DRIVE DEVICE FOR ADJUSTING A VEHICLE ASSEMBLY

Abstract

A drive device for adjusting a vehicle assembly including an electromotive adjustment drive for adjusting the vehicle assembly and a control device for controlling the adjustment drive, the control device is configured to actuate the adjustment drive in a holding mode for holding the vehicle assembly. It is provided that the control device includes a regulation module for regulating a characteristic variable of the adjustment drive and a control module, wherein the regulation module is configured to determine a correcting variable for regulating the characteristic variable of the adjustment drive in the holding mode with reference to a specified setpoint value, and the control module is configured to evaluate a change of the correcting variable to detect an adjustment request for adjusting the vehicle assembly.

Claims

1. A drive device configured to adjust a vehicle assembly, the drive device comprising: an electromotive adjustment drive configured to adjust the vehicle assembly; and a control device configured to control the adjustment drive, wherein the control device is further configured to command the adjustment drive to operate in a holding mode, in which the adjustment drive is actuated to hold the vehicle assembly, wherein control device includes a regulation module configured to regulate a characteristic variable of the adjustment drive and determine a correcting variable for regulating the characteristic variable of the adjustment drive, in the holding mode, with reference to a specified setpoint value, and a control module configured to evaluate a change of the correcting variable to detect an adjustment request to adjust the vehicle assembly.

2. The drive device of claim 1, wherein the characteristic variable is a current of the adjustment drive or a speed of the adjustment drive.

3. The drive device of claim 1, wherein the control module is further configured to identify an adjustment request in response to a change of the correcting variable crossing a predetermined threshold value.

4. The drive device of claim 1, wherein the control module is further configured to evaluate a sign of the change of the correcting variable in order to detect a direction of an adjustment request to adjust the vehicle assembly.

5. The drive device of claim 1, wherein the control module is further configured to determine a change of the correcting variable with reference to, a difference between a value of the correcting variable and a sampling point, and a reference value of the correcting variable at a preceding sampling point.

6. The drive device of claim 1, wherein the control module is further configured to terminate the holding mode upon in response to detecting an adjustment request.

7. The drive device of claim 1, wherein the control device is further configured to actuate the adjustment drive in a servo mode in order to provide a supporting force during a manual adjustment of the vehicle assembly by a user, wherein the control device includes a servo regulation module and a current regulation module, the servo regulation module configured to determine a setpoint current value based on a load acting on the vehicle assembly, the current regulation module configured to regulate a current of the adjustment drive in the servo mode based on the setpoint current value.

8. The drive device of claim 7, wherein the control device includes a load calculation module configured to determine a load acting on the vehicle assembly based on, an inclination angle of the vehicle, measured about a longitudinal vehicle axis, an inclination angle of a hinge axis of the vehicle assembly, measured about the longitudinal vehicle axis, a slope angle of the vehicle, measured about a transverse vehicle axis, a slope angle of the hinge axis of the vehicle assembly, measured about the transverse vehicle axis, and/or an opening angle of the vehicle assembly.

9. The drive device of claim 8, wherein the servo regulation module is further configured to determine and provide a setpoint torque to the adjustment drive at least partially based on the load acting on the vehicle assembly and a target force value to be applied by a user.

10. The drive device of claim 9, wherein the load acting on the vehicle assembly is determined based on a static hinge moment acting about the hinge axis of the vehicle assembly and a dynamic hinge moment acting about the hinge axis.

11. The drive device of claim 10, wherein the setpoint torque is determined by a torque balance of the static hinge moment, the dynamic hinge moment and a user moment resulting from the target force value, wherein
M.sub.setpoint_hinge=M.sub.hinge_stat+M.sub.hinge_dyn−M.sub.user wherein M.sub.setpoint_hinge indicates the setpoint torque, M.sub.hinge_stat indicates the static hinge moment, M.sub.hinge_dyn indicates the dynamic hinge moment and M.sub.user indicates the user moment.

12. The drive device of claim 9, wherein the servo regulation module is further configured to determine the setpoint current value based on the setpoint torque provided by the adjustment drive.

