Vehicle door arrangement having a sensor device for detecting a wish for adjustment

Abstract

A vehicle door assembly including a vehicle door pivotally arranged on a vehicle body, a force-transmitting device for adjusting and/or fixing the vehicle door relative to the vehicle body, wherein the force-transmitting device includes a transmission element for producing a flux of force between the vehicle door and the vehicle body in order to adjust the vehicle door relative to the vehicle body or hold it in position relative to the vehicle body, and a control device for controlling the force-transmitting device. In addition, there is provided a sensor device in the form of an acceleration sensor arranged on the vehicle door for measuring the acceleration of the vehicle door, or a gyrosensor arranged on the vehicle door for measuring the angular velocity of the vehicle door, or a force sensor arranged in the flux of force between the vehicle door and the vehicle body.

Claims

1. A vehicle door assembly, comprising: a vehicle door pivotally arranged on a vehicle body; a force-transmitting device configured to adjust and selectively fix the vehicle door relative to the vehicle body, wherein the force-transmitting device includes, a transmission element, configured to establish a flux of force between the vehicle door and the vehicle body in order to adjust the vehicle door relative to the vehicle body or hold it in position relative to the vehicle body, and a drive shaft coupled to the transmission element and including at least one magnetic portion; at least one sensor device including a force sensor arranged in the flux of force between the vehicle door and the vehicle body and configured to measure a magnetic field produced by the at least one magnetic portion of the drive shaft, wherein the magnetic field is indicative of torsion applied to driveshaft; and a control device for controlling the force-transmitting device and configured to evaluate a sensor signal of the at least one sensor device to identify a user command for adjusting the vehicle door, wherein the control device is further configured to actuate the force-transmitting device based on the evaluation to enable adjustment of the vehicle door.

2. The vehicle door assembly of claim 1, wherein the force-transmitting device includes an electrically actuatable coupling device which in a coupling, first condition couples a drive motor to the transmission element in order to exert an adjusting force for adjusting the vehicle door on the transmission element, and in a decoupling, second condition decouples the drive motor from the transmission element.

3. The vehicle door assembly of claim 2, wherein in a holding position of the vehicle door the coupling device is in the coupling, first condition in order to fix the vehicle door relative to the vehicle body.

4. The vehicle door assembly of claim 3, wherein the control device is configured to actuate the coupling device upon recognition of user's wish for adjustment for transferring from the coupling, first condition into the decoupling, second condition.

5. The vehicle door assembly of claim 1, wherein the force-transmitting device includes a drive motor for electromotively adjusting the vehicle door, wherein the control device is configured to actuate the drive motor upon recognition of a user's wish for adjustment for electromotively adjusting the vehicle door.

6. The vehicle door assembly of claim 5, wherein the drive motor is stationarily arranged on the vehicle door and the transmission element is articulated to the vehicle body.

7. The vehicle door assembly of claim 1, wherein the drive shaft is coupled to the transmission element via a flexible coupling element configured for the transmission of tensile forces.

8. The vehicle door assembly of claim 7, wherein a sensor device in the form of a force sensor is arranged on the transmission element for measuring a force on the coupling element.

9. The vehicle door assembly of claim 8, wherein the sensor device in the form of the force sensor is arranged on a tensioning device for tensioning the coupling element relative to the transmission element.

10. A vehicle door assembly comprising: a vehicle door pivotally arranged on a vehicle body; a force-transmitting device configured to adjust and selectively fix the vehicle door relative to the vehicle body, wherein the force-transmitting device includes, a stationary portion, and a transmission element configured to establish a flux of force between the vehicle door and the vehicle body in order to adjust the vehicle door relative to the vehicle body or hold it in position relative to the vehicle body; at least one sensor device including a force sensor arranged in the flux of force between the vehicle door and the vehicle body and configured to measure deformation of the stationary portion; and a control device for controlling the force-transmitting device and configured to evaluate a sensor signal of the at least one sensor device for identifying a user command for adjusting the vehicle door, wherein the control device is further configured to actuate the force-transmitting device based on the evaluation to enable adjustment of the vehicle door.

