WO2024100024A1 - Procédé et dispositif de commande pour le réglage motorisé ou assisté par moteur d'une portière de véhicule - Google Patents

Procédé et dispositif de commande pour le réglage motorisé ou assisté par moteur d'une portière de véhicule Download PDF

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Publication number
WO2024100024A1
WO2024100024A1 PCT/EP2023/080964 EP2023080964W WO2024100024A1 WO 2024100024 A1 WO2024100024 A1 WO 2024100024A1 EP 2023080964 W EP2023080964 W EP 2023080964W WO 2024100024 A1 WO2024100024 A1 WO 2024100024A1
Authority
WO
WIPO (PCT)
Prior art keywords
door
vehicle
current
maximum value
information
Prior art date
Application number
PCT/EP2023/080964
Other languages
German (de)
English (en)
Inventor
Maximilian Rau
Daniel Steiner
Original Assignee
Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg filed Critical Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg
Publication of WO2024100024A1 publication Critical patent/WO2024100024A1/fr

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/60—Power-operated mechanisms for wings using electrical actuators
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/60—Power-operated mechanisms for wings using electrical actuators
    • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/30—Electronic control of motors
    • E05Y2400/31—Force or torque control
    • E05Y2400/315—Curve setting or adjusting
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/40—Control units therefor
    • E05Y2400/41—Control units therefor for multiple motors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/61—Power supply
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2800/00—Details, accessories and auxiliary operations not otherwise provided for
    • E05Y2800/40—Physical or chemical protection
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/53—Type of wing
    • E05Y2900/531—Doors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/14—Balancing the load in a network