13. The drive device of claim 7, wherein the current regulation module is further configured to set the current of the adjustment drive by using a pulse width modulation.

14. A drive device configured to adjust a vehicle assembly, the drive device comprising: an adjustment drive configured to adjust a position of the vehicle assembly; and a controller configured to command the adjustment drive to operate in a number of modes including a holding mode, in which the adjustment drive is actuated to hold the position of the vehicle assembly, wherein the controller is further configured to, determine a correcting variable and regulate a characteristic variable of the adjustment drive with reference to a specified setpoint value based on the correcting variable, detect an adjustment request to adjust the position of the vehicle assembly, in response to a change of the correcting variable.

15. A method of operating an adjustment drive configured to adjust a vehicle assembly between a number of positions, the method comprising: determining, by a controller, a correcting variable; regulating, by the controller, a characteristic variable of the adjustment drive with reference to a specified setpoint value based on the correcting variable; and detecting, by the controller, a request to adjust the position of the vehicle assembly, in response to a change of the correcting variable.

16. The method of claim 15, further comprising: commanding, by the controller, the adjustment drive to operate in a holding mode, in which the adjustment drive is actuated to hold the vehicle assembly in a first position of the number of positions.

17. The method of claim 16, further comprising: commanding, by the controller, the adjustment drive to operate in a servo mode, in which the adjustment drive provides a supporting force to the vehicle assembly, in response to the detecting step.

18. The method of claim 17, further comprising: determining, by the controller, a setpoint current value based on a load acting on the vehicle assembly, wherein the specified setpoint is the setpoint current value and the characteristic value is characteristic variable.

19. The method of claim 15, further comprising: receiving, by the controller, a number of angles including at least one of: an inclination angle of the vehicle, measured about a longitudinal vehicle axis an inclination angle of a hinge axis of the vehicle assembly, measured about the longitudinal vehicle axis, a slope angle of the vehicle, measured about a transverse vehicle axis, a slope angle of the hinge axis of the vehicle assembly, measured about the transverse vehicle axis, and an opening angle of the vehicle assembly; and determining, by the controller, a load acting on the vehicle assembly, in response to receiving the at least one of the number of angles.

20. The method of claim 15, wherein the characteristic variable is a current of the adjustment drive or a speed of the adjustment drive.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The idea underlying the invention will be explained in detail below with reference to the exemplary embodiments illustrated in the Figures. In the drawing:

[0038] FIG. 1 shows a schematic view of a vehicle assembly in the form of a vehicle side door;

[0039] FIG. 2A shows a view for illustrating a slope angle of a vehicle and a slope angle of a hinge axis of a vehicle side door;

[0040] FIG. 2B shows a view for illustrating an inclination angle of a vehicle and an inclination angle of a hinge axis of a vehicle side door;

[0041] FIG. 3 shows a functional view of a control device of a drive device;

[0042] FIG. 4 shows a graphical view of an adjusting force to be applied by a user over an adjustment path of a vehicle side door in a servo operating mode;

[0043] FIG. 5 shows a view of a regulation module of the control device for regulating an adjustment drive in a holding mode; and

[0044] FIG. 6 shows a view of a correcting variable generated by the regulation module for actuating the adjustment drive.

DETAILED DESCRIPTION

[0045] As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.

[0046] A door drive device for adjusting a vehicle side door is known for example from DE 10 2015 215 627 A1 and for example includes an adjustment drive which via a transmission element in the form of a traction cable is coupled with an adjustment part in the form of a catch strap articulated to the vehicle body. By adjusting a cable drum coupled with the transmission element, the vehicle side door can be pivoted relative to the vehicle body, wherein the door drive device includes a coupling which provides for a manual adjustment of the vehicle side door independently of the adjustment drive.

[0047] FIG. 1 shows a schematic view of a vehicle assembly 11 in the form of a vehicle side door arranged on a vehicle body 10 of a motor vehicle 1, which is pivotable relative to the vehicle body 10 about a hinge axis 110 and can be pivoted between a closed position and an open position along an opening direction O.

