BRAKING MECHANISM FOR A MOVABLE ARM OF A MOVABLE DOOR WING AND CORRESPONDING DOOR

Abstract

The invention relates to a braking mechanism (10) for a movable door wing (1) with an electric motor (14) operating as a generator, the at least one drive shaft of which can be rotated by a movement of the door wing (1), and at the terminals thereof, a movement-dependent output voltage is produced, which is applied to an evaluation and control unit (20), and a stop spring (12) which damps a manual opening movement of the door wing (1) between a predetermined opening angle and a maximum opening angle with a constant first damping, and a corresponding door with a braking mechanism of this type. In accordance with to the invention, the evaluation and control unit (20) performs a pulse width modulation (PWM) of the motor current cooperating with the output voltage and establishes an effective sequence of braking force, which generates a variable second damping of the opening movement of the door wing (1), so that the door wing (1), when released, stops upon reaching the maximum opening angle.

Claims

1. A braking mechanism (10) for a movable door wing (1) with an electric motor (14) operating as a generator, the at least one drive shaft of which can be rotated by a movement of the door wing (1), and at the terminals thereof, a movement-dependent output voltage is produced, which is applied to an evaluation and control unit (20), and a stop spring (12) which damps a manual opening movement of the door wing (1) between a predetermined opening angle (α.sub.L) and a maximum opening angle (α.sub.max) with a constant first damping (D.sub.F), characterized in that the evaluation and control unit (20) performs a pulse width modulation (PWM) of the motor current that cooperates with the output voltage and produces an effective braking sequence, generating a variable second damping (D.sub.M) of the opening movement of the door wing (1), so that the door wing (1), when released, stops when the maximum opening angle (α.sub.max) is reached.

2. The braking mechanism according to claim 1, characterized in that at least one sensor (16) captures at least one physical parameter (α(t), ω(t)) that represents the opening movement of the door wing (1).

3. The braking mechanism according to claim 2, characterized in that the at least one sensor (16) may output at least one measured value for determining an opening velocity (ω(t)) of the door wing (1) to the evaluation and control unit (20).

4. The braking mechanism according to claim 2, characterized in that the at least one sensor (16) outputs a measured value for the current opening angle (α(t)) of the door wing (1) to the evaluation and control unit (20).

5. The braking mechanism according to claim 2, characterized in that based on a moment of inertia (J) of the door wing (1) and the at least one physical parameter (α(t), ω(t)) detected, the evaluation and control unit (20) calculates a current kinetic energy (E.sub.kin) of the door wing (1).

6. The braking mechanism according to claim 5, characterized in that the evaluation and control unit (20) calculates a sequence for the variable second damping (D.sub.M) based on the kinetic energy (E.sub.kin) of the door wing (1) and generates the corresponding braking force sequence.

7. The braking mechanism according to claim 5, characterized in that the evaluation and control unit (20), depending on the calculated kinetic energy (E.sub.kin) of the door wing (1), selects one of several characteristic curves for the course of the variable second damping D.sub.M) of the opening movement of the door wing (1) that have been stored in a memory (24).

8. The braking mechanism according to claim 1, characterized in that the evaluation and control unit (20) regulates a course for the variable second damping (D.sub.M) based on a target value characteristic curve (ω.sub.S(t)) such that the door wing (1) stops at the desired opening angle (α.sub.max).

9. The braking mechanism according to claim 1, characterized in that the maximum opening angle (α.sub.max) and/or the moment of inertia (J) of the door wing (1) can be prespecified using parameters or determined at startup.

10. The braking mechanism according to claim 1, characterized in that the electric motor (14) is executed as a brush motor or a brushless direct current motor.

11. A door with at least one movable door wing (1) and a braking mechanism (10), characterized in that the braking mechanism (10) is executed according to one of claim 1.

Description

[0018] In the following, an exemplified embodiment of the invention will be explained in further detail based on graphical representations.

