阅读说明：本技术 门驱动装置 (Door drive device ) 是由 江口孝文 塞巴斯蒂安·沃特 丹尼尔·斯坦纳 于 2019-02-14 设计创作，主要内容包括：一种用于相对于车身(10)调节并且/或者锁定车门(11)的门驱动装置(2),包括：调节构件(20)；驱动元件(23),其在操作上联接到所述调节构件(20),使得所述调节构件(20)能够相对于所述驱动元件(23)移动,以相对于所述车身(10)移动所述车门(11)；传感器装置(27),其用于测量指示所述车门(11)的运动的测量量,从而提供传感器信号；制动装置(21),其在操作上连接到所述驱动元件(23),以制动所述车门(11)相对于所述车身(10)的运动；以及控制装置(28),其用于控制所述门驱动装置(2)的操作。所述控制装置(28)被配置用以根据从所述传感器装置(27)获得的所述传感器信号计算指示所述车门(11)的加速度的加速度值,其中,所述控制装置(28)进一步被配置用以评估所述加速度值,以区分由重力引起的所述车门(11)的移动和由用户动作引起的所述车门(11)的移动。(Door drive device (2) for adjusting and/or locking a vehicle door (11) relative to a vehicle body (10), comprising: an adjustment member (20); a drive element (23) operatively coupled to the adjustment member (20) such that the adjustment member (20) is movable relative to the drive element (23) to move the vehicle door (11) relative to the vehicle body (10); a sensor device (27) for measuring a measurement quantity indicative of a movement of the vehicle door (11) providing a sensor signal; a braking device (21) operatively connected to the drive element (23) to brake the movement of the door (11) with respect to the body (10); and a control device (28) for controlling the operation of the door drive device (2). The control device (28) is configured to calculate an acceleration value indicative of an acceleration of the vehicle door (11) from the sensor signal obtained from the sensor device (27), wherein the control device (28) is further configured to evaluate the acceleration value to distinguish between a movement of the vehicle door (11) caused by gravity and a movement of the vehicle door (11) caused by a user action.)

1. A door drive device (2) for adjusting and/or locking a vehicle door (11) relative to a vehicle body (10), the door drive device (2) comprising:

-an adjustment member (20),

-a drive element (23) operatively coupled to the adjustment member (20) such that the adjustment member (20) is movable relative to the drive element (23) to move the vehicle door (11) relative to the vehicle body (10),

-sensor means (27) to measure a measurement quantity indicative of a movement of the vehicle door (11) to provide a sensor signal, and

-control means (28) to control the operation of the door drive means (2),

it is characterized in that the preparation method is characterized in that,

the control device (28) is configured to calculate an acceleration value indicative of an acceleration of the vehicle door (11) from the sensor signal obtained from the sensor device (27), wherein the control device (28) is further configured to evaluate the acceleration value to distinguish between a movement of the vehicle door (11) caused by gravity and a movement of the vehicle door (11) caused by a user action.

2. A door drive device (2) according to claim 1, characterized in that the control device (28) is configured to initiate braking of the movement of the vehicle door (11) in case a movement of the vehicle door (11) caused by gravity is detected.

3. A door drive arrangement (2) according to claim 1 or 2, characterized in that the control device (28) is configured to evaluate whether the acceleration value is substantially constant over a predetermined time period (T) or during a predetermined position.

4. A door drive apparatus (2) according to claim 3, characterized in that the control device (28) is configured to initiate braking of the movement of the vehicle door (11) in case the acceleration value is detected to be substantially constant over the predetermined time period (T) or during the predetermined position.

5. A door drive arrangement (2) according to claim 3 or 4, characterized in that the control device (28) is configured to conclude that the acceleration value is substantially constant if the acceleration value is within a predefined range over the predetermined time period (T) or during the predetermined position.

6. Door drive (2) according to claim 5, characterized in that the range is delimited by a lower acceleration threshold (a1) and an upper acceleration threshold (a 2).

7. A door drive (2) according to any one of the preceding claims, characterized in that the control device (28) is configured to determine a rate of change of the acceleration value and draw conclusions about potential movements due to gravity on the basis of the rate of change.

8. Door drive arrangement (2) according to any one of the preceding claims, characterized in that the control device (28) is configured to calculate a speed value indicative of the speed of movement of the vehicle door (11) from the sensor signal obtained from the sensor device (27), wherein the control device (28) is configured to evaluate the speed value to distinguish between movement of the vehicle door (11) caused by gravity and movement of the vehicle door (11) caused by a user action.

9. Door drive arrangement (2) according to claim 8, characterized in that the control device (28) is configured to initiate braking of the movement of the vehicle door (11) based on a comparison of the speed value with a predefined speed threshold (v 2).

10. Door drive device (2) according to one of the preceding claims, characterized by a tilt sensor (29) for measuring the tilt angle of the vehicle body (10), wherein the control device (28) is configured to adjust at least one parameter for distinguishing between a movement of the vehicle door (11) caused by gravity and a movement of the vehicle door (11) caused by a user action based on an output value of the tilt sensor (29).

11. Door drive arrangement (2) according to one of the preceding claims, characterized in that the drive element (23) is coupled to a drive shaft (26), wherein the sensor arrangement (27) is configured to sense a rotational movement of the drive shaft (26).