11. The vehicle door assembly of claim 10, wherein the force sensor is disposed on the stationary portion.

12. The vehicle door assembly of claim 10, wherein the force sensor is an inductive sensor or as a piezosensor.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The embodiments will be explained in detail below with reference to the exemplary embodiments illustrated in the Figures.

(2) FIG. 1 shows a schematic view of an adjustment element in the form of a vehicle door on a stationary portion in the form of a vehicle body.

(3) FIG. 2 shows a schematic view of a force-transmitting device in the form of a door drive with a drive motor, a coupling device, a control device and a transmission element for the power transmission for adjusting the vehicle door.

(4) FIG. 3 shows a view of an exemplary embodiment of a force-transmitting device in the form of a door drive for adjusting a vehicle door.

(5) FIG. 4 shows a view of a sub-assembly of the door drive.

(6) FIG. 5 shows a view of a drive motor, a transmission and a coupling device of the door drive.

(7) FIG. 6 shows a schematic view of a sub-assembly of the force-transmitting device in the form of the door drive, comprising a magnetic field sensor arranged on a shaft for measuring a magnetic field at the shaft.

(8) FIG. 7A shows a schematic cross-sectional view along the line I-I according to FIG. 6.

(9) FIG. 7B shows a schematic view of the shaft with magnetic portions arranged thereon in the form of magnetic tracks.

(10) FIG. 7C shows a schematic representation of an exemplary embodiment for realizing a magnetic track.

(11) FIG. 7D shows a schematic representation of another exemplary embodiment for realizing a magnetic track.

(12) FIG. 8 shows a schematic view of a sub-assembly of the force-transmitting device in the form of the door drive comprising an inductive sensor arranged on a mount of the force-transmitting device for measuring a deformation at the mount.

(13) FIG. 9A shows a schematic view of the inductive sensor disposed opposite a portion, wherein a deformation can be measured with reference to a change in distance between the inductive sensor and the portion.

(14) FIG. 9B shows a schematic view of an inductive sensor with a sensor coil.

(15) FIG. 10 shows a schematic view of a sub-assembly of the force-transmitting device in the form of the door drive comprising a piezosensor arranged on a mount of the force-transmitting device for measuring a deformation at the mount.

(16) FIG. 11 shows a schematic view of the piezosensor at a connecting portion between a mount and a stationary portion.

DETAILED DESCRIPTION

(17) When a vehicle door is open and when it is kept in the open position via the force-transmitting device, it may be desirable that a user intuitively can initiate a movement of the vehicle door out of the open position, for example for closing the vehicle door or for further opening the vehicle door. It may be required that a user's wish for adjustment, who for example touches the vehicle door in order to adjust the vehicle door, may be recognized correspondingly in order to actuate the force-transmitting device in dependence on the recognition of such a wish for adjustment and correspondingly provide for an adjusting operation of the vehicle door, by manual adjustment or by electromotive adjustment.

(18) FIG. 1 shows a schematic view of a vehicle 1 that includes a vehicle body 10 and an adjustment element in the form of a vehicle door 11, which is arranged on the vehicle body 10 via a joint 111 and is pivotable about a swivel axis along an opening direction θ.

(19) The vehicle door 11 can be realized for example by a vehicle side door or also by a liftgate. In a closed position the vehicle door 11 covers a vehicle opening 100 in the vehicle body 10, for example a side door opening or a liftgate opening.