Definitions

  • the invention relates to a method and an adjusting device for motorized or motor-assisted adjustment of a vehicle door, in particular a vehicle side door.
  • Vehicle doors particularly (vehicle) side doors or tailgates, which can be adjusted by motor or motor-assisted are increasingly being used in vehicles, especially passenger cars.
  • vehicle door is opened and closed fully automatically by a door actuator, without the need or provision for the vehicle user to manually operate the vehicle door.
  • the motor In the latter case (also known as “servo operation” or “servo support”), the motor only acts on the vehicle door when the latter is moved manually by the vehicle user and supports the manual operation of the door by an assistant.
  • the door actuator is usually located in the vehicle door to be moved or in the immediate vicinity of the latter.
  • the vehicle door is often assigned at least one other electrical consumer, for example a door closing aid, an electrically operated door lock and/or - especially in the case of a side door - an electric window lifter.
  • these consumers located in the vehicle door and possibly its immediate vicinity often have a nominal current requirement that exceeds the electrical current that can be made available locally by the vehicle's electrical system.
  • the door actuator has a nominal current of 25 A (amperes) and a window lifter integrated in the vehicle door has a nominal current of 35 A.
  • a typical electrical system can For example, they regularly only provide a maximum current of 40 A for the vehicle door, so that simultaneous operation of the door actuator and the window lifter would lead to an overload of the vehicle electrical system.
  • the door actuator motor and the window lifter of a vehicle door are sometimes connected in such a way that operation of the door actuator motor is interrupted if the window lifter is operated during motorized or motor-assisted adjustment of the vehicle door.
  • the invention is based on the object of achieving a motorized or motor-assisted adjustment of a vehicle door that improves the user experience.
  • a door actuator motor acting on the vehicle door is operated with an electrical door drive current.
  • the door drive current (more precisely, a current intensity of the door drive current) is limited to a predetermined maximum value.
  • the maximum value is set to vary depending on information about a time-dependent power requirement of at least one other electrical consumer assigned to the vehicle door. In particular, the maximum value is varied continuously or in at least two (non-zero) stages.
  • the at least one other electrical consumer of the vehicle door is in particular an electric window lifter, an electric door lock or an electric (door) closing aid.
  • the current intensity of a total electrical current (also: total door current) made available to the vehicle door is used as information about the time-dependent current requirement of the at least one further electrical consumer.
  • the maximum value of the door drive current is varied depending on the current intensity of the total current. In particular, the maximum value of the door drive current is varied in such a way that the current intensity of the total current does not exceed a predetermined maximum total current value.
  • a control signal that is output by a controller or an operating unit of this additional consumer is used as information about the time-dependent power requirement of the at least one additional electrical consumer.
  • the maximum value of the door drive current is varied depending on the control signal.
  • the control signal can be a binary signal that indicates whether the window lifter is being operated or not.
  • the maximum value of the door drive current is varied in particular between two levels (different from zero), namely a lower level to which the maximum value is reduced if and as long as the additional consumer is being operated, and a higher level to which the maximum value is raised if and as long as the additional consumer is not being operated.
  • the control signal is generated, for example, by an operating unit (in particular a button) with which the additional consumer is switched on and off.
  • control signal can also indicate the power requirement of the additional consumer continuously or in several stages.
  • the maximum value of the door drive current is preferably also varied continuously or in several stages (and in particular always in the opposite direction to the power requirement of the additional consumer indicated by the control signal).
  • the maximum value of the door drive current is additionally varied depending on information about the power requirement of the door actuator motor.
  • a drive circuit of the door actuator motor transmits a time-varying power requirement of the door actuator motor to a higher-level control unit (e.g. an on-board computer of the vehicle), whereby the higher-level control unit then sets the maximum value for the door drive current depending on the situation based on the reported power requirement of the door actuator motor and the power requirement of the at least one other consumer.
  • the maximum value of the door drive current is additionally determined as a function of
  • a battery capacity ie the state of charge of a vehicle battery and/or the battery voltage
  • the maximum value of the door drive current is reduced when (according to the information on the door position) the vehicle door is almost closed, so that an increased current requirement of the door lock or closing aid is to be expected.
  • the maximum value of the door drive current is reduced or increased if the information on the vehicle inclination indicates that the vehicle is at an angle, so that the vehicle door (particularly in the case of a vehicle side door) is moved in the direction of gravity or against gravity.