12. Door drive arrangement (2) according to one of the preceding claims, characterized by a braking device (21) operatively connected to the drive element (23) for braking a movement of the vehicle door (11) relative to the vehicle body (10).

13. A door drive device (2) according to claim 12, characterized in that the braking device (21) is switchable between a braking state for braking movement of the vehicle door (11) relative to the vehicle body (10), a coupled state for establishing a force flow between the vehicle door (11) and the vehicle body (10), and a decoupled state for allowing free pivoting of the vehicle door (11) relative to the vehicle body (10).

14. Door drive device (2) according to claim 13, characterized by an electric drive motor (22), wherein in the coupled state the drive motor (22) is operatively coupled to the drive element (23) and in the decoupled state the drive motor (22) is operatively decoupled from the drive element (23).

15. A method for operating a door drive (2) for adjusting and/or locking a vehicle door (11) relative to a vehicle body (10), the method comprising:

-measuring a measurement quantity indicative of a movement of the vehicle door (11) using a sensor device (27) to provide a sensor signal, and

-controlling the operation of the door drive (2) using a control device (28),

it is characterized in that the preparation method is characterized in that,

-calculating, using the control device (28), an acceleration value indicative of the acceleration of the vehicle door (11) based on the sensor signal obtained from the sensor device (27), and-evaluating, using the control device (28), the acceleration value to distinguish between movement of the vehicle door (11) due to gravity and movement of the vehicle door (11) due to a user action.

Technical Field

The present invention relates to a door drive according to the preamble of claim 1.

Background

The door driving apparatus includes: an adjustment member; a drive element operatively connected to the adjustment member such that the adjustment member is movable relative to the drive element to move the vehicle door relative to the vehicle body; a sensor device to measure a measurement indicative of a movement of the vehicle door, thereby providing a sensor signal; and a control device for controlling the operation of the door device.

Such a vehicle door may be configured, for example, as a vehicle side door or tailgate, or as any other movable flap of a vehicle.

The door drive, for example disclosed in WO 2018/002158 a1, comprises an adjustment member in the shape of a retaining band, for example coupled to the vehicle body and operatively connected to a drive element in the shape of a cable drum. The coupling of the adjustment member to the drive element is established by a coupling element in the shape of a cable which is wound on a cable drum and by means of which the cable drum can be moved relative to the adjustment member in order to bring about a movement of the vehicle door relative to the vehicle body. The drive device is coupled to the drive element by means of a transmission and a coupling device serving as a brake device, which coupling device is designed such that: in the coupled state, the coupling of the drive device with the drive element is established, whereas in the decoupled state a free pivoting movement of the vehicle door relative to the vehicle body is possible. In the braking state of the coupling device, the movement of the drive element and in this way the movement of the vehicle door relative to the vehicle body is braked, so that for example a manual movement of the vehicle door can be controlled.

The door drive can in principle be designed as an adjusting and/or locking device and can be used to electrically adjust the vehicle door or to mechanically lock the vehicle door in the currently assumed position. If the door drive is designed as an electric adjusting device, it comprises a drive in the form of an electric drive motor, by means of which the vehicle door can be moved electrically. In contrast, the door drive device may essentially serve as a mechanical locking device to mechanically lock the vehicle door in the open position in order to hold the vehicle door in place such that the vehicle door cannot be easily slammed shut from the open position, at least not in an uncontrolled manner.

The door drive allows for manual user-actuated door movement. In particular, if the coupling means (which are realized, for example, by braking means) are in the disengaged state and therefore the flow of force between the door and the body is interrupted, the user can act on the door and can freely pivot the door with respect to the body in order to move the door between the closed position and the fully open position.

In the event of a possible free movement of the vehicle door, for example because the coupling device is in its disengaged state, the movement of the vehicle door may also be caused by other forces, for example by gravity in the event of the vehicle being parked on a slope. Such movement may be unintentional and should therefore be avoided, if possible, in order to prevent uncontrolled movement of the door to the fully open or fully closed position, which might otherwise cause injury to the user or might damage the door or objects in the path of the door.

Disclosure of Invention

It is an object of the present invention to provide a door drive device and a method for operating the same, which allow a reliable operation of the door drive device, in particular counteracting unintentional movement of the vehicle door caused by gravity.

This object is achieved by a door drive comprising the characterizing features of claim 1.

Thus, the control device is configured to calculate an acceleration value indicative of the acceleration of the vehicle door from said sensor signal obtained from the sensor device, wherein the control device is further configured to evaluate said acceleration value to distinguish between a movement of the vehicle door caused by gravity and a movement of the vehicle door caused by a user action.

The present invention is based on the following findings: the motion caused by gravity and the motion caused by user action are usually distinguishable. In particular, gravity generally acts on the vehicle door with a constant acceleration, so that the movement of the vehicle door caused by gravity should generally exhibit a constant acceleration. In contrast, the motion caused by the user will typically exhibit an acceleration that is different from the acceleration caused by gravity, and that is, for example, not constant, particularly if the user grasps the vehicle door and intentionally moves it in a guided manner.

In addition, additional parameters may be considered, such as speed signals and sensor readings of sensor devices, such as tilt sensors or the like, which provide information about the parking position of the vehicle and the slope on which the vehicle may be parked.