(20) Via a force-transmitting device 2 arranged in a door interior space 110, the vehicle door 11 is electromotively movable from its closed position into an open position, so that the vehicle door 11 can automatically be moved in an electromotive way. The force-transmitting device 2, schematically illustrated in FIG. 2 and in an exemplary embodiment shown in FIGS. 3 to 5, includes a drive motor 22 which via a coupling device 21 is coupled to a transmission element 20, that may transmit adjusting forces between the vehicle door 11 and the vehicle body 10. In this exemplary embodiment the drive motor 22 is stationarily arranged on the vehicle door 11, while the transmission element 20 in the manner of a so-called catch strap is articulated to an end 200 and thus pivotally fixed to the vehicle body 10.

(21) In the exemplary embodiments of the force-transmitting device 2 as shown in FIGS. 2 and 3 to 5 the drive motor 22 serves for driving a drive element 23 in the form of a cable drum, which via a coupling element 24 in the form of a flexible, slack pulling element, in particular in the form of a traction cable (for example a steel cable) formed to transmit (exclusively) tensile forces, is coupled to the transmission element 20. The cable drum 23 for example can be supported on the longitudinally extending transmission element 20 and roll off on the transmission element 20.

(22) The coupling element 24 is connected to the transmission element 20 via a first end 240 in the region of the end 200 of the transmission element 20 and via a second end 241 in the region of a second end 201 and slung around the drive element 23 in the form of the cable drum. When the drive element 23, driven by the drive motor 22, is put into a rotary movement, the coupling element 24 in the form of the pulling element (traction cable) rolls off on the drive element 23, so that the drive element 23 is moved relative to the transmission element 20 and thus along the longitudinal direction of the transmission element 20 relative to the transmission element 20, which leads to an adjustment of the vehicle door 11 relative to the vehicle body 10.

(23) It should be noted at this point that other construction forms of force-transmitting devices also are conceivable and possible. For example, the drive motor 22 also can drive a pinion that is in meshing engagement with the transmission element 20. It is also conceivable and possible that the force-transmitting device is configured as a spindle drive for example with a rotatable spindle that is in engagement with a spindle nut.

(24) The coupling device 21 serves to couple the drive motor 22 to the drive element 23 or to decouple the same from the drive element 23. In a coupling condition the coupling device 21 produces a flux of force between the drive motor 22 and the drive element 23, so that a rotary movement of a motor shaft 220 of the drive motor 20 is transmitted to the drive element 23 and accordingly the drive element 23 is put into a rotary movement, in order to thereby introduce an adjusting force into the transmission element 20. In a decoupling condition, on the other hand, the drive motor 22 is decoupled from the drive element 23, so that the drive motor 22 can be moved independent of the drive element 23 and inversely the drive element 23 can be moved independent of the drive motor 22. In this decoupling condition for example a manual adjustment of the vehicle door 11 can be possible without the drive motor 22 being loaded with forces.

(25) The coupling device 21 also can have a third coupling condition, corresponding to a slipping condition in which coupling elements slipplingly are in contact with each other. A first coupling element here is operatively connected to a motor shaft of the drive motor 22, while a second coupling element is operatively connected to the drive element 23. In this slipping, third condition the coupling device 21 for example can provide a braking force during a manual adjustment of the vehicle door 11, caused by the slipping contact of the coupling elements with each other.

(26) In the exemplary embodiment concretely shown in FIGS. 3 to 5 the drive motor 22 includes a motor shaft 220 which in operation of the force-transmitting device 2 is put into a rotary movement and is operatively connected to a transmission 25 (for example a planetary transmission). Via the transmission 25 a shaft 26 rotatable about an axis of rotation D is driven, on which the drive element 23 in the form of the cable drum is non-rotatably arranged so that by rotating the shaft 26 the drive element 23 can be driven, the coupling element 24 in the form of the traction cable thereby rolls off on the drive element 23 and the transmission element 20 thus is adjusted for moving the vehicle door 11. Via a sensor device 27 the absolute position of the shaft 26 can be determined in operation.

