in the second adjustment mode, for example via a Swivel-sliding movement is adjustable by pivoting the vehicle door about the second, most fixed axis of rotation relative to the second adjustment part using the second drive, pivoting the first adjustment part about the first, body-fixed axis of rotation using the first drive, and relatively moving the first and second adjustment parts using the third drive can be adjusted to each other.

In one embodiment variant, for example, one adjustment part is displaceable relative to the other adjustment part, in particular along a translation axis and telescopically. For this purpose, the third drive can comprise, for example, a spindle drive.

In one embodiment variant, the first and second adjustment parts are connected to one another in an articulated manner. In this embodiment variant, the first and second adjustment parts can accordingly be adjustable relative to one another with respect to a third axis of rotation, which is formed by at least one joint between the first and second adjustment parts.

In an embodiment variant, the adjustment device comprises control electronics which is configured to control at least one of the first, second and third drives between the closed position and an intermediate position at least once in at least one adjustment mode in order to generate a drive force which is in a first adjustment direction (with respect to the first axis of rotation, the second axis of rotation or the further adjustment axis), and to be actuated between the intermediate position and the open position at least once to generate a driving force which acts in a second adjustment direction opposite to the first adjustment direction. With the aid of the control electronics, one and the same drive is therefore driven in different adjustment directions for the adjustment of the vehicle door from the closed position to the open position at least once. For example, in such an embodiment variant, the vehicle door is adjusted at least once along one direction of rotation and at least once along the other, opposite direction of rotation with respect to a second adjustment part, for the adjustment to the open position, on which the vehicle door can be pivoted about the second axis of rotation driven second axis of rotation. Alternatively or additionally, it can be provided that an adjustment part, for the adjustment of the vehicle door to the open position, is displaced along the translation axis at least once in an adjustment direction and once in the opposite adjustment direction and / or around the third axis of rotation once in one direction of rotation and once in the other, opposite direction of rotation is driven. In this context, the adjustment direction that changes along the adjustment path serves, for example, to ensure a compensating movement for the pivoting sliding movement of the vehicle door, so that the vehicle door is driven by the first, second and at least in a last third of the adjustment path, in particular at least in a second half of the adjustment path third drives performs a translational adjustment.

In one embodiment variant, the adjustment device can include control electronics that are configured to adjust the vehicle door when an obstacle in the adjustment path is detected along an adjustment path of the possible adjustment modes along another adjustment path of the possible adjustment modes. The control electronics in this version are consequently e.g. configured, when a potential obstacle in the adjustment path along the first adjustment path is detected, to exclude an adjustment along the first adjustment path and, alternatively, to automatically trigger an adjustment of the vehicle door along the second adjustment path if an operating signal for opening the vehicle door is received. If, for example, a sensor-detected obstacle, e.g. In a narrow parking space, the vehicle door cannot swing open without colliding with the obstacle, the control electronics automatically switch the adjustment device to another adjustment mode and open the vehicle door by means of a swivel-sliding movement, in which the vehicle door essentially moves along an from an intermediate position after a first swinging open Longitudinal vehicle axis is shifted and thus takes up comparatively little space in the open position next to the vehicle (provided that the detected obstacle or another detected obstacle is not present in the adjustment path along the other adjustment path).

In one embodiment variant, the adjustment device comprises control electronics which are configured to adjust the vehicle door depending on the direction from which a person approaches the vehicle door along the first or second adjustment path. The adjustment device thus automatically switches between the at least two adjustment modes depending on the direction from which a person is approaching the vehicle door, so that different opening scenarios can be represented by the vehicle door to be opened. If, for example, the approach of a person (authenticated via a transponder of a vehicle key, for example) is detected at an angle to an outer side surface of the vehicle door, an operating signal, for example, causes the vehicle door to swing open in the first adjustment mode of the adjustment device, so that the person opens upon further approach the body opening, which is already partially swung open (and closed by the vehicle door in the closed position). If, on the other hand, it is detected, for example, that a person is approaching along the longitudinal axis of the vehicle or essentially along a perpendicular to the outer side surface of the vehicle door, an operating signal, for example, opens the vehicle door in the second adjustment mode of the adjustment device by means of a pivoting sliding movement. The various adjustment tracks for opening the vehicle door and the associated different open positions of the vehicle door can, for example, aim to always offer the best possible door opening for the seat expected for a person entering.