In one embodiment, the control device is configured to initiate braking of the movement of the vehicle door in case the movement of the vehicle door caused by gravity is detected. Therefore, if it is detected that the movement of the vehicle door may be caused by gravity by evaluating an acceleration value indicating the acceleration of the vehicle door, such movement should be cancelled. For this purpose, the braking device is controlled, for example, such that the movement of the vehicle door is braked, so that the movement is advantageously stopped, whereby the vehicle door can be locked in its current position. Thus, uncontrolled movements caused by gravity are effectively prevented.

The braking of the vehicle door can be brought about, for example, by a braking device acting on the transmission element (e.g., the drive element), so that by means of the braking device, the movement of the transmission element can be braked. In this case, the drive device may be permanently coupled to the drive train.

Alternatively, a braking device may be used as a coupling device to couple the drive element to the drive train, the braking device being switchable between a coupled state, a braked state and a free state. In the braking state, a braking of the movement of the door can be brought about.

Further alternatively, the electric drive may be electrically controlled to reduce movement of the vehicle door without the need for a brake device.

In one embodiment, the control means is configured to repeatedly calculate said acceleration values over time or over position. In particular, the control means may be configured to evaluate whether said acceleration value is substantially constant over a predetermined period of time or during a predetermined position. If the control device concludes that the acceleration value is substantially constant over a predetermined period of time or during a predetermined position, the control device issues a control signal, for example, to cause the braking device to brake the movement of the vehicle door relative to the vehicle body, in order to prevent movement caused by gravity.

Thus, by evaluating whether the acceleration of the vehicle door is substantially constant, it is deduced whether the movement of the vehicle door is likely to be caused by gravity. It follows here that the motion occurs with a substantially constant acceleration if no significant change in acceleration occurs over a predetermined period of time or during a predetermined position. Thus, whether and how the acceleration changes is observed over a predetermined time or within a predetermined position range. If the acceleration does not change significantly, it is assumed that the acceleration is constant and thus may be due to gravity.

In an embodiment, if the acceleration value is within a predefined range over said predetermined period of time or during said predetermined position, it may be concluded that the acceleration value is substantially constant. If the acceleration value does not change significantly over a specified time range or within a specified position range, because it does not leave a predefined range bounded by a lower acceleration threshold and an upper acceleration threshold, it is concluded that the movement occurs with a substantially constant acceleration and thus may be caused by gravity, and, in addition, if the overall movement speed of the vehicle door is small, because it is below a predetermined speed threshold, it is concluded that the movement is caused by gravity.

In one embodiment, the control means is configured to determine a rate of change of said acceleration values and to draw conclusions about potential movements due to gravity based on the rate of change. Typically, the door may be initially moved manually by a user acting on the door, for example by moving the door by pushing in a pulsed manner or by moving and holding on the door continuously. At some point, the user may release the door, in which case the door may continue to move, wherein the movement of the door is now affected by gravity acting on the door, which may cause the door to slow down or accelerate, depending on the direction of movement and the direction of gravity.

In order to determine whether the movement is substantially due to the force of gravity acting on the vehicle door, the control device should therefore advantageously be able to determine whether the user has released the vehicle door. This may be done by determining the rate of change of acceleration of the vehicle door. If a sudden change in the rate of change (derivative) of the acceleration of the vehicle door is detected, which may indicate that only gravity is now acting on the vehicle door after such a sudden change, this may then be verified by detecting whether the acceleration remains substantially constant over a predetermined period of time or during a predetermined position. If, after the sudden change, the acceleration is substantially constant over a predetermined period of time or during a predetermined position, it can be concluded that the movement is due to gravity, and the control device can initiate braking of the movement of the vehicle door.

In one embodiment, the control device is configured to calculate a speed value indicative of a speed of movement of the vehicle door from said sensor signal obtained from the sensor device, wherein the control device is configured to evaluate said speed value to distinguish between a movement of the vehicle door caused by gravity and a movement of the vehicle door caused by a user action.

Typically, in addition to a substantially constant acceleration, the motion due to gravity will typically occur at a relatively slow speed, such that an evaluation of both the speed of the vehicle door and the acceleration of the vehicle door may allow a determination of whether there may be motion due to gravity. In contrast, the motion caused by the user will typically exhibit an acceleration that is different from the acceleration caused by gravity, and in addition, the user will typically move the vehicle door at a fairly rapid rate, such as by pushing the vehicle door or pulling the vehicle door, so that the combined evaluation of the rate and acceleration can be reliably used to distinguish between the motion of the vehicle door caused by the user action and the motion of the vehicle door caused by gravity.

In one embodiment, the control device may be configured to activate braking of the movement of the vehicle door only if, in addition to, for example, a substantially constant acceleration value, the velocity value derived from the sensor signal is less than a predefined velocity threshold value. Thus, in addition to the evaluation of the acceleration values, the velocity values are also taken into account. Only when the movement of the vehicle door occurs at a rather low speed below a predefined speed threshold is it concluded that the movement of the vehicle door is due to gravity, whereby a braking action is initiated to prevent the movement of the vehicle door.

In one embodiment, the sensor device may be configured to sense a position and/or an angular velocity of the vehicle door. To this end, the sensor device may be configured to sense rotation of a drive shaft to which the drive element is coupled. The sensor arrangement herein may be configured to sense position in a relative manner or in an absolute manner, by a relative manner counting rotations of the drive shaft, or by an absolute manner detecting an absolute angular position of the drive shaft.