[0048] A drive device 2, which is configured for example in the manner of the door drive described in DE 10 2015 215 627 A1, serves for electromotively adjusting the vehicle assembly 11 and includes an adjustment drive 21 which for example is stationarily arranged on the vehicle assembly 11, for example on a door module enclosed in a door interior space of the vehicle assembly 11 in the form of the vehicle side door, and is operatively connected to an adjustment part 20 for example in the form of a catch strap articulated to the vehicle body 10 at a joint axis 200.

[0049] For example, the adjustment drive 21 can include a cable drum that is coupled with a traction cable arranged on the adjustment part 20 in such a way that by rotating the cable drum the adjustment part 20 is moved relative to the adjustment drive 21 and the vehicle assembly 11 thereby can be pivoted relative to the vehicle body 10 about the hinge axis 110, as this is described in DE 10 2015 215 627 A1. However, other mechanisms are also conceivable and possible for a drive device 2, which provide for an electromotive adjustment of the vehicle assembly 11 with respect to the vehicle body 10.

[0050] At this point reference should also be made to the fact that the drive device 2 of the type described in this text is not limited to the use on a vehicle side door, but generally can be employed for adjusting a vehicle assembly, for example a vehicle door in the form of a swing door or sliding door, for adjusting a liftgate or also for adjusting a sliding roof.

[0051] The drive device 2 will enable an automatic mode and a servo mode and thus can effect an automatic adjustment of the vehicle assembly 11 or a manual adjustment of the vehicle assembly 11 by a user, which however is electromotively supported by the drive device 2. In the illustrated exemplary embodiment, the drive device 2 therefor can be switched between different operating modes, in which the adjustment drive 21 is controlled in a different way depending on the respectively set operating mode.

[0052] While in the automatic mode a regulation to a predetermined speed will be effected in order to move the vehicle assembly 11 between different positions, for example a closed position and an open position, with a predetermined adjustment speed, a torque will be provided by the adjustment drive 21 in the servo mode, which torque effects that a user force to be additionally applied by a user effects an adjustment of the vehicle assembly 11. The user force to be applied by the user here will be at least approximately the same over the adjustment path of the vehicle assembly 11, i.e. in the example of FIG. 1 over the adjustment angle ϕ between the closed position and a completely open position, or follow a desired curve, in order to provide a comfortable, haptically pleasant adjustment for the user.

[0053] In addition to the automatic mode and to the servo mode, the drive device 2 will have a holding mode in which the vehicle assembly 11 is fixed via the drive device 2 and thus is held in the position just taken, for example in a partly or completely open position.

[0054] FIGS. 2A and 2B (in representations exaggerated for illustration) show different vehicle positions and resulting positions of the hinge axis 110 of a vehicle assembly 11 in the form of a vehicle side door pivotally arranged on the vehicle body 10.

[0055] FIG. 2A shows a vehicle 1 which for example is parked on a slope with a gradient and correspondingly has a slope angle α2 between the vertical vehicle axis Z and a vertical (determined by the direction of gravity). In addition, the hinge axis 110 of the vehicle assembly 11 has a slope angle α1 relative to the vertical vehicle axis Z. The slope angle α2 of the vehicle 1 and the slope angle α1 of the hinge axis 110 relative to the vertical axis Z are measured about the transverse vehicle axis Y (see FIG. 2B).

[0056] FIG. 2B on the other hand shows a vehicle 1 that is inclined about the longitudinal vehicle axis X (see FIG. 2A). The vertical vehicle axis Z in this case has an inclination angle β2 relative to the vertical. In addition, the hinge axis 110 can have an inclination angle β1 relative to the vertical vehicle axis Z.

[0057] As will be explained below, the vehicle position is included in the calculation of the torque to be provided by the adjustment drive 21 in the servo operating mode, which torque will support a user during an adjustment of the vehicle assembly 11.

