Assembly for adjusting an adjustment element relative to a stationary portion of a vehicle

Abstract

An assembly for adjusting an adjustment element relative to a stationary portion of a vehicle, in particular of a vehicle door relative to a vehicle body comprises a drive motor for electromotively adjusting the adjustment element and an electrically actuatable locking device for locking the adjustment element with the stationary portion of the vehicle in a closed position, wherein the locking device has a locked condition in which the locking device is locked relative to the stationary portion for blocking the adjustment element in the closed position, and an unlocked condition in which the locking device is unlocked for adjusting the adjustment element relative to the stationary portion. A control device serves for controlling the drive motor and the locking device. It is provided that the control device is formed to actuate the drive motor for executing a diagnostic routine, while the locking device is in the locked condition.

Claims

1. An assembly for adjusting an adjustment element relative to a stationary portion of a vehicle, in particular a vehicle door relative to a vehicle body, comprising a drive motor for electromotively adjusting the adjustment element, an electrically actuatable locking device for locking the adjustment element with the stationary portion of the vehicle in a closed position, wherein the locking device has a locked condition in which the locking device is locked relative to the stationary portion for blocking the adjustment element in the closed position, and an unlocked condition in which the locking device is unlocked for adjusting the adjustment element relative to the stationary portion, and a control device for controlling the drive motor and the locking device, wherein the control device is formed to actuate the drive motor for executing a diagnostic routine, while the locking device is in the locked condition.

2. The assembly according to claim 1, further comprising an electrically actuatable coupling device which in a coupling, first condition couples the drive motor with a transmission element, in order to exert an adjustment force for adjusting the adjustment element on the transmission element, and in a decoupling, second condition decouples the drive motor from the transmission element.

3. The assembly according to claim 2, wherein for executing a first diagnostic routine the drive motor is driven, while the coupling device is in the decoupling, second condition.

4. The assembly according to claim 3, wherein the drive motor is actuated with a predetermined motor voltage and the resulting rotational speed of the drive motor is measured.

5. The assembly according to claim 2, wherein for executing a second diagnostic routine the drive motor is driven, while the coupling device is in the coupling, first condition.

6. The assembly according to claim 5, wherein the drive motor is driven and the motor current is measured, in order to detect a system slack in a system including the drive motor, the coupling device and the transmission element with reference to a rise of the motor current.

7. The assembly according to claim 2, wherein the coupling device has a slipping, third condition in which a first coupling element operatively connected with the drive motor and a second coupling element operatively connected with the transmission element slippingly cooperate.

8. The assembly according to claim 7, wherein for executing a third diagnostic routine the drive motor is driven, while the coupling device is in the slipping, third condition.

9. The assembly according to claim 8, wherein the drive motor is driven and the motor current is measured, in order to determine a braking force provided by the coupling device in the slipping, third condition with reference to the motor current.

10. A method for adjusting an adjustment element relative to a stationary portion of a vehicle in which a drive motor electromotively adjusts the adjustment element, an electrically actuatable locking device in a locked condition locks the adjustment element with the stationary portion in a closed position, and in an unlocked condition releases the adjustment element for adjusting the adjustment element relative to the stationary portion and a control device controls the drive motor and the locking device, wherein the control device actuates the drive motor for executing a diagnostic routine, while the locking device is in the locked condition.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The idea underlying the invention will be explained in detail below with reference to the exemplary embodiments illustrated in the Figures.

[0033] FIG. 1 shows a schematic view of an adjustment element in the form of a vehicle door at a stationary portion in the form of a vehicle body.

[0034] FIG. 2 shows a schematic view of an assembly with a drive motor, a coupling device, a control device and a transmission element for power transmission for adjusting the adjustment element.

[0035] FIG. 3 shows a schematic view of the adjustment speed along the adjustment path on opening of the adjustment element.

[0036] FIG. 4 shows a schematic view of a drive motor and a coupling device.