The sensor means may for example comprise one or more hall sensors, which are particularly suitable for sensing the position in a relative manner. Alternatively, the sensor means may comprise, for example, a magnetic disc attached to the drive shaft, such that an absolute detection of the position of the drive shaft is possible.

In alternative embodiments, the sensor means may be realized by a velocity sensor for sensing the rotational velocity (angular velocity) of the vehicle door or by an accelerometer for sensing the acceleration on the vehicle door, and may be placed on the vehicle door for direct measurement on the vehicle door.

In addition to the sensor device for detecting the movement of the vehicle door, from which the speed and acceleration can be derived, a tilt sensor can also be placed on the vehicle body. The tilt sensor is configured to sense a tilt angle of the vehicle. From the reading of the tilt sensor it can thus be determined whether the vehicle is parked in an inclined position at the slope.

The tilt sensor may sense tilt in all three spatial directions, and thus in three dimensions. From the readings of the tilt sensor it can be estimated what gravity is acting on the door. In particular, if the vehicle is parked in a tilted position, the gravitational force acting on the door in the open position may be much greater (or less) than if the vehicle was parked in a flat, untilted position.

Based on the tilt angle of the vehicle, parameters for determining whether there is motion due to gravity may be adjusted. In particular, the threshold values of acceleration and/or velocity may be adjusted and/or the length of the time period during which the acceleration should be substantially constant may be adjusted. In this way, it can be taken into account that, for example, when the weight force acting on the vehicle door is large, the speed at which the vehicle door moves due to the weight force is significantly greater than when only a small weight force acts on the vehicle door. This may be taken into account by appropriately adjusting the threshold values such that the determination of whether there is movement due to gravity may be adaptively modified depending on the parking position of the vehicle.

In one embodiment, the door drive device includes a brake device operatively connected to the drive member to brake movement of the vehicle door relative to the vehicle body.

In one embodiment, the braking means are realized by a coupling device that can be switched between different states. In particular, the braking device in the braking state provides a braking action for braking the movement of the vehicle door relative to the vehicle body. The braking device can in this respect act, for example, on a drive shaft connected to the drive element in order in this way to counteract a movement of the drive element and thus of the vehicle door relative to the vehicle body.

In addition, the brake device can assume a coupled state for establishing a force flow between the vehicle door and the vehicle body, wherein the brake device can be switched into a disengaged state to allow the vehicle door to pivot freely relative to the vehicle body. In the coupled state, in particular, an electric drive motor of the door drive can be coupled to the drive element, so that a drive force can be introduced into the drive element to electrically move the vehicle door relative to the vehicle body. In the disengaged state, the drive motor can then be effectively disengaged from the drive element, so that a free pivoting movement of the vehicle door relative to the vehicle body can be carried out without loading the drive motor, for example by manual action.

For example, the brake device may have the shape of a drum brake device as described in WO 2018/002158 a1, for example. However, the brake device can also be designed in different ways, for example as a lamella brake (lamella brake), a magnetic brake, etc.

The brake device here can additionally function as a coupling device, wherein it is also conceivable to implement the brake device and the coupling device by different functional units.

The object is also achieved by a method for operating a door drive for adjusting and/or locking a vehicle door relative to a vehicle body, comprising: measuring a measurement quantity indicative of a movement of the vehicle door using the sensor device, thereby providing a sensor signal; braking movement of the vehicle door relative to the vehicle body using a braking device, wherein the braking device is operatively connected to a drive element that is operatively connected to the adjustment member such that the adjustment member is movable relative to the drive element to move the vehicle door relative to the vehicle body; and controlling the operation of the door driving device using the control device. Here, the method comprises the further steps of: calculating, using a control device, an acceleration value indicative of an acceleration of the vehicle door from the sensor signal obtained from the sensor device; and evaluating the acceleration value using a control device to distinguish between movement of the vehicle door due to gravity and movement of the vehicle door due to user action.

The advantages and advantageous embodiments described above for the door drive are equally applicable to this method, and reference will therefore be made to the above.

Drawings

The basic idea of the invention will be explained in more detail below on the basis of an embodiment of the drawing. Wherein:

FIG. 1 shows a schematic view of a vehicle door on a vehicle body;

fig. 2 shows a schematic view of a door drive for moving a vehicle door, which has a drive motor, a brake device, a control device and an adjusting member;

FIG. 3 shows a view of an embodiment of a door drive for moving a vehicle door;

FIG. 4 is a view of a subassembly of the door drive;

FIG. 5 shows a view of the drive motor, gear box and brake device of the door drive;

FIG. 6 shows a graph of a position signal of a vehicle door for movement caused by user action and movement caused by gravity;

FIG. 7 shows a graph of velocity signals for motion caused by user action and motion caused by gravity;

FIG. 8 shows a graph of acceleration signals for a motion caused by a user action and a motion caused by gravity;

FIG. 9 shows a graph indicating the movement of the vehicle door when the door is pushed open in a pulsed manner;

FIG. 10 shows a graph of the movement of the door when the door is braked in the open position;

fig. 11 is a graph showing the movement of the vehicle door in the case where the vehicle door is continuously moved by the user;

FIG. 12 shows a graph of the movement of the door when the door is braked in the open position;

FIG. 13A shows a view of the vehicle in a flat park position;

FIG. 13B shows a graph of the movement of the door when the user pushes the door open;

FIG. 14A shows a graph with the vehicle parked in an inclined position; and

FIG. 14B shows a graph indicating the corresponding movement of the door when the user pushes the door open.