[0058] A control device 3 for controlling the adjustment drive 21 of the drive device 2, which is shown in FIG. 3 in an exemplary embodiment, includes different regulation modules which depending on the operating mode serve to set a current (corresponding to the motor current) of the adjustment drive 21 configured as an electric motor such that an adjustment of the vehicle assembly 11 is effected in a desired way depending on the operating mode, namely in the automatic mode with a desired adjustment speed and in the servo mode in a power-assisted way.

[0059] The control device 3 implements a current regulation module 34 to which a setpoint current value I.sub.cmd is supplied, that may depend on the operating mode the current regulation module 34 receives the setpoint current value I.sub.cmd from a speed regulation module 32 or a servo regulation module 31.

[0060] The speed regulation module 32 here serves to specify the setpoint current value Lind in the automatic mode, so that a desired speed is obtained at the adjustment drive 21 and correspondingly a desired adjustment speed v is obtained at the vehicle assembly 11.

[0061] The servo regulation module 31 on the other hand serves to specify the setpoint current value I.sub.cmd such that a manual adjustment of the vehicle assembly 11 is supported in the servo mode by using a torque that is set such that the force to be additionally applied by a user is at least approximately the same over the adjustment path of the vehicle assembly 11 or follows a desired curve.

[0062] In the automatic mode, the speed regulation module 32 regulates the speed of the adjustment drive 21. To the speed regulation module 32 a setpoint speed n.sub.cmd is supplied via an input 320, so that the setpoint speed n.sub.cmd for example is stored in a memory and thus is firmly specified (as a constant value or as a speed profile over the adjustment path), but possibly can also be adapted by a user. Depending on the setpoint speed n.sub.cmd and the speed actually obtained at the adjustment drive 21 in the regulation mode, the speed regulation module 32 determines a setpoint current value I.sub.cmd which it supplies to the current regulation module 34.

[0063] In the automatic mode, the speed regulation module 32 is connected to the current regulation module 34 via a switching device 33 by switching the switching device 33 onto a switching point 330. The setpoint current value Lind output by the speed regulation module 32 thus is supplied to the current regulation module 34 so that the current regulation module 34 can perform a current regulation with reference to the setpoint current value I.sub.cmd received from the speed regulation module 32.

[0064] The switching device 33 can be physically implemented by a mechanical switch. In terms of software, however, the switching device 33 advantageously is implemented by the software of the control device 3. Likewise, the modules of the control device 3 may be implemented by software modules.

[0065] The control of the switching device 33 for example is effected via a control module 36 of the control device 3.

[0066] In the current regulation module 34 a current regulation is effected. The current regulation module 34 regulates the current of the adjustment drive 21 in such a way that it is set to the setpoint current value supplied to the current regulation module 34. The current regulation module 34 sets the current by using a voltage correcting value U.sub.cmd in the form of a load factor (between 0% and 100%) in that the voltage correcting value U.sub.cmd is supplied to a pulse width modulation 34 which with reference to the battery voltage U.sub.bat of the vehicle and the voltage correcting value U.sub.cmd generates an output voltage and supplies the same to the adjustment drive 21. The pulse width modulation 35, for example, operates with a comparatively high frequency, such as with a frequency between 5 kHz and 30 kHz, for example 20 kHz. With reference to the setpoint current value I.sub.cmd and the actually resulting current I of the actuating drive 21, the correcting value U.sub.cmd is set such that the motor current I is regulated to the setpoint current value I.sub.cmd.

[0067] In the automatic mode, a regulation thus is effected in the manner of a cascade regulation in which the speed regulation module 32 determines a correcting value in the form of a setpoint current value I.sub.cmd and supplies the same to the downstream current regulation module 34 for current regulation.

[0068] By switching the switching device 33 onto the switching point 331, it is possible to switch into the servo mode, in which a setpoint current value I.sub.cmd now is supplied to the current regulation module 34 from the servo regulation module 31, but not from the speed regulation module 32. With reference to the setpoint current value received from the servo regulation module 31, a current regulation then is effected in such a way that the torque provided by the adjustment drive 21 supports the user during the adjustment of the vehicle assembly 11 and the user may have to apply a user force largely uniform over the adjustment path of the vehicle assembly 11 for the electromotively supported adjustment of the vehicle assembly 11.