  • the maximum value of the door drive current is reduced or increased continuously or in at least two (non-zero) stages in parallel with the battery capacity or the battery voltage. For example, by setting the maximum value for the door drive current accordingly, full current can be supplied to the door actuator and the additional consumer at the same time if the battery capacity is sufficient. However, if the vehicle is in energy-saving mode (when the battery capacity is low), the door actuator motor is only supplied with limited power (for example, with a maximum current of 5 A instead of 25 A).
  • the actuating device comprises a door actuating motor which acts on the vehicle door and can be operated with an electrical door drive current.
  • the actuating device further comprises a drive circuit for specifying the door drive current.
  • the drive circuit comprises a current limiting function by which the door drive current (more precisely the current intensity of the door drive current) is limited to a predetermined maximum value.
  • the actuating device comprises a control unit which is designed to vary the maximum value of the door drive current depending on information about a time-dependent current requirement of at least one other electrical consumer assigned to the vehicle door.
  • the actuating device according to the invention is thus generally designed to carry out the inventive method described above.
  • the embodiments of the method described above correspond to corresponding embodiment variants of the actuating device. Explanations of embodiments of the method and the effects achieved thereby can thus be transferred to the actuating device and vice versa.
  • control unit is designed to provide information about the time-dependent power requirement of the at least one further electrical consumer
  • control unit is preferably configured to additionally vary the maximum value of the door drive current depending on information about the power requirement of the door actuator motor and/or information about a door position of the vehicle door and/or information about a vehicle inclination and/or information about a battery capacity of a battery of the vehicle.
  • the drive circuit and/or the control unit of the (door) actuating device can be formed within the scope of the invention by a programmable unit, e.g. a microcontroller, in which the functionality for carrying out the method (in particular for determining the maximum value for the door drive current) is implemented in software in the form of a control program (Firmware).
  • the drive circuit and/or the control unit can also be formed by a non-programmable unit, e.g. an ASIC, within the scope of the invention.
  • the functionality for carrying out the method is implemented in the latter case in the form of (hardware) circuit technology.
  • the drive circuit and/or the control unit can also be formed by a combination of at least one programmable unit and at least one non-programmable unit.
  • the drive circuit is designed as a non-programmable unit and the control unit as a microcontroller.
  • the drive circuit and the control unit can optionally be formed by two separate devices or integrated together in one device within the scope of the invention.
  • Fig. 1 shows a schematic representation of a vehicle door with a (door) adjusting device for motor-driven or motor-assisted adjustment of the vehicle door, as well as with further electrical consumers assigned to the vehicle door, namely an electric window lifter and an electric door lock,
  • Fig. 2 and 3 each show the vehicle door with alternative embodiments of the door adjusting device in a representation according to Fig. 1.
  • a vehicle door 2 is shown roughly schematically.
  • the vehicle door 2 is a side sliding door of a passenger vehicle, which can be reversibly moved relative to a vehicle body along a horizontal direction H.
  • the invention described below can alternatively also be used with other vehicle door types, for example in a pivoting vehicle side door or in a tailgate.
  • the vehicle door 2 comprises a window pane 4 which can be lowered and raised in a vertical direction V relative to the vehicle door 2.
  • the vehicle door 2 is assigned several electrical consumers, namely (if necessary in addition to other electrical consumers)
  • an electric door lock 10 for reversibly locking the vehicle door 2 in its closed position; optionally, the door lock 10 comprises an electric closing aid which moves the vehicle door 2 from a pre-locking position into a fully closed position during a closing process.
  • the door actuator 6 comprises an electric door actuator 12, which acts on the vehicle door 2 via a door actuator mechanism 14 (only indicated in Fig. 1) in order to move the door 2 in the horizontal direction H.
  • the door actuator 6 further comprises a drive circuit 16, which controls the door actuator 12 with an electric (door) drive current IT in order to cause the vehicle door 2 to be adjusted by the door actuator 12.
  • the drive circuit 16 is in turn controlled by a (door) control signal ST, which is output, for example, by a door opening or closing switch in the vehicle or by an on-board computer of the vehicle.
  • the drive circuit 16 comprises a current limiting function, which limits the door drive current IT (more precisely, the current intensity of the door drive current IT) to an adjustable maximum value IT, max.
  • the door actuator 6 comprises a control unit 18, which specifies the maximum value IT, max to the drive circuit 16 in a varying manner.
  • the drive circuit 16 is designed as a non-programmable hardware circuit.
  • the control unit 18, is preferably formed by a microcontroller in which a control program (firmware) implementing the function of the control unit 18 is installed and ready to run.
  • the drive circuit 16 and the control unit 18 are either designed in separate devices or integrated in a common device.
  • the entire door actuating device 6 can be arranged outside the vehicle door 2.
  • at least the door actuating motor 12 and the drive circuit 16 are arranged inside the vehicle door 2.
  • the control unit 18 is present as an independent electrical device.
  • the control unit 18 is integrated as a functional unit (in particular in the form of a software module) in a higher-level control device, e.g. in the on-board computer of the vehicle.