Detailed Description

Fig. 1 shows a vehicle 1 in a schematic view, which vehicle 1 comprises a vehicle body 10 and an adjusting element in the form of a door 11, which door 11 is arranged on the vehicle body 10 via a hinge 111 such that it can pivot relative to the vehicle body 10 in an opening direction O about a pivot axis.

The vehicle door 11 may be, for example, a vehicle side door or a tail gate. In the closed position, the vehicle door 11 conceals a vehicle opening 100, such as a side door opening or a tailgate opening, in the vehicle body 10.

The vehicle door 11 can be moved electrically from its closed position into its open position via a door drive 2 arranged in the door inner 110. The door drive 2, as schematically shown in fig. 2 and as shown in the embodiment in fig. 3 to 5, comprises a drive motor 22, which drive motor 22 is coupled to an adjustment member 20 via a brake device 21 in the embodiment shown, via which adjustment member 20 an adjustment force can be transmitted between the vehicle door 11 and the vehicle body 10. In the above-described embodiment, the drive motor 22 is fixed to the vehicle door 11, and the adjustment member 20 (which is designed in the manner of a so-called door retention belt) is pivotably connected to the vehicle body 10 at the end 200.

In the embodiment of the door drive 2 shown in fig. 2 and 3 to 5, the drive motor 22 is used for driving a drive element 23 in the form of a cable drum which is coupled to the adjustment member 20 via a coupling element 24 in the form of a flexible traction element, in particular in the form of a traction cable (e.g. a wire rope) configured to (only) transmit a tensioning force. The cable drum 23 may, for example, be supported on the longitudinally extending adjustment member 20 and may roll along the adjustment member 20 to move the adjustment member 20 relative to the cable drum 23.

The coupling element 24 is connected to the adjustment member 20 via a first end 240 near the end 200 of the adjustment member 20 and via a second end 241 near the second end 201 of the adjustment member 20, and is wound on the drive element 23 in the form of a cable drum. When the driving element 23 driven by the driving motor 22 rotates, the coupling element 24 in the shape of a traction element (traction cable) moves relative to the driving element 23, so that the driving element 23 moves relative to the adjustment member 20, thereby causing the vehicle door 11 to be displaced relative to the vehicle body 10.

In this regard, it should be noted that other types of power transmission arrangements are also contemplated. For example, the drive motor 22 may also drive a pinion gear that meshes with a rack gear forming the adjustment member 20. Alternatively, the door drive can be designed as a spindle drive, which for example comprises a rotatable spindle engaging a spindle nut.

In the embodiment described, the braking device 21 serves as coupling means for coupling the drive motor 22 to the drive element 23 or for decoupling it from the drive element 23. In the coupled state, the brake device 21 establishes a force throughflow between the drive motor 22 and the drive member 23, so that a rotational movement of the motor shaft 220 of the drive motor 20 is transmitted to the drive member 23, as a result of which the drive member 23 is set in a rotational movement in order thereby to introduce an adjusting force into the adjusting member 20. Conversely, in the disengaged state, the drive motor 22 is disengaged from the drive element 23, so that the drive motor 22 can be moved independently of the drive element 23 and, conversely, the drive element 23 can be moved independently of the drive motor 22. In this disengaged state, the vehicle door 11 can be manually moved relative to the vehicle body 10 without applying a load to the drive motor 22.

In addition, the braking device 21 can assume a third state, corresponding to the braking state, in which the coupling elements are in braking contact with one another. Here a first coupling element is operatively connected to the motor shaft of the drive motor 22, while a second coupling element is operatively connected to the drive element 23. In this braking state, the braking device 21 provides a braking force during manual movement of the vehicle door 11, which is caused by the sliding frictional contact of the coupling elements.

In the example shown in fig. 3 to 5, the drive motor 22 comprises a motor shaft 220, which motor shaft 220 is set into a rotational movement during operation of the door drive 2 and is operatively connected to the gear 25 (e.g. a planetary gear). A shaft 26 rotatable about the axis of rotation D is driven via the gear wheel 25 and carries a drive element 23 in the form of a cable drum, so that the drive element 23 can be driven by rotating the shaft 26, whereby the coupling element 24 is moved relative to the drive element 23, so that the adjustment member 20 is adjusted for moving the vehicle door 11.

The door drive 2 comprises a sensor device 27, which sensor device 27 is arranged at the end of the shaft 26 opposite the drive element 23 and is configured to determine the absolute rotational position of the shaft 26 during operation. The sensor device 27 may, for example, comprise a magnetic disc coupled to the shaft 26 and a magnetic sensor for detecting the position of the magnetic disc.

The brake device 21, which can be electrically actuated via the actuator 210, in its coupled state establishes a force flow between the gear wheel 25 and the shaft 26, so that in the coupled state of the brake device 21, an adjusting force can be transmitted from the drive motor 22 to the shaft 26 and in this way to the adjusting member 20. On the other hand, in the disengaged state of the brake device, the brake device 21 interrupts the force flow between the drive motor 22 and the shaft 26, so that the adjustment member 20 can be adjusted relative to the drive motor 22 without applying a force to the drive motor 22.