In one embodiment variant, the vehicle has at least two vehicle doors on one longitudinal side of the vehicle, each of which comprises an adjusting device with at least three motor drives that can be actuated independently of one another, of which a first drive has a first axis of rotation fixed to the body, a second drive of a second axis of rotation fixed to the door and a third drive is assigned to a further adjustment axis. Here, for example, a driver's door and a rear side door on a vehicle can each be adjustable in at least two different adjustment modes via at least three drives provided for the respective door. To increase the number of different opening scenarios to be implemented with the at least two (side) vehicle doors, the adjustment modes of the at least two vehicle doors can also be independent of one another. That is, opening the one vehicle door in one adjustment mode is independent of whether the other vehicle door is opened in the same adjustment mode or another adjustment mode or can be opened due to an obstacle in the adjustment path.

The attached figures show examples of possible design variants of the proposed solution.

Here show:

Figure 1 is a perspective view and partially in an exploded view

Embodiment variant of a proposed vehicle door with an adjustment device having two adjustment parts which are telescopically displaceable relative to each other along a translation axis and which define a first axis of rotation fixed to the body and a second axis of rotation fixed to the door; FIG. 1A shows an adjustment mechanism of the adjustment device for the vehicle door of FIG. 1 on an enlarged scale; Figures 2A-2D sections of a vehicle with a vehicle door according to the figure

1 in different phases during a pivoting sliding movement of the vehicle door in one of several adjustment modes of the adjustment device for opening the vehicle door; FIG. 3 shows another view in accordance with FIG. 1

Embodiment variant of a vehicle door with an adjustment device, in which the two adjustment parts are connected to one another in an articulated manner and are thus pivotable relative to one another with respect to a third axis of rotation;

Figure 3A on an enlarged scale and in accordance with Figure 1

View of the adjustment mechanism of the adjustment device for the vehicle door of FIG. 3: FIGS. 4A-4D, sections of a vehicle with a vehicle door according to the figure

3 in different phases during a pivoting sliding movement of the vehicle door in one of several adjustment modes of the adjustment device for opening the vehicle door; 5 shows the adjustment device of FIGS. 1 to 2D, illustrating three different drives for the adjustment along the three different adjustment axes defined by the adjustment mechanism; Figures 6A-6B synopsis of the drives and the adjustment parts of the

Adjustment mechanism according to Figure 1A;

Figures 7A-7B in different views a vehicle with two on one

Vehicle doors arranged on the vehicle side, which are opened in a first adjustment mode via a pivoting movement; FIGS. 8A-8C show the vehicle of FIGS. 7A and 7B in different phases when the vehicle doors are opened in a second adjustment mode;

FIGS. 9A-9C show the vehicle of FIGS. 7A and 7B in different phases when the vehicle doors are opened in a third adjustment mode;

Figures 10A-10C the vehicle of Figures 7A and 7B in different phases when opening the vehicle doors in a fourth adjustment mode.

FIGS. 1, 1A and 2A to 2D illustrate a first embodiment variant of a proposed vehicle door T, which is adjustably mounted on a vehicle body in the area of a door spar H via an adjusting device 1 with an adjusting mechanism 10. The vehicle door T has a door body K, above which a window opening O of the vehicle door T is defined.

The door body K is mounted in the region of the door spar H on a (second) adjustment part 12 of the adjustment mechanism 10 so as to be pivotable about a (second) axis of rotation b fixed to the door. The second adjustment part 12 of the adjustment device 1 and thus the second axis of rotation b is assigned an electromotive drive A1 (see FIGS. 5 and 6A-6B), which is not shown in more detail in FIG. 1, in order to be able to pivot the vehicle door T about the second axis of rotation b with external power. For this purpose, the second adjustment part 12 forms a pivot bearing 120 to which the door spar H is articulated.

The adjustment mechanism 10 shown in FIG. 1 and on an enlarged scale in FIG. 1A includes, in addition to the second adjustment part 12, a first adjustment part 11. This first adjustment part 11 can be pivoted about a first axis of rotation a fixed to the body via a pivot bearing 110 on the vehicle body. Furthermore, the two first and second adjustment parts 11 and 12 are mounted so as to be adjustable relative to one another via a sliding seat 13. Thus, the second adjustment part 12 which is fixed to the door can be displaced telescopically and translationally with respect to the first adjustment part 1 1 fixed to the body along a translation axis c running perpendicular to the first and second axes of rotation a and b. By moving along the translation axis c, a distance between the two rotary bearings 110 and 120 and thus the axes of rotation a and b can be varied.