  • the window lifter 8 comprises an electric window actuator motor 20, which acts on the window pane 4 via a window actuator mechanism 22 in order to move it in the vertical direction V.
  • the window lifter 8 also comprises a motor control unit 24, which controls the window actuator motor 20 with an electric (window) drive current IF in order to cause the window pane 4 to be adjusted by the window actuator motor 20.
  • the motor control unit 24 is in turn controlled by a (window) control signal SF, which is output, for example, by a window opening or closing switch in the vehicle or by an on-board computer of the vehicle.
  • the door lock 10 comprises at least one lock actuator 26 or other actuator which acts on a lock mechanism 28 in order to adjust it to lock or unlock the vehicle door 2 and, if necessary, to actuate the closing aid.
  • the door lock 10 further comprises a control unit 30 which controls the lock actuator 26 or other actuator with an electrical (lock) drive current Is.
  • the control unit 30 is in turn controlled by a (lock) control signal Ss which is output, for example, by a door locking or door unlocking switch in the vehicle or by an on-board computer of the vehicle.
  • the window lifter 8 and the door lock 10 are preferably arranged completely in the vehicle door 2. In principle, within the scope of the invention, individual components of the window lifter 8 and/or the door lock 10, in particular the engine control unit 24 and/or the control unit 30 or parts of one of these devices, can also be arranged outside the vehicle door 2.
  • the door actuator 6, the window lifter 8 and the door lock 10 are supplied with power from an electrical system 32 of the vehicle.
  • the electrical system 32 is in turn powered by a vehicle battery 34.
  • the on-board network 32 is designed to supply the electrical consumers of the vehicle door 2, i.e. the door actuator 6, the window lifter 8 and the door lock 10, with a total current IG up to a total maximum current value Ic.max of 40 A.
  • the door actuator 6 is designed, for example, for a nominal current consumption of 25 A
  • the window lifter 8 is designed for a nominal current consumption of 35 A
  • the door lock 10 is designed for a nominal current consumption of 10 A. Since the total current IG is at least approximately the sum of the individual currents drawn by the door actuator 6, the window lifter 8 and the door lock 10, it is clear from the above information that the door actuator 6 and the window lifter 8 cannot be operated simultaneously with the respective nominal current consumption without overloading the on-board network 32.
  • control unit 18, during operation of the door actuating device 6, sets the maximum value IT, max for the door drive current IT in a varying manner depending on information about the respective time-dependent current requirement of the other electrical consumers, i.e. the window lifter 8 and the door lock 10.
  • the control unit 18 determines this information via the time-dependent power requirement of the window lifter 8 and the door lock 10 from a measured value of the total current IG (more precisely, the current intensity of the total current IG). This measured value is fed to the control unit 18 by a current sensor 36 connected to the on-board network 32.
  • the control unit 18 also takes into account an indication of the instantaneous value of the drive current IT and an indication of the instantaneous door position x. The last two pieces of information are fed to the control unit 18 by the drive circuit 16.
  • the control unit 18 takes into account that the door lock 10 is regularly only active when the vehicle door 2 is closing, and then only when the vehicle door 2 is closed or almost closed at the same time as the door actuator 6, and otherwise only has a negligible current consumption. Therefore, to determine the maximum value IT, max, the control unit 18 only takes into account the current consumption of the door actuator 6 and the window lifter 8 when the vehicle door 2 is opened or when and as long as it is established when the vehicle door 2 is closed based on the information on the current door position x that the vehicle door 2 is too wide open for the door lock 10 to operate.
  • the control unit 18 preferably determines the maximum value IT,max in such a way that the total current IG does not exceed the assigned maximum total current value Ic.max stored in the control unit 18.
  • the control unit 18 takes into account that the total current IG when the door lock 10 is inactive is at least approximately the sum of the drive currents IT and IF:
  • the control unit 18 therefore estimates the window drive current IF based on the supplied measured value of the total current IG and the information on the door drive current IT,
  • the maximum value IT, max is thus continuously and continuously adjusted during operation of the door actuator 6 according to the power requirement of the window lifter 8 (and in the opposite direction to this power requirement).
  • the control unit 18 additionally reduces the maximum value IT, max of the door drive current IT by the nominal current consumption of the door lock 10, i.e. in the above example by 10A (possibly down to 0A).
  • Fig. 2 corresponds to the embodiment according to Fig. 1 with regard to the vehicle door 2 and the associated electrical consumers, unless described differently.
  • the current sensor 36 is not required in the embodiment according to Fig. 2 and is therefore preferably not present. Instead, the control signals SF and Ss of the window lifter 8 and the door lock 10 are fed to the control unit 18.
  • the control signals SF and Ss are, for example, pulse signals by which the window lifter 8 or the door lock 10 are switched on and off in binary form (i.e. without specifying a graduated power, actuating force or actuating speed).
  • three signal states can be transmitted using the window control signal SF, namely
  • STOP“ no window movement
  • four signal states can be transmitted using the lock control signal Ss, namely