[0069] The determination of the setpoint current value I.sub.cmd by the servo regulation module 31 is effected in dependence on the load acting on the vehicle assembly 11, which is calculated by a load calculation module 30 in dependence on the vehicle position and an opening position (indicated by the opening angle 4) of the vehicle assembly 11.

[0070] The load acting on the vehicle assembly 11 is determined from a static torque and a dynamic torque that acts about the hinge axis 110.

[0071] A static torque acting on the vehicle assembly 11 may be determined with reference to a moment obtained due to the gravity about the hinge axis 110 and in addition with reference to a friction moment acting in the hinge of the vehicle assembly 11. The static torque, referred to as static hinge moment, thus is

M.sub.hinge,stat=M.sub.inclination*cos(α)+M.sub.inclination±M.sub.R,hinge,

wherein M.sub.hinge,stat indicates the static hinge moment, M.sub.inclination indicates an inclination moment M.sub.inclination obtained due to a vehicle inclination and an inclination of the hinge axis 110, M.sub.slope indicates a slope moment obtained due to a vehicle slope and a slope of the hinge axis 110, and M.sub.R,hinge indicates a friction moment at the hinge.

[0072] It should be noted here that the term “cos(α)” in the above equation only is present when the inclination/slope angles are determined according to DIN ISO 8855 (corresponding to the Euler angle, which results from a roll angle, pitch angle and yaw angle). When the inclination angle (absolute) is measured, the term “cos(α)” will be omitted.

[0073] The slope moment and the inclination moment are calculated as follows:

M.sub.inclination=x.sub.SP*m*g*sin(α)*sin(φ)

M.sub.inclination=x.sub.SP*m*g*sin(β)*cos(φ)

α=α.sub.1+α.sub.2

β=β.sub.1+β.sub.2

[0074] The variables used in these equations here represent:

φ Current door opening angle [°]—offset angle
x.sub.SP Distance door center of gravity—hinge axis [m]
m Door mass [kg]
g Gravitational acceleration [nn/s.sup.2]
α.sub.1 Slope of hinge axis [°]
β.sub.2 Inclination of hinge axis [°]
α.sub.2 Slope of hinge axis [°]
β.sub.2 Inclination of hinge axis [°]
M.sub.R,hinge Friction moment of hinge [Nm]

[0075] The angles α1, α2, β1, β2 are illustrated in FIGS. 2A and 2B. The distance x.sub.SP between the door center of gravity SP and the hinge axis 110 is also indicated in FIG. 1. The slope of the vehicle 1 and the inclination of the vehicle 1 as well as the current position of the vehicle assembly 11 can be sensorily detected by sensors 301, 302, 303 and, correspondingly, measured values are supplied to the load calculation module 30.

[0076] The offset angle takes account of the center of gravity of the vehicle door in the transverse direction of the vehicle (Y-direction).

[0077] In addition to the static hinge moment, a dynamic hinge moment acts on movement of the vehicle assembly 11, which is calculated as follows:

M.sub.hinge,dyn={umlaut over (φ)}*I*c

{umlaut over (φ)} here designates the acceleration of the vehicle assembly 11. The acceleration of the vehicle assembly 11 can be determined from a change of the adjustment angle ϕ. Alternatively, however, the acceleration can also be calculated from the adjustment speed v of the vehicle assembly 11, which in operation is supplied to the servo regulation module 31.

[0078] In the above equation, I represents the inertia of the vehicle assembly 11. The factor c enables the adjustment of a dynamic haptics and can assume values between 0% and 100%. When c=100%, a change in dynamics during acceleration of the vehicle assembly 11 is compensated substantially motorically. When c=0%, a user himself must apply a change in force during an acceleration.