As schematically shown in fig. 2, the operation of the drive motor 22 is controlled via a control device 28, which control device 28 is arranged, for example, on a carrier plate of a door module of the vehicle door 11. Such carrier elements can carry, for example, different functional components of a vehicle door, such as window regulators, speakers, door locks, etc. In this context, the control device 28 can be used to control the door drive 2 and also to control other functional components of the vehicle door 11.

As explained with reference to fig. 1 to 5, the door drive 2 serves on the one hand to electrically move the vehicle door 11 and on the other hand to lock the vehicle door 11 in the open position. In the locking position, the brake device 21 is in its coupled state, whereby a force flow is established between the vehicle door 11 and the vehicle body 10, so that the vehicle door 11 is held in its open position, for example due to self-locking of the gear 25 and/or the drive motor 22. Thus, once the door 11 is opened, the door 11 cannot be easily, at least in an uncontrolled manner, moved away from the open position.

It is desirable to enable the user to easily adjust the vehicle door 11. For this purpose, it is detected when a user interacts with the vehicle door 11 in order to close the vehicle door 11, for example from an open position, or to open the vehicle door 11 further in the opening direction O. If a user applies a force to the vehicle door 11, for example by pushing the vehicle door 11 or pulling the vehicle door 11, this should be recognized as an adjustment request in order to initiate a motorized adjustment of the vehicle door 11, or to allow manual adjustment of the vehicle door 11 by the user.

If a user adjustment request is detected, the control device 28 may be configured differently to electrically initiate adjustment of the vehicle door 11, or to allow manual adjustment of the vehicle door 11.

If the vehicle door 11 is to be adjusted by the electric motor when the adjustment request is detected, the control unit 28 controls the drive motor 22 to electrically adjust the vehicle door 11 upon detection of the adjustment request. In this case, the brake device 21 is maintained in its closed (coupled) state.

In contrast, if the manual movement of the vehicle door 11 should be enabled upon detection of the adjustment request, the control device 28 controls the brake device 21 upon detection of the adjustment request, thereby shifting the brake device 21 to its free (disengaged) state, so that the flow of force between the vehicle door 11 and the vehicle body 10 is interrupted and the vehicle door 11 can be freely moved manually.

Free pivoting of the door 11 relative to the body 10 is possible if the brake device 21 is in its free, disengaged state. For example, if the braking device 21 is switched into its free, disengaged state, for example in the event of a movement request being detected erroneously or in the event that the vehicle door 11 is (yet) not locked in the currently assumed position by switching the braking device 21 into its coupled state, the free pivoting movement of the vehicle door 11 may be caused by user action and other forces acting on the vehicle door 11, for example gravity on a parking ramp of the vehicle and thus in an inclined position of the vehicle door 11, causing gravity to act on the vehicle door 11 towards a fully open position or towards a closed position.

Thus, if gravity acts on the vehicle door 11 in the opening direction O and with the brake device 21 in its free, disengaged state, movement of the vehicle door 11 by gravity is possible, which may be undesirable. Therefore, such movement should be avoided.

In fig. 6, the position signals associated with the motion caused by user action (signals M1, M2) and the motion caused by gravity (signal G) are shown over time. In fig. 7, the respective velocity signals of the different movements M1, M2, G are shown, and in fig. 8, the respective acceleration signals of the different movements M1, M2, G are shown, in each case over time.

Typically, the motion caused by gravity will be performed with (approximately) constant acceleration, as shown by the acceleration signal G in fig. 8. In particular, in the initial phase, forces may act on the vehicle door 11, for example causing a click or the like on the vehicle door 11, which may cause the brake device 21 to switch from its coupled state to its free, disengaged state. If after time T1 substantially only gravity acts on the vehicle door 11, the motion proceeds with a constant acceleration, wherein such motion would normally be heading at a fairly low velocity, as indicated by signal G in fig. 7.

Thus, the motion caused by gravity may be characterized by a substantially constant acceleration over time or position (fig. 8) and a lower speed of motion (fig. 7).

The movement caused by the user action, for example the user manually gripping the vehicle door to move the vehicle door 11 in a guided manner or by applying a push or pull pulse action to the vehicle door 11, will usually be different from the movement caused by gravity, for which the acceleration may not be constant and/or the speed of movement of the vehicle door 11 will be significantly greater.

The position signal (fig. 6), the velocity signal (fig. 7) and the acceleration signal (fig. 8) of two different types of manual movements M1, M2 are shown in fig. 6 to 8.

The movement M1 here relates to a type of movement in which the user pushes or pulls the vehicle door 11 by applying a force pulse, so that after termination of the pulse, the vehicle door 11 is caused to move due to the force applied by the pulse. After the pulse is terminated, no further acceleration is applied to the door 11 by the user, but gravity may be applied to the door 11 so that the acceleration of the signal M1 (fig. 8) is constant (but not zero) after the pulse is terminated. However, the speed of this movement M1 is quite large (fig. 7).

In contrast, the movement M2 relates to a movement during which the user acts continuously on the vehicle door 11 and moves the vehicle door 11 in a guided manner, for example by gripping the handle of the vehicle door 11. In this case, after the initial pulse, the door 11 may move at a constant speed (fig. 7) and corresponding zero acceleration (fig. 8).