  • control unit 18 determines the information about the time-dependent current requirement of the window lifter 8 and the door lock 10 based on the signal states of the control signals SF and Ss and accordingly also sets the maximum value IT, max of the door drive current IT based on these signal states.
  • control unit 18 sets the maximum value IT, max to the value of the nominal current consumption of the door actuator 6 (i.e., in the dimensioning example above, to 25 A) if and as long as the window control signal SF has the signal value “STOP” (and the window lifter 8 is therefore not operated).
  • the door actuator 6 can therefore be operated at full power in this state.
  • the control unit 18 reduces the maximum value IT, max to an amount that corresponds to the difference between the nominal current consumption of the window lifter 8 and the total current maximum value iG.max. In the dimensioning example above, the control unit 18 thus reduces the maximum value IT, max to 5A.
  • the control unit 18 temporarily sets the maximum value IT, max to zero so that the current supply to the door actuator 12 is briefly interrupted.
  • control unit 18 also briefly sets the maximum value IT, max to zero if the window control signal SF has the signal value "UP” or “DOWN” and the vehicle door 2 has almost or completely reached the closed door position during a closing movement in accordance with the information on the current door position x.
  • the embodiment shown in Fig. 3 corresponds to the embodiment according to Fig. 2 with regard to the vehicle door 2 and the associated electrical consumers, unless described differently.
  • the control signals SF and Ss are only fed to the engine control unit 24 and the control unit 30, respectively, but not to the control unit 18.
  • the engine control unit 24 and the control unit 30 transmit separate control signals SIF and Sis to the control unit 18, with which the engine control unit 24 and the control unit 30 report a power requirement of the window lifter 8 and the door lock 10 to the control unit 18.
  • control signals SIF and Sis indicate the power requirement of the window lifter 8 or the door lock 10 in a differentiated manner, preferably in a continuous or multi-step form.
  • the associated control signal SIF preferably takes into account whether the window pane 4 is lowered with gravity or raised against gravity. In addition, local stiffness when moving the window pane 4 along its travel path is preferably taken into account.
  • the control signal SIF containing this information is derived, for example, from a load curve stored in the engine control unit 24.
  • the control signal Sis of the door lock 10 transmits, for example, various stored current requirement values for locking, unlocking, opening the vehicle door 2 and, if applicable, the closing aid.
  • control unit 18 Based on the control signals SIF and Sis, the control unit 18 specifies the maximum value IT, max in a situation-specific manner and preferably in a continuously varying manner so that the total current IG does not exceed the total current maximum value Ic.max.
  • control unit 18 controls not only the current consumption of the door actuator 6, but also the current consumption of the window lifter 8 and/or the door lock 10.
  • control unit 18 also receives a control signal SIT from the drive circuit 16 of the door actuator 6 in addition to the control signals SIF and Sis, with which the drive circuit 16 reports a current requirement of the door actuator 6 to the control unit 18.
  • the control signal SIT is based, for example, on a measurement of the resistance torque that the vehicle door 2 opposes to the actuating force exerted by the door actuator motor 12.
  • the control signal SIT generated in this way implicitly takes into account in particular whether the vehicle door 2 is moved in the direction of gravity or against gravity when the vehicle has been parked on an inclined surface.
  • control unit 18 can, in certain situations, also prioritize the door actuator 6 over the window lifter 8 and/or the door lock 10 or reduce the maximum current consumption of several consumers simultaneously to the same or different extents.
  • control unit 18 is designed to supply both consumers with an equal fraction of the power determined in accordance with the control signals SIT when the door actuator 6 and the window lifter 8 are operated simultaneously. and SIF reported power demand so that the total current IG does not exceed the associated total current maximum value Ic.max.
  • control unit 18 is configured, for example, to delay an operation of the door lock 10 requested during a door actuation process until the power supply to the door actuating motor 12 has ended.
  • control unit 18 also takes into account information about the battery capacity (i.e. the charge state) of the vehicle battery 34, whereby it determines the battery capacity itself either by measuring the vehicle electrical system voltage or by taking it from data from the on-board computer.
  • the maximum value IT, max and, if applicable, also the respective current consumption of the window lifter 8 and/or the door lock 10 are increased or decreased by the control unit 18 in parallel with the battery capacity, continuously or in at least two steps.
  • control unit 18 allows the simultaneous operation of the door actuator 6 and the window lifter 8 with high current consumption of, for example, 15A or 25A, while in an energy-saving mode with low battery capacity it throttles the current consumption of the door actuator 6 to 5A while the window lifter 8 is operating at the same time.
  • control unit 18 additionally uses the signal of an inclination sensor arranged in the vehicle when determining the maximum value IT, max. It reduces the maximum value lT,ma Xi if it determines, according to the signal from the inclination sensor, that the vehicle door 2 is adjusted in the direction of gravity due to the arrangement of the vehicle on an inclined surface.
  • the maximum value IT, max is correspondingly increased by the control unit 18 if it determines, according to the signal from the inclination sensor, that the vehicle door 2 is adjusted against gravity due to the arrangement of the vehicle on an inclined surface.