(27) In its coupling condition, the coupling device 21 electrically actuatable via an actuating drive 210 produces a flux of force between the transmission 25 and the shaft 26 so that in the coupling condition of the coupling device 21 an adjusting force can be transmitted from the drive motor 22 to the shaft 26 and thereby to the transmission element 20. In its decoupling condition, the coupling device 21 on the other hand eliminates the flux of force between the drive motor 22 and the shaft 26 so that the transmission element 20 can be adjusted relative to the drive motor 22 without a force being applied onto the drive motor 22.

(28) The coupling element 24 in the form of the traction cable is firmly connected to the transmission element 20 via a first end 240 in the region of the end 200 of the transmission element 20. A second end 241 of the coupling element 24 on the other hand is connected to the end 201 of the transmission element 20 via a tensioning device 242. Via the tensioning device 242, the tension of the coupling element 24 can be set at the transmission element 20.

(29) As schematically shown in FIG. 2, the operation of the drive motor 22 is controlled via a control device 4, which for example, as indicated in FIG. 1, can be arranged on an assembly carrier of a door module 112 of the vehicle door 11. Such an assembly carrier for example can carry different functional components of the vehicle door 11, for example a window lifter device, a loudspeaker, a door lock or the like. In this connection, the control device 4 can serve for controlling the force-transmitting device 2, but in addition also for controlling other functional components of the vehicle door 11.

(30) The force-transmitting device 2, as it has been explained above with reference to FIGS. 1 to 5, on the one hand serves for electromotively adjusting the vehicle door 11 and on the other hand for fixing the vehicle door 11 in an open position. In a holding position, the coupling device 21 is in its coupling condition and thereby produces a flux of force between the vehicle door 11 and the vehicle body 10 so that—e.g. due to self-locking at the transmission 25 and/or the drive motor 22—the vehicle door 11 is held in its open position. When it has been brought into an open position, the vehicle door 11 thus cannot easily move out of the open position in an uncontrolled way.

(31) It is desirable to enable a user to adjust the vehicle door 11 in a simple way. For this purpose it may be recognized when a user touches the vehicle door 11 in order to close the vehicle door 11 for example out of the open position or open it further in the opening direction θ. When a user applies a force to the vehicle door 11, for example by pushing or pulling the vehicle door 11, this shall be recognized as a wish for adjustment in order to initiate an electromotive adjustment of the vehicle door 11 depending thereon or to permit a manual adjustment of the vehicle door 11 by the user.

(32) To recognize such a user's wish for adjustment, a sensor device 30 in the form of an acceleration sensor or a gyrosensor for example can be arranged on the vehicle door 11, as this is schematically shown in FIG. 1. Via such a sensor device 30, an acceleration/movement at the vehicle door 11 thus can be inferred directly and with little time delay in order to therefrom draw conclusions as to a possible user's wish for adjustment.

(33) This makes use of the fact that in the adjustment system of the vehicle door 11, i.e. in the force-transmitting device 2 just like in the vehicle door 11 itself, a system slack and a system elasticity in principle are present, due to which a (slight) movement of the vehicle door 11 is possible also with a fixed vehicle door 11. When a user thus touches the vehicle door 11, this leads to a (slight) movement of the vehicle door 11 and thus to an acceleration of the vehicle door 11, which is recognized by an acceleration sensor or a gyrosensor and can be evaluated correspondingly.

(34) An acceleration sensor may measure the acceleration of the vehicle door 11. When the vehicle door 11 is accelerated out of a standing position—by the touch of a user who for example pushes the door in order to adjust the door—, this leads to an acceleration signal at the sensor device 30 configured as an acceleration sensor. When the acceleration is greater in amount than a threshold value or when it is equal to a predetermined profile, it can be inferred therefrom that a wish for adjustment exists so that an adjusting operation of the vehicle door 11 can be initiated and the drive motor 22 can be actuated correspondingly.

(35) A sensor device 30 configured as a gyrosensor on the other hand measures the angular velocity, i.e. the swivel movement of the vehicle door 11. From the angular velocity a movement at the vehicle door 11 can be recognized in order to thereby recognize a user's wish for adjustment, and possibly an electromotive adjusting operation can be initiated.