In addition to the second motor drive, which is provided for the adjustment with respect to the second axis of rotation b, the adjustment device 1 further comprises two further motor drives. Thus, a first motor drive for adjusting the first adjustment part 11 about the body-fixed axis of rotation a is also provided, and a third motor drive for the translatory adjustment of the two adjustment parts 11 and 12 relative to one another. The three drives can be actuated independently of one another, so that adjustment movements with respect to the three adjustment axes a, b and c can be flexibly combined with one another for the adjustment of the vehicle door T.

In the embodiment variant shown, the adjustment mechanism 10 of the adjustment device 1 can also be used to implement not only a swiveling movement in order to be able to adjust the vehicle door T about the body-fixed first axis of rotation a from a closed position into a (fully) open position using power. Rather, a combined pivoting-sliding movement of the vehicle door T can also be realized if necessary by correspondingly controlling the motor drives assigned to the individual adjusting axes a, b and c. By correspondingly controlling the mutually independently operable motor drives, it is thus possible to freely switch between at least two adjustment modes of the adjustment device 1 in order to move the vehicle door T along different predefined adjustment paths from a closed position, in which the vehicle door T closes a body opening on the vehicle, into different positions open positions and to adjust again.

When the vehicle door T and the adjusting device 1 are installed as intended on a vehicle F according to FIGS. 2A to 2D, the first axis of rotation a and the second axis of rotation b which are fixed to the body run vertically and essentially parallel to one another. The translation axis c for the translatory adjustment of the first and second adjustment parts 11 and 12 relative to one another then runs on a vehicle F essentially along a vehicle longitudinal axis (when the vehicle door is in its closed position) and thus essentially horizontally.

Via the design of the adjustment device 1 with its adjustment mechanism 10, in which at least two essentially vertical axes of rotation a and b and a further adjustment axis c, along which a distance between the two axes of rotation a and b can be varied, the vehicle door T can on the Vehicle F, for example, when there is an obstacle, such as a wall W, next to vehicle F, opening the closed vehicle door T by means of a pivoting sliding movement enable. If, for example, a sensor system of the adjustment device 1 detects that the wall W lies in an adjustment path of the vehicle door T if it is pivoted open conventionally about the first rotational axis a fixed to the body, and consequently the vehicle door T would collide with the wall W, control electronics of the adjustment device 1 block an adjustment of the vehicle door T in a corresponding first adjustment mode. The

Control electronics then only allow adjustment modes of the adjustment device 1, in which the vehicle door T is adjusted along a different adjustment path, along which the vehicle door T is moved into an (other) open position without colliding with the wall W. One advantage of a pivoting sliding movement is, for example, that the vehicle door T can be moved past the outer skin of the body of the vehicle F with a minimal safety clearance, and thus the adjustment device 1, for example, still allows the maximum possible door opening even in very tight parking situations.

A corresponding swivel slide movement in a second adjustment mode of the adjustment device 1 is illustrated in more detail with reference to FIGS. 2A to 2D. In this case, the vehicle door T on the vehicle F is initially poured outward in relation to a rear rear door HT and is subsequently subjected to a sliding movement forwards (in the direction of a front of the vehicle F) along a vehicle longitudinal axis. The resulting swiveling movement of the vehicle door T results solely from a corresponding activation and thus actuation of the individual drives in order to cause adjustments about the three adjustment axes a, b and c of the adjustment mechanism 10. FIGS. 2A, 2B, 2C and 2B show different phases of the adjustment of the vehicle door F from its closed position according to FIG. 2A to a completely open position according to FIG. 2D. FIGS. 2B and 2C show a first and a second intermediate position of the vehicle door T between the closed position and the open position.

In the closed position in FIG. 2A, the second door-fixed adjustment part 12 is initially extended with respect to the first body-fixed adjustment part 11 along the translation axis c, that is to say the two axes of rotation a and b are at a comparatively large distance from one another, which is possibly made possible by the sliding seat 13 on. Until the first intermediate position according to FIG. 2B is reached, swivel movements with respect to the axes of rotation a and b and a translation movement on the sliding seat 13 between the two first and second adjustment parts 11 and 12 are first generated via the drives. On the one hand, the first adjustment part 11 rotates about the first axis of rotation a fixed to the body and pivots the vehicle door T on the second adjustment part 12 about the second axis of rotation b. The speeds of rotation around the axes of rotation a and b are identical, but the directions of rotation are opposite to each other. Until the first intermediate position is reached in FIG. 2B, a distance between the two axes of rotation a and b is reduced via a displacement of the second adjustment part 12, which is actuated by external power, to the first adjustment part 11 along the translation axis c. The second adjustment part 12 is consequently retracted telescopically relative to the first adjustment part 11.