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  • Power-Operated Mechanisms For Wings (AREA)

Abstract

L'invention concerne un procédé et un dispositif de réglage motorisé ou supporté par moteur d'une portière de véhicule (2) d'un véhicule. Un moteur de commande de portière (12) agissant sur la portière de véhicule (2) est entraîné avec un courant d'entraînement de portière (IT) qui est limité à une valeur maximale (IT, max). La valeur maximale (IT, max) est réglée de manière variable en fonction d'informations (IG, SF, SS, SIF, SIS) concernant une exigence de courant dépendant du temps d'au moins un autre consommateur électrique (8, 100) attribué à la portière de véhicule (2).
PCT/EP2023/080964 2022-11-09 2023-11-07 Procédé et dispositif de commande pour le réglage motorisé ou assisté par moteur d'une portière de véhicule WO2024100024A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022211880.4 2022-11-09
DE102022211880.4A DE102022211880A1 (de) 2022-11-09 2022-11-09 Verfahren und Stellvorrichtung zur motorischen oder motorunterstützten Verstellung einer Fahrzeugtür

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Publication Number Publication Date
WO2024100024A1 true WO2024100024A1 (fr) 2024-05-16

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PCT/EP2023/080964 WO2024100024A1 (fr) 2022-11-09 2023-11-07 Procédé et dispositif de commande pour le réglage motorisé ou assisté par moteur d'une portière de véhicule

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WO (1) WO2024100024A1 (fr)

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EP0992400A2 (fr) * 1998-09-28 2000-04-12 Volkswagen Aktiengesellschaft Procédé et dispositif de commande de réduction de surcharge du réseau de bord d'un véhicule
DE102012020008A1 (de) * 2012-10-12 2014-04-17 Volkswagen Aktiengesellschaft Verfahren zur Einhaltung eines vorbestimmten Schwellenwertes einer Stromstärke in einem elektrischen Netzwerk
DE102017215383A1 (de) * 2017-09-01 2019-03-07 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Bamberg Verfahren zum Betrieb eines Türmoduls eines Kraftfahrzeugs
DE102018133079A1 (de) * 2018-04-24 2019-10-24 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Bordnetzes einer Brennkraftmaschine und eines Steuergeräts

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