(36) The sensor device 30 in the form of the acceleration sensor or the gyrosensor is stationarily arranged for example on an assembly carrier of a door module 112. The sensor device 30 can be configured as a separate assembly and be arranged on the assembly carrier. It is also conceivable and possible, however, to form the sensor device 30 in a chip and integrate the same into the control device 4.

(37) When a user touches the vehicle door 11, a movement of the vehicle door is effected in connection with a system slack (a system play) and in connection with a system elasticity. Even if the coupling device is in its coupling condition, the vehicle door 11 can at least slightly be moved when touched by a user, for example when the vehicle door 11 is pushed or pulled. When the sensor device 30 is configured as an acceleration sensor or as a gyrosensor, this (slight) movement at the vehicle door 11 can be recognized and, for example when a corresponding sensor signal exceeds a predetermined threshold value, a user's wish for adjustment can be inferred therefrom.

(38) In an alternative embodiment, there can also be provided a sensor device 31-33 that generates a sensor signal from which a force in the flux of force between the vehicle door 11 and the vehicle body 10 can be inferred (in this text, such a sensor device shall be referred to as “force sensor”).

(39) In a first variant, as is schematically shown in FIG. 4, such a sensor device 31 in the form of a force sensor can be arranged for example on the tensioning device 242 in order to measure a force applied to the coupling element 24. When it is recognized that the force on the coupling element 24 rises, a possible user's wish for adjustment can be inferred therefrom.

(40) In a second variant, a sensor device 32 can recognize and measure a torsion of the shaft 26. For this purpose, an inductive or capacitive sensor module 321 for example can determine the distance to an eccentric disk 320. When a force acts on the vehicle door 11 with a closed coupling device 21, for example because a user pushes the vehicle door 11 to adjust the same, this leads to a (slight) torsion of the shaft 26 that can be measured by the sensor device 32, so that a corresponding sensor signal can be evaluated in order to calculate the applied force from the measured torsion, and when the force exceeds a predetermined threshold value, infer a user's wish for adjustment.

(41) Analogously, in a third variant a sensor device 33 can also be arranged in the region of the drive element 23 in the form of the cable drum in order to infer a torsion of shaft 26 with reference to a rotation of the drive element 23 or an element arranged on the shaft 26 in the region of the drive element 23.

(42) In an exemplary embodiment illustrated in FIGS. 6 and 7, a sensor device 34 in the form of a force sensor formed by a magnetic field sensor is arranged on the shaft 26 for measuring a torsion on the shaft 26.

(43) As shown in FIGS. 7A to 7D, the shaft 26 includes magnetic portions 260, 261 on which the shaft 26 is magnetized to form magnetic tracks.

(44) As this is shown in FIGS. 7B to 7D, a plurality of magnetic tracks 260, 261 each with a plurality of north poles N and south poles S can circumferentially be impressed around the shaft. The magnetic tracks 260, 261, which realize magnetic portions on the shaft 26, here extend around the shaft 26 (i.e. circumferentially around the axis of rotation D) and thus revolve around the shaft 26.

(45) Each magnetic track 260, 261 may be formed by a plurality of pairs of magnetic poles, each consisting of a north pole N and a south pole S.

(46) In the exemplary embodiment according to FIG. 7C, the pairs of magnetic poles are circumferentially lined up side by side so that, as seen in circumferential direction around the axis of rotation D, a north pole N of a pair of magnetic poles is adjoined by a south pole S of another pair of magnetic poles, etc.

(47) In the exemplary embodiment according to FIG. 7D the pairs of magnetic poles on the other hand each are aligned parallel to the axis of rotation D and circumferentially arranged one beside the other and lined up side by side.

(48) When the shaft 26 is twisted due to a torque acting on the shaft 26 by action of a force on the vehicle door 11, this leads to a change in the magnetic field on the shaft 26. This change can be detected by the magnetic field sensor 34, which correspondingly produces a sensor signal in dependence on the magnitude of the change.