Then, until the second intermediate position is reached in accordance with FIG. 2C, the second adjustment part 12 is maximally retracted along the translation axis c. Around the two axes of rotation a and b, an adjustment movement of an angle of rotation of 90 ° ± 10 ° has taken place until the second intermediate position is reached. Due to the combined or respectively overlapping adjustment movements around the three adjustment axes a, b and c, the vehicle door F is not only swung open by means of a swivel-slide movement, but essentially moved along the longitudinal axis of the vehicle.

From the second intermediate position corresponding to FIG. 2C, the second adjustment part 12 is extended again along the translation axis c in the course of an opening movement of the vehicle door until the vehicle door T has assumed its fully open position according to FIG. 2D. During an adjustment of the vehicle door F from the closed position to the fully open position by means of a pivoting sliding movement according to FIGS. 2A to 2D, the adjustment along the translation axis c is thus controlled in such a way that the adjustment directions along the translation axis c change once and consequently a generated driving force acts in different adjustment directions (up to the second intermediate position in one adjustment direction and from the second intermediate position to the fully open position in the other, opposite adjustment direction).

3, 3A and 4A-4D, the two adjustment parts 11 and 12 of the adjustment mechanism 10 of the adjustment device 1 cannot be adjusted relative to one another via a sliding seat 13. Rather, the two first and second adjustment parts 1 1 and 12 articulated together. The first and second adjustment parts 1 1 and

12 can thus be pivoted relative to one another about a third axis of rotation d. This third axis of rotation d runs parallel to the first axis of rotation a fixed to the body and parallel to the second axis of rotation b fixed to the door. Correspondingly, here too, via the additionally defined adjustment axis, here in the form of the third axis of rotation d, an externally power-controlled relative movement between the two adjustment parts 11 and 12 is made possible, in which a distance between the two axes of rotation a and b changes from one another by a pivoting sliding movement to implement the vehicle door T in at least one additional adjustment mode. Accordingly, the vehicle door T can also be pivoted not only in a conventional manner about the first axis of rotation a fixed to the body into an open position by means of an adjustment mechanism 10 of FIGS. 3, 3A and 4A-4D designed in this way. Rather, a swiveling sliding movement of the vehicle door T can also be realized by correspondingly controlling the motor drives assigned to the three axes of rotation a, b and d. This is illustrated in more detail for different phases of such a pivoting slide movement in FIGS. 4A to 4D.

Here, from the closed position to a first intermediate position according to FIG. 4B, adjustment movements, more precisely pivoting movements, about the first axis of rotation a and the third axis of rotation d are generated with the aid of assigned drives. The pivoting movements (of the first adjustment part 11 and the second adjustment part 12) with respect to the first and third axes of rotation a and d take place in the same direction of rotation, i.e. with the same direction of rotation, but with different adjustment speeds. The first adjustment part 11 rotates about the first axis of rotation a fixed to the body at a lower speed than the second adjustment part 12 about the third axis of rotation d relative to the first adjustment part 11 until the first intermediate position corresponding to FIG. 4B has been reached. In this first phase of the adjustment movement, the vehicle door T then also rotates in opposite directions about the second axis of rotation b fixed to the door, in order to realize, in combination with the adjustment movements about the axes of rotation a and b, a sliding movement of the vehicle door T which appears essentially parallel to the longitudinal axis of the vehicle.

Starting from the first intermediate position in accordance with FIG. 4B, the motor drives of the device 1 are actuated further for the adjustment movements discussed above with respect to the three axes of rotation a, b and d until the two first and second adjustment parts 11 and 12 correspond to those in FIG. 4C shown second intermediate position take an angle of substantially 90 ° to each other. Until the second intermediate position was reached, the first adjustment part 11 was pivoted about 90 ° about the first axis of rotation a. Likewise, the second adjustment part 12 was pivoted about the third axis of rotation d with respect to the first adjustment part 11 essentially by 90 ° (in the same direction of rotation). The vehicle door F was in turn pivoted by approximately 180 with respect to the second axis of rotation b located at the door.