[0037] FIG. 5 shows a schematic view of the motor current along the adjustment path in a block detection.

DETAILED DESCRIPTION

[0038] FIG. 1 shows a schematic view of a vehicle 1 which includes a vehicle body 10 and an adjustment element in the form of a vehicle door 11, which is pivotable on the vehicle body 10 about a pivot axis along an opening direction O.

[0039] The adjustment element 11 can be realized for example by a vehicle side door or also by a tailgate. In a closed position the adjustment element 11 covers a vehicle opening 100 in the vehicle body 10, for example a transverse opening or a tailgate opening in the vehicle body 10.

[0040] It should be noted that the adjustment element 11 for example can also be shiftably arranged on the vehicle body 10, for example as sliding door. What will be explained below analogously is also applicable to the adjustment element to be shifted.

[0041] By means of a driving device 2 the adjustment element 11 is electromotively movable from its closed position into an open position, so that the adjustment element 11 in the form of the vehicle door can be moved automatically in an electromotive way. The adjusting device 2, schematically illustrated in FIG. 1 and schematically shown in FIG. 2 in an exemplary embodiment, includes a drive motor 22 which via a coupling device 21 is coupled with a transmission element 20 by means of which adjustment forces can be transmitted between the adjustment element 11 and the vehicle body 10. The drive motor 22 for example can be stationarily arranged on the adjustment element 11, while the transmission element 20 for example in the manner of a so-called catch strap is articulated to an end 200 and thus pivotally fixed at the vehicle body 10.

[0042] In the exemplary embodiment of the driving device 2 as shown in FIG. 2 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 pull cable (for example a steel cable) formed to transmit (exclusively) tensile forces, is coupled with 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. The coupling element 24 is connected with 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 (pull 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 the adjustment element 11 being adjusted relative to the vehicle body 10.

[0043] It should be noted at this point that other construction forms of driving devices also are conceivable and possible. For example, the drive motor 22 also can drive a pinion which is in meshing engagement with the transmission element 20. It also is conceivable and possible that the driving device is formed as spindle drive for example with a rotatable spindle which is in engagement with a spindle nut.

[0044] The coupling device 21 serves to couple the drive motor 22 with 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 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 adjustment 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 adjustment element 11 can be possible without the drive motor 22 being loaded with forces.

[0045] The coupling device 21 also can have a third coupling condition, corresponding to a slipping condition in which coupling elements 210, 211, schematically shown in FIG. 4, slipplingly are in contact with each other. A first coupling element 210 here is operatively connected with a motor shaft 220 of the drive motor 22, while a second coupling element 211 is operatively connected with 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 adjustment element 11, caused by the slipping contact of the coupling elements 210, 211 with each other.

[0046] In the closed position of the adjustment element 11 a locking element 31 for example in the form of a striker on the part of the adjustment element 11 engages in a lock 30 of a locking device 3 on the part of the vehicle body 10, so that the adjustment element 11—in a manner known per se—locks with the vehicle body 11 and thus is blocked in its closed position. When the adjustment element 11 is to be moved out of the closed position in the opening direction O, the locking device 3 is to be unlocked, in that the lock 30 releases the locking element 31 and thus the adjustment element 11 can be moved out of the closed position.

[0047] In the closed position the adjustment element 11, as shown in FIG. 1, rests against a door seal 101 and in the closed position is held at the seal 101 with pressure, so that a pretensioning force exists between the adjustment element 11 and the vehicle body 10. When the locking device 3 is unlocked with closed adjustment element 11, this pretensioning force conventionally effects initial springing open of the adjustment element 11 out of the closed position, as is graphically illustrated in FIG. 3 along the adjustment path with reference to the course A of the adjustment speed V of the adjustment element 11. It can clearly be seen that at the beginning of the adjusting movement for opening the adjustment element 11 a peak in the adjusting movement initially occurs, whereupon the further adjusting operation driven by the adjusting device 2 is effected with at least approximately constant adjustment speed.