(49) As long as no torsion acts on the shaft, the magnetic field of the magnetic tracks 260, 261 is circumferentially symmetrical and hence quasi-magnetically short-circuited. As soon as a torsion occurs on the shaft, the pairs of magnetic poles are tilted (as is schematically illustrated in FIG. 7C) and a magnetic field emerges from the shaft, which can be measured by the sensor device 34.

(50) A torsion of the shaft 26 may be sensitively recognized and measured with reference to a change in the magnetic field on the shaft 26 by the sensor device 34.

(51) In the illustrated exemplary embodiment the magnetic field sensor 34 extends halfway around the shaft 26 and therefor has the shape of a half-ring (semicircular doughnut).

(52) In another exemplary embodiment shown in FIG. 8, a sensor device 35 in the form of a force sensor formed by an inductive sensor is arranged on a mount 29 of the force-transmitting device 2. Via the mount 29, the force-transmitting device 2 is attached to the vehicle door 11.

(53) The mount 29 as such constitutes a rigid component which however can be (slightly) deformed by action of a (large) force in the flux of force between the vehicle door 11 and the vehicle body 10, which can be measured by measuring the distance between a portion of the mount 29 and a portion 113 of the vehicle door 11 (or another portion of the mount 29) by using the inductive sensor 35. A deformation at the mount 29 may be detected by the inductive sensor 35 to infer a force in the flux of force between the vehicle door 11 and the vehicle body 10, resulting from a force at the vehicle door 11 (with fixed vehicle door 11).

(54) As schematically shown in FIG. 9A, the sensor device 35 in the form of the inductive sensor is disposed opposite a portion 113 that for example can be part of the vehicle door 11 or also of the mount 29. The inductive sensor 35 provides for measuring a distance X between the inductive sensor 35 and the portion 113 so that a deformation that is accompanied by a change in distance between the inductive sensor 35 and the portion 113 can be determined and measured.

(55) The portion 113 can be formed on the vehicle door 11 separate from the mount 29 and is electrically conductive so that it can electrically cooperate with the inductive sensor 35. Alternatively, the portion 113 can also be part of the mount 29 so that the inductive sensor 35 measures a deformation between different portions of the mount 29.

(56) As schematically shown in FIG. 9B, an inductive sensor for example can include a sensor coil that is disposed opposite a conductive portion of the stationary portion 113. When the distance between the sensor coil and the conductive portion changes, this can be recognized due to an inductive interaction in a sensor signal of the inductive sensor.

(57) In an exemplary embodiment shown in FIG. 10, a piezosensor 36 is arranged between the mount 29 and the stationary portion 113 of the vehicle door 11 and connected both to the mount 29 and to the portion 113. When there is a relative movement between the mount 29 and the stationary portion 113 due to the action of a force on the vehicle door 11, this leads to a corresponding action of force on the sensor 36 and correspondingly to a sensor signal that can be evaluated to recognize a wish for adjustment.

(58) As schematically shown in FIG. 11, the sensor device 36 in the form of the piezosensor for example can be connected to the mount 29 via a (slightly elastically) deformable connecting portion 360 in the manner of a cantilever arm and thus be coupled to the mount 29 via the connecting portion 360. The sensor device 36 also is connected to the portion 113 so that the piezosensor 36 is held between the connecting portion 160 and the portion 113. When a deformation occurs at the mount 29, this also leads to a deformation of the connecting portion 360 and hence to the action of a force on the piezosensor 36, which can be detected and measured.

(59) The portion 113 in turn can be part of the vehicle door 11. Alternatively, it is also conceivable that the portion 113 is part of the mount 29 so that a deformation on the mount 29 may be measured the piezosensor 36.