[0079] In addition to such static and dynamic load forces, a torque is obtained at the vehicle assembly 11, which is caused by the user force. The user torque here is

M.sub.user=F.sub.user*l.sub.handle

with

[0080] F.sub.user Desired operating force [N]

[0081] l.sub.handle Distance handle position—hinge axis [m]

[0082] M.sub.user User-generated moment [Nm]

[0083] The distance handle between the handle position of a handle 111 at the vehicle assembly 11 and the hinge axis 110 is schematically shown in FIG. 1.

[0084] With reference to the static hinge moment, the dynamic hinge moment and the user torque, a moment balance can be drawn up in order to determine a setpoint hinge moment to be provided by the adjustment drive 21. The moment balance here is as follows:

M.sub.setpoint_hinge=M.sub.hinge_stat+M.sub.hinge_dyn−M.sub.user

[0085] M.sub.setpoint_hinge designates the torque to be provided by the drive device 2 at the hinge axis 110. Therefrom, the servo regulation module 31 calculates the torque to be provided by the adjustment drive 21 by taking account of a gear ratio of the drive device 2.

M.sub.setpoint_drive=M.sub.setpoint_hinge*gr.sub.lever

[0086] gr.sub.lever designates the gear ratio of the kinematics of the drive device 2 for translating an adjusting force provided by the door drive device 2 between the vehicle assembly 11 and the vehicle body 10 at the site of the adjustment drive 21 into an adjusting force at the site of the hinge axis 110. gr.sub.lever is dependent on ϕ, and the dependency is stored in the system for example in the form of a look-up table.

[0087] The setpoint moment of the motor is calculated from the setpoint torque of the drive by taking account of the motor efficiency and a gear ratio of a motor transmission to obtain

[00001] $M_{setpoint_motor} = \frac{M_{setpoint_drive}}{η_{motor} * g r_{transmission}}$

with

[0088] η.sub.motor Gear ratio efficiency [ ]

[0089] gr.sub.transmission Transmission gear ratio [ ]

[0090] The motor current in principle is proportional to the motor torque so that the setpoint current value can be calculated from the setpoint motor torque M.sub.setpoint_motor as follows:

[00002] $I_{setpoint_motor} = \frac{M_{setpoint_motor}}{K t} + I_{o}$

with

[0091] Kt Motor constant [Nm/A]

[0092] I.sub.o Motor idling current [A]

[0093] This value is supplied as setpoint current value I.sub.cmd from the servo regulation module 31 to the current regulation module 34 in the servo operating mode.

[0094] In the servo operating mode, the setpoint current value I.sub.cmd thus is determined by taking account of load forces acting on the vehicle assembly 11 in such a way that a force to be applied by the user is the same over the adjustment path of the vehicle assembly 11 or follows a desired curve. Correspondingly, as is shown in FIG. 4, for example an at least approximately uniform user force F is obtained over the adjustment path of the vehicle assembly 11 (in FIG. 4 plotted over the adjustment angle 4), which for example can be set at 10 N. Thus, a user touching the door handle 111 must apply a regulated, uniform user force of for example 10 N over the adjustment path of the vehicle assembly 11 in order to effect a smooth, electromotively supported adjustment of the vehicle assembly 11.

[0095] In a holding mode—as compared to the automatic mode and to the servo mode—the vehicle assembly 11 will be retained in a position just taken. For this purpose, the actuating drive 21 is energized via the control device 3 and thus actively actuated in order to compensate a force possibly acting on the vehicle assembly 11 and to hold the vehicle assembly 11 in the position just taken.

[0096] To realize the holding mode, as shown in FIG. 5, the control device 3 includes a regulation module 34′ which can correspond to the current regulation module 34 as shown in FIG. 3 or can also be formed by an additional regulation module (for example in the form of a software module).

[0097] In the holding mode, the adjustment drive 21 is energized via the regulation module 34′, as this is shown in FIG. 5, in that the regulation module 34′ determines a correcting variable in the form of a voltage correcting value U.sub.cmd, sets the same via a pulse width modulation 35 and supplies the same to the adjustment drive 21. Corresponding to the correcting variable in the form of the voltage correcting value U.sub.cmd the actual current I of the adjustment drive 21 is obtained and is supplied to the regulation module 34′ which regulates the real (actual) current of the adjustment drive 21 with reference to a setpoint value I.sub.cmd′.