Starting from the second intermediate position in FIG. 4C to the fully open position of the vehicle door T in accordance with FIG. 4D, the vehicle door T is adjusted essentially translationally by overlapping rotary movements about the three axes of rotation a, b and d. For this purpose, the first adjustment part 11 continues to rotate about the first axis of rotation a fixed to the body, while the second adjustment part 12 is pivoted in the opposite direction of rotation about the third axis of rotation c (that is, in a direction of rotation that is opposite to the direction of rotation in which the second adjustment part 12 was pivoted with respect to the first adjustment part 11 until the vehicle door T has assumed the second intermediate position in accordance with FIG. 4C). Furthermore, the vehicle door T is driven to pivot about the second axis of rotation b fixed to the door, namely in the direction of rotation of the first adjustment part 11 around the first axis of rotation a fixed to the body. In this case, a compensatory movement is realized via the pivoting movement about the second axis of rotation b, so that an adjustment of the vehicle door T in the last third until the fully open position corresponds to a translatory sliding movement along the longitudinal axis of the vehicle to the front.

FIGS. 5 and 6A-6B illustrate in different representations a possible further development of the adjusting device 1 according to FIGS. 1 to 2D with three motor drives A1, A2 and A3, which are each assigned to one of the possible adjusting axes a, b and c. Each of the drives A1, A2 and A3 comprises its own (electric) motor M1, M2 or M3. The three drives A1, A2 and A3 are not mechanically coupled to one another and can be controlled electronically independently of one another via control electronics SE of the adjusting device 1.

By actuating the three drives A1, A2 and A3, the adjustment device 1 can be operated in different adjustment modes with the aid of the control electronics SE as explained above. Each of these adjustment modes, which is stored in the control electronics SE via a corresponding control pattern, results in an adjustment of the vehicle door T along one of several (at least two) possible ones different adjustment paths from the closed position to one (of several possible) open positions of the vehicle door T.

As an example, the drives A1 and A2 assigned to the first and second axes of rotation a and b have, in addition to the respective motor M1 or M2, a gear mechanism and a drive or bearing shaft extending along the respective first or second axis of rotation a or b. The drive A3 provided for the translational adjustment along the translation axis c is also designed as a spindle drive. Depending on the control via the control electronics SE, a drive spindle SP of the drive A3 can be driven into a spindle sleeve (or with respect to a differently designed spindle nut) or driven out of the spindle sleeve.

The one adjusting device 1 of FIGS. 3 to 4D can also be provided for the drives A1 and A2 for the first and second axes of rotation a and b. A third electromotive drive can be provided for the third axis of rotation d for the displacement of the first and second adjustment parts 11 and 12 relative to one another, in particular a drive designed identically to the first drive A1 and / or the second drive A2. In particular, three identical drives can be provided for the three axes of rotation a, b and d of the adjusting device 1 of FIGS. 3 to 4D.

Via the proposed possibility of independently controlling three drives A1, A2 and A3, each of which is assigned to one of three different adjustment axes a, b, c or a, b, d of the adjustment device 1, the vehicle door T can of course not only run along two different ones Adjustment paths between an open and a closed position can be adjusted. Rather, further adjustment paths can also be easily implemented using control patterns stored in the control electronics SE.

For example, in addition to a swivel movement and one

Swiveling sliding movement and thus in addition to a first and a second adjustment mode of the adjustment device 1 is conceivable that the vehicle door T can be adjusted via the adjustment device 1, for example, to a swung open position in which swivel movements about the first and second axes of rotation a and b are realized, one Translation or pivoting movement between the two

Adjustment parts 11 and 12 and thus a change in a distance between the two

Axes of rotation a and b to each other but not done. About the proposed Adjustment device can thus depict different opening scenarios for opening the vehicle door T.

This includes, in particular, that the control electronics SE is configured to select or block an adjustment mode from several possible predefined adjustment modes depending on the direction from which a person is approaching the vehicle door T and / or whether a possible obstacle in a potential adjustment path vehicle door T to be adjusted.

In a departure from the representations of FIGS. 2A to 2D and 4A to 4D, a rear door HT of the vehicle F can also be equipped with a proposed adjustment device 1 and can be adjusted along at least two different adjustment tracks. In this way, the number of opening scenarios can be expanded further, especially if the adjustment modes for the (front) vehicle door T and the rear door HT can be combined with one another as desired, consequently e.g. the adjustment of the vehicle door T along an adjustment path in a specific adjustment mode of the associated adjustment device 1 does not necessarily specify an adjustment path of the rear door HT.