[0048] To provide for a uniform adjusting operation and in particular avoid peaks in the adjustment speed, the actuation of the adjusting device 2 and the locking device 3 for opening the adjustment element 11 can be performed in a particular, coordinated way.

[0049] A control device 4, which serves for controlling the adjusting device 2 and the locking device 3, is formed to initially actuate the adjusting device 2 and only subsequently the locking device 3, when the adjustment element 11 is to be opened out of its closed position.

[0050] For example, a user can initiate an opening operation via an actuating unit 5 in the form of a radio key, for example by a user pressing a button 50 of the actuating unit 5, thereby generating an opening signal which is communicated to the control device 4. When the control device 4 detects that the adjustment element 11 is to be opened, the control device 4 initially actuates the coupling device 21 and transfers the coupling device 21 from the decoupling condition into the coupling condition (unless the coupling device 21 anyway already is in the coupling condition). The drive motor 22, actuated by the control device 4, then is energized in the opening direction O. The locking device 3 only subsequently is actuated by the control device 4, in order to transfer the locking device 3 from the locked condition into the unlocked condition and thus release the adjustment element 11 for adjustment out of the closed position.

[0051] Due to the fact that the driving device 2 initially is actuated in the opening direction O for adjusting the adjustment element 11 and only subsequently unlocking of the locking device 3 is effected, the drive motor 22 pretensions the system before unlocking and in particular compensates a system slack, so that after unlocking a controlled adjusting operation can directly be initiated, in order to move the adjustment element 11 out of the closed position in a controlled way. Due to the fact that the drive motor 22 already is coupled and driven before unlocking, peaks in the adjustment speed can be compensated and the adjusting movement thus can be rendered more uniform, as is illustrated with reference to the course B in FIG. 3, because the adjusting operation proceeds in a way guided by the drive motor 22 along the entire adjustment path.

[0052] The locking device 3 on the part of the lock 30 for example can include a locking mechanism in the manner of a striker which on closing of the adjustment element 11 lockingly gets in engagement with the locking element 31 on the part of the adjustment element 11 and thus accomplishes locking. The lock 30 can be actuated electrically, in order to release the locking element 31 and thus unlock the adjustment element 11, so that the adjustment element 11 can be moved out of the closed position for opening.

[0053] The control device 4 is formed to execute one or more diagnostic routines, in which the operability in particular of the driving device 2 can be checked. The control device 4 therefor is formed to actuate the coupling device 21 and the drive motor 22 with locked locking device 3, in order to execute diagnostic routines for checking different functionalities and system parameters.

[0054] In general, the adjustment element 11 is in the closed condition when executing such diagnostic routines and is locked via the locking device 3, which is in the locked condition. In different coupling conditions of the coupling device 21 different diagnostic routines can be executed, in order to check different functions, adapt different parameters and possibly carry out a calibration and post-normalization of the system.

[0055] A first diagnostic routine can be executed while the coupling device 21 is in its decoupling condition and the drive motor 22 thus is not coupled with the drive element 23. The coupling device 21 thus is open. In this coupling condition the drive motor 22 for example can be driven by applying for example a predetermined motor voltage U (see FIG. 4) to the drive motor 22, in order to measure the resulting rotational speed of the motor shaft 220 for example by using a sensor 221 in the form of a Hall sensor and/or determine a resulting idling current I.

[0056] Another, second diagnostic routine can be executed while the coupling device 21 is in the coupling condition and a flux of force thus is produced between the drive motor 22 and the drive element 23. In connection with this diagnostic routine for example a system slack can be determined, for example by driving the drive motor 22 in an adjustment direction, until blocking of the drive motor 22 is detected, in order to then drive the drive motor 22 in the opposite adjustment direction, until blocking of the drive motor 22 again is detected. The path length between the blocking conditions of the drive motor 22 corresponds to the system slack. Blocking of the drive motor 22 for example can be detected with reference to the motor current I, for example with reference to a rise of the motor current I beyond a predetermined threshold.