From this it can be concluded that by observing the velocity and acceleration, the manual movements M1, M2 can be distinguished from the movement G caused by gravity. In particular, if it can be concluded that: the acceleration during the predetermined period of time T (or alternatively, during the predetermined position) is substantially constant, and if at the same time the moving speed of the vehicle door 11 is considerably low, the movement of the vehicle door 11 may be caused by gravity.

Thus, the control device 28 is configured to evaluate whether the vehicle door 11 is moving at a substantially constant acceleration and low speed, based on, for example, a sensor signal obtained from a sensor 27 monitoring the movement of the drive shaft 26.

If it is found that the acceleration is substantially constant (as shown in fig. 8) and the speed is low (as shown in fig. 7) within a predetermined time period T (or, alternatively, during a predetermined position), it can be concluded that: at time T2, the movement may be due to gravity, so that the control device 28 issues a control command to the braking device 21 to apply a braking action to the driving element 23 to brake the movement of the vehicle door 11. The braking device 21 is thus switched to its braking state so that further movement of the vehicle door 11 is braked (in which case the braking device 21 can be switched to the coupled state in order to lock the vehicle door 11 in the current assumed position).

The control means 28 may for example be configured to: if the acceleration lies within the range bounded by the lower acceleration threshold a1 and the upper acceleration threshold a2 within the predetermined time period T (or, alternatively, during the predetermined position), as shown in fig. 8, then the conclusion is reached that: there is a substantially constant acceleration.

The sensor signal here can be averaged (e.g., by applying a running average filter) to compensate for outliers.

Additionally, the control device 28 may be configured to: if, for example, the movement speed is below the upper speed threshold v2 and optionally additionally above the lower speed threshold v1, as shown in fig. 7, a conclusion is made that the speed is low.

If both conditions are met, it is concluded that the movement is caused by gravity, so that the braking device 21 applies a braking action to the drive element 23.

In this way, the movements M1, M2 are distinguished from the movement G caused by gravity, so that the movements M1, M2 are not mistaken for movements caused by gravity. In particular, for the movement M1, the movement of the door 11 is carried out at high speed, as shown in fig. 7, far outside the range defined by the limits v1, v 2. For the motion M2, which corresponds to the motion of the vehicle door 11 by manual guidance, after time T1, the acceleration is substantially 0, as shown in fig. 8, so that the acceleration of this motion M2 is below the lower limit a1 of the acceleration range bounded by the thresholds a1, a 2.

The limits a1, a2, v1, v2 may be user configurable, for example. In addition, the time period T (or, alternatively, during position) may be user configurable so that the control device 28 may be programmed and adapted to, for example, different vehicles and different vehicle doors.

Fig. 9 to 12 show different graphs illustrating another embodiment for controlling the movement of the vehicle door 11 based on the detection of the movement of the vehicle door 11 due to gravity.

Fig. 9 shows the position x of the vehicle door 11 in the case where the user pushes onto the vehicle door 11 to push open the vehicle door 11 within the time period C1. During time period C1, the user acts on the door to move the door toward the open position. After the user releases the door 11, the door 11 is free to move against gravity for a time period C2, such gravity causes the movement of the door 11 to decelerate so that the angular velocity v of the door 11 continuously decreases at a substantially constant acceleration a, the position x of the door 11 reverses at some point, and the door 11 closes again. During the time period C3, the user may again grasp the vehicle door 11 and may, for example, guide the vehicle door 11 toward the closed position.

While fig. 9 shows the door 11 being pushed open by a manual user action against the force of gravity acting, fig. 10 shows that the door 11 may be arrested in the open position, such that movement of the door 11 terminates in the open position. The control of the movement of the vehicle door 11 of fig. 10 is here based on an algorithm which comprises evaluating whether the movement of the vehicle door 11 is carried out with a substantially constant acceleration a in order to conclude that: there is movement due to gravity and based on such conclusion a braking action on the vehicle door 11 is initiated.

Specifically, in the algorithm of FIG. 10, the user initially pushes onto the vehicle door 11 for a time period C1 to open the vehicle door 11. After the user releases the vehicle door 11, the vehicle door 11 is freely moved for a time period C2, which is determined based on observing the acceleration a of the vehicle door 11.

That is, it is first determined whether the acceleration a is lower than the (negative) acceleration threshold A3, which is the threshold at the time point a1 in the example of fig. 10. This is based on the following findings: in the event that gravity acts on the door 11 toward the closed position (i.e., in the negative acceleration direction of FIG. 10), gravity may cause the door to inadvertently close at a substantial rate, which may potentially be dangerous. Therefore, if the acceleration a toward the closed position exceeds the threshold value a3, this may indicate a closing movement of the vehicle door 11 due to gravity, which should be prevented.

After determining that the acceleration a falls below the threshold a3 (i.e., the negative acceleration a exceeds the threshold a3) at the time point a1, it is determined whether the acceleration a abruptly changes in its derivative. To this end, the rate of change of the acceleration a can be determined and from this rate of change an abrupt change can be deduced. This is the case of the time point a2 from which it is monitored whether the acceleration a remains substantially constant for a predetermined period of time, starting with the time point a2 in the example of fig. 10.