[0019] These show the following:

[0020] FIG. 1 a schematic block diagram of an exemplified embodiment of a braking mechanism according to the invention,

[0021] FIG. 2 a schematic diagram of an opening movement sequence of a movable door wing, the opening movement of which is damped by the braking mechanism according to the invention from FIG. 1, and

[0022] FIG. 3 a schematic diagram for regulating the velocity along a setpoint value curve.

[0023] As is apparent from the figures, the illustrated exemplified embodiment of a braking mechanism 10 according to the invention for a movable door wing 1 has an electric motor 14 operating as a generator, the at least one drive shaft of which, not shown in detail, can be rotated by a movement of the door wing 1, and at the terminals thereof, a movement-dependent output voltage is produced, which is applied to an evaluation and control unit 20, and a stop spring 12 which damps a manual opening movement of the door wing 1 between a predetermined opening angle α.sub.L and a maximum opening angle α.sub.max with a constant first damping D.sub.F. According to the invention, the evaluation and control unit 20 performs a pulse width modulation PWM of the motor current that cooperates with the output voltage and produces an effective braking sequence, generating a variable second damping D.sub.M of the opening movement of the door wing 1, so that the door wing 1, when released, stops when the maximum opening angle α.sub.max is reached.

[0024] As is further apparent from the figures, at least one sensor 16 captures at least one physical parameter α(t), ω(t), that represents the opening movement of the door wing 1. In the exemplified embodiment shown, a first sensor 16 outputs a measured value for determining an opening velocity ω(t) of the door wing 1 to the evaluation and control unit 20, and a second sensor 16 outputs a measured value for determining a current opening angle α(t) of the door wing 1 to the evaluation and control unit 20.

[0025] In the exemplified embodiment of the braking mechanism 10 according to the invention for a movable door wing 1, beyond the predetermined opening angle α.sub.L the stop spring 12 damps the opening movement of the door wing 1 with a constant first damping D.sub.F, which is predetermined by the characteristics or the spring constant C of the stop spring 12. Beyond a calculated opening angle α.sub.D, the evaluation and control unit 20 over a regulator 22 regulates a shunting by pulse width modulation between the terminals of the electric motor 14 operated as a generator and thus regulates the variable second damping D.sub.M, so that the door wing 1, stops in the open position, i.e., when the maximum opening angle αmax is reached. Depending on the kinetic energy E.sub.kin in the door wing 1, the calculated opening angle α.sub.D and the variable second damping D.sub.M begins earlier or later, so that the opening movement of the door wing 1 is finished when the open position of the maximum opening angle α.sub.max is reached. In the exemplified embodiment, the electric motor 14, operated as a generator, is executed as a brushless direct current motor. Alternatively, the electric motor 14, operated as a generator, for example can also be executed as a brush motor.

[0026] In summary, the sequence of the opening movement of the door wing 1 described in the following results. The door or the door wing 1 is manually opened, accelerated in the direction of opening during this process, and then released. Because of its moment of inertia J the door wing 1, after release, will move at least a small distance farther in the direction of the open position, which corresponds to the maximum opening angle α.sub.D, and upon reaching the prespecified opening angle α.sub.L against the force of the stop spring 12 If the kinetic energy E.sub.kin in the door wing 1 is too low to stretch the stop spring 12 far enough for the door wing 1 to reach its open position, the evaluation and control unit 20 will not intervene in the movement sequence. The evaluation and control unit 20 will exhibit this behavior until the kinetic energy E.sub.kin in the door wing 1 is sufficient to stretch the spring just enough so that the door wing 1 stops in the open position. This state is represented by a first characteristic curve K1 in FIG. 2. This means that the first damping D.sub.F, which is produced by the stop spring 12, is sufficient to prevent bumping of the door wing 1 in the open position.

[0027] A second characteristic curve K2 in FIG. 2 shows a condition in which the kinetic energy E.sub.kin in the door wing is too large to be braked by the first damping D.sub.F generated by the stop spring 12 sufficient to stretch the spring just enough so that the door wing 1 does not bump in the open position. Therefore the evaluation and control unit 20 intervenes over the variable second damping D.sub.M and damps the opening movement of the door wing 1 after its release exactly such that the door wing 1 stops in the open position without bumping, regardless of the kinetic energy E.sub.kin of the door wing 1 when it is released.