FIGS. 7A-7B, 8A-8C, 9A-9C and 10A-10C show examples of possibilities, the vehicle door T and the rear door HT on the vehicle F with a proposed adjusting device 1 corresponding to FIGS. 1A, 3A or 5 on the basis of four different ones Adjustment modes, e.g. depending on a detected obstacle or the detected approach of a person to the vehicle F to open. In the illustrated embodiment variants, the vehicle F is configured without a rigid B-pillar fixed to the body. Rather, the B-pillar is integrated in the doors T, HT. Nevertheless, the vehicle F can also be designed with a B-pillar fixed to the body.

In a first opening scenario according to FIGS. 7A and 7B and a corresponding first adjustment mode for the adjustment of the doors T and HT, the two doors T and HT are moved one in the area of the A-pillar (for the vehicle door T) and in the area of the C-pillar (for the rear door HT) provided first pivot axis a pivoted in opposite directions to each other. An adjustment with respect to the other adjustment salmon b and c / d is blocked by self-locking or braking. For example, the opening movement takes place into the opened one Position step off. In addition, manual adjustment according to FIGS. 7A and 7B can also be made possible via the adjustment direction 1.

In the second, third and fourth opening scenarios of FIGS. 7A-7C, 8A-8C and 10A, 10C, the two doors T and HT are each pivoted by sliding movements from a closed position shown in FIG. 8A, 9A or 10A via a closed position in FIG. 8B , 9B or 10B adjustable intermediate position into an open position shown in Figure 8C, 9C or 10C adjustable.

For a second opening scenario according to FIGS. 8A-8C, the adjustment device 1 is operated in a second adjustment mode. Provided that there is sufficient space next to the vehicle F, an adjustment of the first two adjustment parts 11 and 12 with respect to the third adjustment axis c or d can also be dispensed with, deviating from the illustrations in FIGS. 2A-2D and 3A-3D. Accordingly, for example, only adjustments about the two first and second axes of rotation a and b can be provided in order to push the doors T and HT forward or backward on the vehicle F.

In the embodiment variant of FIGS. 9A-9C, the two doors T and HT are pivoted open in the last phase of the opening movement in the manner of saloon doors. In an associated third adjustment mode of the adjustment device 1, after a parallel movement of the doors T and HT in a first phase from reaching the intermediate position shown in FIG. 9B, the respective already partially opened door T or HT is turned by rotating the first adjustment part 11 by the first Body-fixed axis of rotation a further swung open. The direction of rotation about the first axis of rotation a always remains the same. From the intermediate position, there is no longer any rotation with respect to the second axis of rotation b, so that there is no longer any compensating movement of the respective door T, HT which overlaps the pivoting movement about the first axis of rotation a and which before reaching the intermediate position leads to a sliding movement of the respective door T or HT along the Longitudinal vehicle axis led.

In the fourth opening scenario in accordance with FIGS. 10A-10C, the two doors T and HT are initially adjusted to an intermediate position, analogously to the opening scenarios in FIGS. 8A-8C and 9A-9C, via a pivoting sliding movement, for which, in particular, rotations with respect to the first and second axes of rotation a and b (with the same adjustment speed) are provided. From the intermediate position shown in FIG. 10B, however, there is then only one rotation about the second door rotation axis b is provided up to the open position. In a fourth adjustment mode of the adjustment device 1, the doors T and HT are thus pivoted outwards in the last phase of the opening movement by a respective second adjustment part 12, so that the two doors T and HT protrude in a funnel shape at the released door opening.

In addition to the opening scenarios shown in FIGS. 7A to 10C, further opening scenarios can also be represented via the adjusting device 1 with its three drives which can be actuated independently of one another, in particular if the adjusting devices 1 for the vehicle door T and the rear door HT are operated in mutually different adjustment modes.