[0098] In the illustrated exemplary embodiment, a current regulation thus is also effected in the holding mode.

[0099] The setpoint value I.sub.cmd′, analogous to what has been described above, can be determined with reference to a load acting on the vehicle assembly 11 in the position just taken, and for this purpose a static hinge moment M.sub.hinge,stat can be determined via the load calculation module 30, as this has been described above. The static hinge moment M.sub.hinge,stat corresponds to the torque M.sub.setpoint_hinge to be provided by the drive device 2 at the hinge axis 110, from which the torque to be provided by the adjustment drive 21 can be determined in the holding mode by taking account of a gear ratio of the drive device 2 and the setpoint value I.sub.cmd′.

[0100] Alternatively, the setpoint value I.sub.cmd′ can also be set in the holding mode with reference to a speed regulation (to a speed zero), by using for example a cascade regulation as described above for the automatic mode.

[0101] In the holding mode—in the illustrated exemplary embodiment—the actual motor current I thus is regulated to the setpoint value I.sub.cmd′. In the case of a load change at the adjustment drive 21, due to a load change at the vehicle assembly 11, the motor current I will be readjusted so that it is not possible to infer a load or a load change at the adjustment drive 21 with reference to the motor current I.

[0102] Against this background, the correcting variable in the form of the voltage correcting value U.sub.cmd here will be monitored and evaluated by the control module 36. In the case of a load change, an adaptation of the correcting variable U.sub.cmd is effected in the regulation module 34′ for readjusting the motor current I so that a change of the load at the adjustment drive 21 can be inferred with reference to the correcting variable U.sub.cmd.

[0103] With respect to FIG. 6, the correcting variable U.sub.cmd initially is substantially constant with a statically invariable load at the vehicle assembly 11. When a change A in the correcting variable U.sub.cmd is obtained at a sampling point T.sub.i+1 (over the time t) with respect to a preceding sampling point T.sub.i+1 and when this change A for example is larger in amount than a predetermined trigger threshold, the value of the correcting variable U.sub.cmd at the sampling point T.sub.i can be recorded and be set as a reference value.

[0104] Proceeding from this reference value, a further change of the correcting variable U.sub.cmd then is monitored. When the amount of the change of the correcting variable U.sub.cmd exceeds a threshold value S1, S2, it is concluded that a load is acting on the vehicle assembly 11, and, correspondingly, an adjustment request of a user is inferred and the holding mode is terminated.

[0105] The control module 36 also is configured to determine a direction of a load change. The correcting variable U.sub.cmd decreases (path A in FIG. 6) or increases (path B in FIG. 6) depending on the acting load, namely depending on whether the load acts in the same direction as the motor force or in a direction opposite to the motor force. In dependence on the direction of the change, it can thus be inferred whether a load exists in the direction of opening or closing at the vehicle assembly 11.

[0106] When an adjustment request is identified, the holding mode is terminated. In this case, the control device 31 can be configured to switch into the automatic mode, into the servo mode or also into a purely manual adjustment mode, so that an adjustment of the vehicle assembly 11 is initiated or enabled.

[0107] Because the detection of an adjustment request is effected with reference to a correcting variable of a regulating unit, additional sensors such as for example a gyro sensor or an acceleration sensor can be omitted at the vehicle assembly 11. Thus, the detection of an adjustment request is possible with great sensitivity and a fast response behavior.

[0108] The idea underlying the invention is not limited to the exemplary embodiments described above, but can also be realized in a different way.

[0109] A detection of an adjustment request in the holding mode has been described with reference to an exemplary embodiment by using a current regulation. Alternatively, however, a speed regulation or a regulation with reference to the position can also be effected in the holding mode.

[0110] A drive device as described above can be used for adjusting a vehicle side door that is pivotally arranged on a vehicle body about a hinge axis. Likewise, a drive device can, however, also be employed for a sliding door, a liftgate or a sliding roof by applying the same control principles.