[0028] To perform the regulation, in the exemplified embodiment shown the maximum opening angle α.sub.max and the moment of inertia J of the door wing 1 are prespecified by parameters. Alternatively, the maximum opening angle α.sub.max can be determined by learning. For example, the maximum opening angle α.sub.(t) ever measured can be defined as the open position (max {a.sub.(t)}=a.sub.max) or the maximum opening angle α.sub.max can be determined upon start-up. In addition, the evaluation and control unit 20 can calculate the moment of inertia J of the door wing 1 upon startup from the follow-on angle without damping.

[0029] Based on the moment of inertia J of the door wing 1 and the at least one physical parameter α(t), ω(t) detected, the evaluation and control unit 20 calculates a current kinetic energy E.sub.kin of the door wing 1. In the exemplified embodiment presented, a memory unit 24 is provided in which several characteristic curves for the course of the variable second damping D.sub.M of the opening movement of the door wing 1 are stored. Depending on the calculated kinetic energy E.sub.kin of the door wing 1, the evaluation and control unit 20 selects one of the stored characteristic curves for the course of the variable second damping D.sub.M of the opening movement of the door wing 1 and generates the corresponding course of the braking force by pulse width modulation PWM of the motor current. Alternatively the evaluation and control unit 20 can calculate a sequence for the variable second damping D.sub.M based on the kinetic energy E.sub.kin of the door wing 1 and generate the corresponding braking force sequence through pulse width modulation PWM of the motor current.

[0030] The braking device 10 damps the opening movement of the door wing 1 in such a manner that in the open position, equation (1) and ω.sub.(αmax)=0 apply:

[00001]$\begin{array}{cc}{E}_{{\mathrm{kin}}_{\left({\alpha }_{\max }\right)}}=\frac{1}{2}.Math.J.Math..Math.{\omega }_{\left({\alpha }_{\max }\right)}^2=0& \left(1\right)\end{array}$

[0031] In order for the door wing 1 to reach the open position, the kinetic energy E.sub.kin at every angle α(t) corresponds to the potential energy required for stretching the stop spring 12 up to the open position, as is apparent from equation (2).

[00002]$\begin{array}{cc}{E}_{{\mathrm{kin}}_{\left({\alpha }_{\left(t\right)}\right)}}=\frac{1}{2}.Math.J.Math..Math.{\omega }_{\left({\alpha }_{\left(t\right)}\right)}^2=\frac{1}{2}.Math.C\left({\alpha }_{\max }^2-{\alpha }_{\left(t\right)}^2\right)& \left(2\right)\end{array}$

[0032] Equation (2) provides the framework for selecting a damping characteristic curve for the variable second damping, D.sub.M.

[0033] Exemplified embodiments of the braking mechanism 10 according to the invention for a movable door wing 1 allow, depending on the kinetic energy E.sub.kin in the door wing 1, constant damping of the opening movement of the door wing 1 after release up to the open position or constant damping beyond a parameterizable opening angle min this process, the damping can be increased as the open position comes closer.

[0034] Exemplified embodiments of the braking mechanism according to the invention for a movable door wing 1 have the advantage that the door wing reaches the open position when the kinetic energy is sufficient. In addition, the door wing does not bump into the open position, but the open position is approached gently, wherein the influence of friction and/or wind as well as the effect of the temperature of the electric motor can be compensated.

LIST OF SYMBOLS

[0035] 1 Door wing [0036] 10 Braking device [0037] 12 Stop spring [0038] 14 Electric motor [0039] 16 Sensor [0040] 20 Evaluation and control unit [0041] 22 Regulator [0042] 24 Memory [0043] K1, K2 Movement characteristic curve [0044] D.sub.F, D.sub.M Damping characteristic curve [0045] J Moment of inertia [0046] ω(t) Opening characteristic curve [0047] ω.sub.S(t) Target value characteristic curve [0048] α(t) Opening angle [0049] α.sub.L Prespecified opening angle [0050] α.sub.D Calculated opening angle [0051] α.sub.max maximum opening angle