(60) Due to the fact that a sensor device 31-36 is arranged in the flux of force before the drive motor 42, the sensor device 31-36 generates a sensor signal that can indicate a wish for adjustment reliably and with little time delay. By evaluating such a sensor signal that indicates the force in the flux of force at a place before the drive motor 42, a wish for adjustment can thus be inferred.

(61) Depending on its configuration, the sensor device 30-36 produces a sensor signal that is proportional to the acceleration of the vehicle door 11, the angular velocity of the vehicle door 11 or a force acting on the vehicle door 11. In an open position the vehicle door 11 is fixed with a closed coupling device 21 (which correspondingly is in its coupling condition) so that a user touching the vehicle door 11 leads to a (slight) acceleration and hence movement at the vehicle door 11 (which can be recognized by a sensor device 30 in the form of an acceleration sensor or a gyrosensor) and due to the closed flux of force leads to a tension in the force-transmitting device 2 (which can be recognized by a sensor device 31-36 in the form of a force sensor).

(62) When a sensor signal is obtained at the sensor device 30-36 due to an acceleration/movement of the vehicle door 11 or a force on the vehicle door 11, this can be compared with a predetermined threshold value or a predetermined signal profile. Depending on the configuration of the sensor device 30-36 the threshold value here represents an acceleration threshold value, a velocity threshold value or a force threshold value, upon exceedance of which a user's wish for adjustment is recognized.

(63) When a user's wish for adjustment is recognized, the control device 4 can be configured in a different way in order to initiate an adjustment of the vehicle door 11 in an electromotive way or to provide for a manual adjustment of the vehicle door 11.

(64) When the vehicle door 11 is to be adjusted electromotively upon recognition of a wish for adjustment, the control device 4 actuates the drive motor 22 for electromotively adjusting the vehicle door 11 upon recognition of a wish for adjustment. In this case, the coupling device 21 remains in its closed (coupling) condition.

(65) On the other hand, when the vehicle door 11 is to be manually adjusted upon recognition of a wish for adjustment, the control device 4 actuates the coupling device 21 for transferring from the coupling condition into the decoupling condition upon recognition of a wish for adjustment, so that the flux of force between the vehicle door 11 and the vehicle body 10 is interrupted and the vehicle door 11 correspondingly can be manually adjusted.

(66) The sensor devices 30-36 can each be used separately. It is also conceivable and possible, however, to use the sensor devices 30-36 in combination with each other. Depending on the configuration of the sensor devices 30-36, different threshold values can be used.

(67) Sensor signals of the sensor device 30-36 can be evaluated alone in order to infer a wish for adjustment from these sensor signals. It is also conceivable and possible, however, to combine an evaluation of sensor signals of different sensor devices 30-36 in order to provide for a particularly reliable recognition of a wish for adjustment.

(68) The idea underlying the proposed solution is not limited to the exemplary embodiments described above, but can also be realized in principle in a completely different way.

(69) A door drive in particular can also include a different adjusting mechanism, for example in that the drive motor cooperates with a transmission element by engagement of a pinion. Alternatively, however, the door drive can also be configured e.g. as a spindle drive in which e.g. a spindle is rotated and is in engagement with a spindle nut, so that the spindle nut is shifted along the spindle due to the rotary movement of the spindle.

(70) In the case of a pure fixing device a drive motor can also be omitted in principle.

LIST OF REFERENCE NUMERALS

(71) 1 vehicle 10 stationary portion (vehicle body) 100 vehicle opening 11 vehicle door 110 door interior space 111 door joint 112 door module 113 portion 2 force-transmitting device 20 transmission element (catch strap) 200, 201 end 202 joint 21 coupling device 210 actuating drive 22 drive motor 220 motor shaft 23 drive element 24 coupling element (traction cable) 240, 241 end 242 tensioning device 25 transmission 26 shaft 260, 261 magnetic portions 27 sensor device 28 door module 29 mounting device 30-36 sensor device 320 eccentric disk 321 sensor module 360 connecting portion 4 control device D axis of rotation O opening direction X distance