[0111] In an automatic mode, a speed-controlled adjustment of a vehicle assembly can be effected via a drive device. In a servo mode, on the other hand, power assistance is provided in such a way that a user can cause an adjustment with a uniform user force or with a user force following a desired curve over the adjustment path of the vehicle assembly, and thus the adjustment is comfortable and pleasant for a user.

[0112] In a drive device as described above, both an automatic mode and a servo mode can be realized. It is also conceivable, however, that the drive device has no automatic mode, but a servo mode, in which a setpoint current value is determined in order to perform a current regulation with reference to the setpoint current value.

[0113] The following is a list of reference numbers shown in the Figures. However, it should be understood that the use of these terms is for illustrative purposes only with respect to one embodiment. And, use of reference numbers correlating a certain term that is both illustrated in the Figures and present in the claims is not intended to limit the claims to only cover the illustrated embodiment.

LIST OF REFERENCE NUMERALS

[0114] 1 motor vehicle [0115] 10 vehicle body [0116] 11 vehicle assembly (vehicle door) [0117] 110 hinge axis [0118] 111 handle [0119] 2 drive device [0120] 20 adjustment part (catch strap) [0121] 200 joint axis [0122] 21 adjustment drive [0123] 3 control device [0124] 30 load calculation module [0125] 301-303 sensor device [0126] 31 servo regulation module [0127] 310 event detection [0128] 32 speed regulation module [0129] 320 speed input [0130] 33 switching device [0131] 330, 331 switching point [0132] 34 regulation module [0133] 34′ current regulation module [0134] 35 PWM unit [0135] 36 control module [0136] α1 slope angle of the hinge axis [0137] α2 vehicle slope angle [0138] β1 inclination angle of the hinge axis [0139] β2 vehicle inclination angle [0140] Δ change [0141] ϕ door opening angle [0142] A, B path [0143] I.sub.cmd setpoint current value [0144] I.sub.cmd′ setpoint [0145] n speed [0146] O opening direction [0147] S1, S2 threshold value [0148] SP door center of gravity [0149] T.sub.i, T.sub.i+1 sampling point [0150] U.sub.bat battery voltage [0151] x.sub.SP distance pivot axis-door center of gravity [0152] X longitudinal vehicle axis [0153] Y transverse vehicle axis [0154] Z vertical vehicle axis

[0155] While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention.

DRIVE DEVICE FOR ADJUSTING A VEHICLE ASSEMBLY

Assignee

Inventors

Cpc classification

Classification Explorer

E05Y2900/531

FIXED CONSTRUCTIONS

Classification Explorer

E05Y2201/418

FIXED CONSTRUCTIONS

Classification Explorer

E05Y2400/35

FIXED CONSTRUCTIONS

Classification Explorer

E05Y2400/20

FIXED CONSTRUCTIONS

Classification Explorer

E05Y2201/434

FIXED CONSTRUCTIONS

Classification Explorer

E05Y2201/232

FIXED CONSTRUCTIONS

Classification Explorer

E05Y2800/113

FIXED CONSTRUCTIONS

Classification Explorer

E05Y2400/36

FIXED CONSTRUCTIONS

Classification Explorer

E05F3/00

FIXED CONSTRUCTIONS

Classification Explorer

E05F15/611

FIXED CONSTRUCTIONS

Classification Explorer

E05Y2201/218

FIXED CONSTRUCTIONS

Classification Explorer

E05Y2800/11

FIXED CONSTRUCTIONS

Classification Explorer

E05Y2400/31

FIXED CONSTRUCTIONS

Classification Explorer

E05F15/627

FIXED CONSTRUCTIONS

Classification Explorer

E05Y2400/302

FIXED CONSTRUCTIONS

Classification Explorer

E05Y2400/315

FIXED CONSTRUCTIONS

International classification

Classification Explorer

E05F15/611

FIXED CONSTRUCTIONS

Abstract

Claims

Description