If the acceleration a remains within the limits a1, a2 in the time interval between the points in time a2 and A3, then it is assumed that the acceleration a is sufficiently constant, so it can be concluded that: the movement is caused by gravity. Once the speed v drops below the speed threshold v3 at time a4, the movement of the door 11 is thus braked and thus stopped, so that the door 11 remains fixed in its open position.

While fig. 9 and 10 illustrate movement of the door 11 due to a pulsed urging of the door 11 toward the open position, the graphs illustrated in fig. 11 and 12 illustrate movement of the door 11 due to continued movement of the door 11, which is maintained by the user on the door 11 until the door 11 is released in the open position.

Fig. 11 herein shows the movement of the vehicle door 11, in which the user continuously moves the vehicle door 11 toward the open position for a time period C1. After the user has released the vehicle door 11, the vehicle door 11 is free to move due to gravity for a time period C2, and for a time period C3, the vehicle door enters the door lock, for example, and thus reaches the fully closed position.

While FIG. 11 illustrates movement of the vehicle door 11 against the acting gravitational force by a manual user action, FIG. 10 illustrates that the vehicle door 11 may be arrested in the open position such that movement of the vehicle door 11 terminates in the open position. Similar to that described with reference to fig. 10, it is first monitored whether the acceleration a is below a threshold a 3. If this is the case (time point a1), it is then checked whether the acceleration a changes abruptly in its derivative (time point a2) and then is sufficiently constant over a period of time (between time points a2, A3). If this is the case, then the conclusion is that: there is movement due to gravity, and at a time point a4 at which the angular velocity of the door 11 falls below the threshold value a4, the movement of the door 11 is braked, and therefore, the door 11 is stopped and blocked at the current assumed position (time period C3 in fig. 12).

The thresholds v3, v4 in fig. 10 and 12 are different. This is because in the scenario of fig. 10, the angular velocity v of the vehicle door 11 is positive after it has been determined that the acceleration a at the time point a3 is substantially constant. Therefore, the velocity v is compared with a first threshold value v3 close to 0, and if the angular velocity v of the door 11 is lower than the threshold value v3, the door 11 is stopped. In the scenario of fig. 12, the first threshold v3 has been passed such that the angular velocity v of the vehicle door 11 (which is negative at the point in time A3 at which it has been determined that the acceleration is substantially constant) is compared with the second threshold v4, and once the angular velocity v becomes less than the threshold v4, the movement of the vehicle door 11 is stopped.

The algorithm may additionally take into account the opening angle of the door 11. For example, in the case of a smaller opening angle, the algorithm may be turned off (switched off).

In fig. 13A, 13B and 14A, 14B, scenes in which the vehicle 1 is parked in the flat parking position (fig. 13A, 13B) and the inclined position (fig. 14A, 14B) are shown.

In the case where the vehicle 1 is parked in the flat parking position (fig. 13A, 13B), since the pivot axis of the door 11 is inclined, gravity FG will act on the door 11 toward the closed position. The gravitational force FG here is small as compared with the gravitational force FG acting on the door 11 in the case where the vehicle 1 is parked in an inclined position as shown in fig. 14A, 14B. The effect of this is that the force of gravity FG acting on the door 11 depends on the inclination of the vehicle 1, a greater force of gravity FG leading to a higher acceleration and a faster closing movement of the door 11.

Therefore, according to the inclination angle of the vehicle 1, the parameter for determining whether gravity acts on the vehicle door 11 can be adjusted. In particular, the thresholds v1, v2 and a1, a2 of the embodiments of fig. 6 and 8 may be adjusted. The thresholds a1, a2, a3, v3, v4 of the embodiments of fig. 9-12 may also be adjusted. In addition, the length of the period T for which it is determined that the acceleration will be constant may be adjusted based on the inclination angle of the vehicle 1.

By adjusting the above parameters, it is possible to ensure that the vehicle door 11 can be reliably stopped also in the case of a closing movement caused by gravity in the case shown in fig. 14A. For example, if the vehicle 1 is parked in an inclined position as shown in fig. 14A, in the embodiment of fig. 6 to 8, the speed thresholds v1, v2 may be increased so that at a greater movement speed of the door 11 it may be concluded that: the movement is caused by gravity.

The basic idea of the invention is not limited to the embodiments described above but can also be implemented in a completely different way.

In particular, the door drive may comprise a mechanical adjustment mechanism different from the cable drive, e.g. a pinion for coupling the drive motor to the adjustment member. Alternatively, the door drive can be configured as a spindle drive, in which, for example, a rotatable spindle engages with a spindle nut, so that the spindle nut can be moved along the spindle by a rotational movement of the spindle.

In the case of a mechanical locking device, there may be no drive motor in the door drive.

List of reference numerals

1 vehicle

10 vehicle body

100 vehicle opening

11 vehicle door

110 door inner part

111 door hinge

2 door driving device

20 adjusting member

200. 201 end portion

202 hinge

21 brake device

210 actuator

22 drive motor

220 motor shaft

23 drive element

24 connecting element (inhaul cable)

240. 241 end part

25 Gear

26 shaft

27 sensor device

28 control device

29 inclination angle sensor

a acceleration

a1, a2, a3 acceleration thresholds

A1-A4 time points

Region C1-C3

D axis of rotation

Force F

FG gravity

G movement caused by gravity

M1, M2 manual motion

O opening direction

time t

Time period T

Time points T1 and T2

Velocity V

v1, v2, v3, v4 thresholds