[0057] This is illustrated in FIG. 5. For example, by moving the motor in one direction blocking of the drive motor 22 can be determined with reference to a rise of the motor current I, in order to therefrom derive the system slack L in this adjustment direction. The system slack L can be stored as parameter, in order to include the system slack L in the control of the adjusting device 2.

[0058] In connection with this diagnostic routine the elasticity of the entire system also can be measured in general. For this purpose, too, the motor current I can be monitored, in order to measure the system elasticity with reference to a rise of the motor current I and its slope.

[0059] In connection with this diagnostic routine it can also be determined whether and possibly at which adjustment force the coupling device 21 slips through. When the coupling is released at a certain adjustment force (the so-called slip point of the coupling), this can be stored as parameter, wherein the coupling device 21 can be adapted by suitable control for example for pressing the coupling elements 210, 211 against each other and the pressing force can be set for specifying a desired slip point.

[0060] A third diagnostic routine can be carried out while the coupling device 21 is in its slipping condition, i.e. the coupling elements 210, 211 slipplingly rest against each other. In connection with this diagnostic routine for example the braking force provided by the slipping abutment of the coupling elements 210, 211 against each other can be determined. With reference to this diagnosis and parameters derived therefrom for example a braking force can be set as desired in actual operation when the adjustment element 11 is manually adjusted.

[0061] In connection with this diagnostic routine it is also conceivable and possible, for example, to clean the coupling device 21 for providing the braking force and to regenerate a brake lining (so-called braking off). For this purpose the drive motor 22 is energized, in order to move the coupling elements 210, 211 relative to each other and slippingly rub the same against each other.

[0062] By executing such diagnostic routines—with closed adjustment element 11—the operability of the adjusting device 2 can be checked. In this way, for example ageing effects can be detected and possibly be compensated. For example, parameters of the adjusting device 2 can be post-normalized and adapted, in order to adapt certain functions of the adjusting device 2 and compensate changes in their properties for example due to ageing. It also is conceivable and possible to generate error messages, which for example can be indicated to a maintenance personnel and thus provide for an efficient maintenance.

[0063] Such diagnostic routines can be carried out during assembly, i.e. on the part of the manufacturer of a vehicle door, in order to verify the initial operability of the system. Such diagnostic routines can, however, also be carried out repeatedly in operation of the vehicle 1, in order to check the function of the adjusting device 2 at predetermined time intervals.

[0064] The idea underlying the invention is not limited to the preceding exemplary embodiments, but can also be realized in principle in a completely different way.

[0065] In particular, an adjusting device as described here for adjusting a vehicle side door, a tailgate or another adjustment element can be used in a vehicle. Such adjustment element in principle can be pivotally or also shiftably arranged on the vehicle.

[0066] The adjustment system can be designed quite differently and is not limited to the exemplary embodiments described here. For example, a spindle drive or also a rack-and-pinion drive can be used, in order to adjust the adjustment element, wherein completely different embodiments, for example cable drives or the like, can also be used.

LIST OF REFERENCE NUMERALS

[0067] 1 vehicle

[0068] 10 stationary portion (vehicle body)

[0069] 100 vehicle opening

[0070] 101 seal

[0071] 11 adjustment element (vehicle door)

[0072] 2 driving device

[0073] 20 transmission element (catch strap)

[0074] 200, 201 end

[0075] 21 coupling device

[0076] 210, 211 coupling elements

[0077] 22 drive motor

[0078] 220 motor shaft

[0079] 221 speed sensor (Hall sensor)

[0080] 23 drive element

[0081] 24 coupling element (pull cable)

[0082] 240, 241 end

[0083] 3 locking device

[0084] 30 lock

[0085] 31 locking element

[0086] 4 control device

[0087] 5 actuating unit

[0088] 50 control knob

[0089] A, B course

[0090] I motor current

[0091] L system slack

[0092] O opening direction

[0093] U motor voltage

[0094] x path