LIST OF REFERENCE NUMBERS

1 adjustment device

10 adjustment mechanism

11, 12 adjustment part 1 10, 120 pivot bearing

13 sliding seat

14 swivel a, b axis of rotation

A1, A2, A3 drive c translation axis d axis of rotation

F vehicle

H door spar

HT tailgate

K door body

M1, M2, M3 engine

O window opening

SE control electronics

SP spindle

T Vehicle door w wall / obstacle

Claims

Expectations

1.Vehicle, with a vehicle door (T) and an adjusting device (1) for adjusting the vehicle door (T), the vehicle door (T) via the adjusting device (1) depending on an adjusting mode of the adjusting device (1) optionally along at least two different adjustment tracks can be adjusted from a closed position to an open position, and in a first adjustment mode of the adjustment device (1) the vehicle door (T) can be adjusted along a first adjustment track by means of a pivoting movement from the closed position to an open position and in one second adjustment mode of the adjustment device (1), the vehicle door (T) can be adjusted along a second adjustment path by means of a pivoting sliding movement from the closed position to an open position, characterized in that the adjustment device (1) has an essentially vertically extending, vehicle-fixed first axis of rotation ( a), one in the Wes vertically running, door-fixed second axis of rotation (b) and a further adjustment axis (c, d) are defined and the adjustment device (1) comprises at least three independently operable motor drives (A1, A2, A3), of which a first drive ( A1) are assigned to the first axis of rotation (a), a second drive (A2) to the second axis of rotation (b) and a third drive (A3) to the further adjustment axis (c, d). 2. Vehicle according to claim 1, characterized in that the adjusting device

(1) comprises control electronics (SE) which are configured to actuate the first, second and third drives (A1, A2, A3) in different ways depending on the adjustment mode of the adjustment device (1) in order to actuate the vehicle door (T) can be adjusted to an open position using the swivel movement or the swivel-slide movement.

3. Vehicle according to claim 2, characterized in that at least two different control patterns are stored in the control electronics (SE) in order to control the first, second and third drives (A1, A2, A3) depending on the adjustment mode using a different control pattern.

4. Vehicle according to claim 3, characterized in that two control patterns at least in an order in which the first, second and third drives (A1, A2, A3) are controlled, at times when the first, second and third drives (A1, A2, A3) are controlled, in adjustment directions in which drive forces generated by the first, second and third drives (A1, A2, A3) act, and / or in adjustment speeds caused by first, second and third drives (A1 , A2, A3) can be specified.

5. Vehicle according to one of the preceding claims, characterized in that the further adjustment axis is a translation axis (c) which is substantially perpendicular to the first and second axes of rotation (a, b).

6. Vehicle according to one of claims 1 to 4, characterized in that the further adjustment axis is a third substantially vertical axis of rotation (d).

7. Vehicle according to one of the preceding claims, characterized in that the adjusting device (1) has a first adjusting part (1 1) which is rotatably mounted on a body of the vehicle (F) with respect to the first axis of rotation (a), and second adjusting part (12) on which the vehicle door (T) is pivotally mounted with respect to the second axis of rotation (b), the first and second adjustment parts (11, 12) being adjustable relative to one another with respect to the further adjustment axis (c, d).

8. Vehicle according to claim 7, characterized in that an adjustment part (11) is displaceable relative to the other adjustment part (12).

9. Vehicle according to claim 7, characterized in that the first and second adjustment parts (1 1, 12) are connected to one another in an articulated manner.

10. Vehicle according to one of the preceding claims, characterized in that the adjusting device (1) comprises control electronics (SE) which is configured in at least one adjusting mode at least one of the first, second and third drives (A1, A2, A3) between to control the closed position and an intermediate position at least once to generate a driving force which acts in a first adjustment direction, and between the intermediate position and the open position at least once to generate a driving force to control, which acts in a second, opposite to the first adjustment direction.

1 1. Vehicle according to one of the preceding claims, characterized in that the adjusting device (1) comprises control electronics (SE), which is configured, the vehicle door (T) in the detection of an obstacle (W) in the adjustment path along an adjustment path of one of the Adjustment modes along another adjustment path of a different adjustment mode. 12. Vehicle according to one of the preceding claims, characterized in that the adjusting device (1) comprises control electronics (SE) which is configured to adjust the vehicle door (T) depending on which direction along the first or second adjustment path a person approaches the vehicle door (T).

13. Vehicle according to one of the preceding claims, characterized in that the vehicle (F) has at least two vehicle doors (T, HT) on a longitudinal side of the vehicle (F), each of which has an adjusting device (1) with at least three independently operable motor Drives (A1, A2, A3), of which a first drive (A1) each has a first body-fixed axis of rotation (a), a second drive (A2) a second door-fixed axis of rotation (b) and a third drive (A3) of a further adjustment axis (c, d) are assigned.