Method for adjusting a vehicle door, and system for adjusting a vehicle door

Abstract

Method for adjusting a vehicle door (11), at least having the following steps: - using at least one presence sensor (23A, 23B) to test whether at least one body part of a vehicle door user (U) is in a test area (24), and - controlling a collision protection device (2) of the vehicle door (11) on the basis of whether a body part of the vehicle door user (U) is in the test area (24), wherein the collision protection device (2) is configured to monitor a monitoring area (22) that differs from the test area (24) and is in the area surrounding the vehicle door (11) for possible obstacles (O) using at least one monitoring sensor (21A, 21B) in order to avoid a collision between the vehicle door (11) to be adjusted and an obstacle (O). Furthermore, the proposed solution also comprises a system for adjusting a vehicle door (11).

Description

[0001] The proposed solution concerns a method for adjusting a vehicle door and a system for adjusting a vehicle door.

[0002] Methods for adjusting a vehicle door are widely known. Also known is sensor-based monitoring of a monitoring area in the vicinity of the vehicle door during an adjustment movement of the vehicle door via a collision protection device.

[0003] For example, such a collision protection device can be coupled with an adjustment mechanism of the vehicle door. To prevent a collision of the vehicle door with an obstacle, the collision protection device can be configured to stop and / or reverse the adjustment of the vehicle door if an obstacle is detected. Documents DE 10 2013 224642 ​​A1, US 7 175 227 B2, and US 2020 / 386032 A1 are known from the prior art in this regard.

[0004] In principle, an adjustment movement of the vehicle door can be initiated manually and / or externally. Typically, manual force is applied via an exterior or interior door handle. Therefore, a vehicle door user may need to be in close proximity to the door to initiate the adjustment movement. In doing so, the vehicle door user may regularly be at least partially within the monitored area.

[0005] If the vehicle door user is at least partially within the monitoring area, the collision protection system may detect them as an obstacle preventing the vehicle door from being adjusted. Therefore, the collision protection system may erroneously stop the door from being adjusted.

[0006] Therefore, there is a need for improved methods and systems for adjusting vehicle doors.

[0007] To solve this problem, a method for adjusting a vehicle door by muscle power according to claim 1 and a system according to claim 12 are proposed.

[0008] The proposed procedure includes at least the following steps: Checking with at least one presence sensor whether at least one body part of a vehicle door user is located in a test area, and controlling a collision protection device of the vehicle door depending on whether a body part of the vehicle door user is located in the test area, wherein the collision protection device is configured to prevent a collision of the vehicle door to be adjusted with an obstacle, and to monitor a monitoring area in the vicinity of the vehicle door, different from the test area, for possible obstacles with at least one monitoring sensor.

[0009] By distinguishing the test area from the monitoring area, the vehicle door user can be differentiated from a potential obstacle. In particular, the design of the test area allows the vehicle door user to be distinguished from a person who is not using the vehicle door and therefore poses an obstacle to its adjustment. Thus, the proposed method can prevent the vehicle door user from being incorrectly identified as an obstacle, which would cause the collision protection device to erroneously stop the adjustment movement.

[0010] In this sense, "using" the vehicle door by the vehicle door user means that the adjustment movement is initiated by the vehicle door user. This adjustment movement can, in principle, be performed manually and / or manually.

[0011] The at least one presence sensor can be configured, for example, as a capacitive sensor, an inductive sensor, or an optical sensor. For example, the at least one presence sensor can be positioned in the area of ​​at least one control element such that the presence of at least one body part of the vehicle user is detected when the at least one control element is operated. In particular, the at least one presence sensor can detect the presence of a hand or part of an arm of a vehicle door user. In principle, however, the presence sensor can detect the presence of any body part of a vehicle door user in the test area.

[0012] The test area can, for example, extend directly around the at least one control element.

[0013] Alternatively or additionally, at least one monitoring sensor of the collision protection device can be used as a presence sensor. For example, such a monitoring sensor can be configured with a sensor array. Based on the information acquired by the sensor array, distance and / or the outline of an object can be determined. In particular, object classification is conceivable and possible based on pattern recognition based on the information acquired by the sensor array. Based on the classification and / or the distance, the sensor array can distinguish between a person in the test area and an obstacle.

[0014] The presence sensor can, for example, generate a presence signal and send it to a control unit when it detects at least one body part of the vehicle door user within the test area. The control unit can be configured to send a control signal to the collision protection device in response to receiving the presence signal from the presence sensor. Depending on the control signal, the collision protection device can monitor the monitoring area with its at least one monitoring sensor.

[0015] For example, the collision protection device can be configured to monitor the monitoring area when the control signal indicates that no part of the vehicle door user's body is within the monitoring area. Conversely, the collision protection device can be configured not to monitor the monitoring area when the control signal indicates that a part of the vehicle door user's body is within the monitoring area.

[0016] In principle, the collision protection device can be set up to stop and / or reverse the adjustment movement of the vehicle door if it is detected that an adjustment of the vehicle could lead to a collision with an obstacle detected by the at least one monitoring sensor.

[0017] The collision protection device may include an additional control unit. This additional control unit may be coupled to the at least one monitoring sensor and the adjustment mechanism of the vehicle door. In the event of an obstacle being detected in the monitoring area, the at least one monitoring sensor may send a monitoring signal to the additional control unit. Upon receiving the monitoring signal, the additional control unit may be configured to stop and / or reverse the adjustment movement of the vehicle door via the adjustment mechanism.

[0018] For example, the test area can surround at least one operating element of the vehicle door. The presence sensor can then detect when the vehicle door user approaches this operating element. This allows the collision protection device to be controlled depending on whether a part of the vehicle door user's body is within the test area. This prevents the vehicle door user from being falsely identified as an obstacle when operating the door using the operating element.

[0019] In one embodiment of the proposed solution, the testing can include detecting whether the vehicle door user is touching the at least one control element on the vehicle door. Thus, the testing area can also encompass an infinitesimal volume around the at least one control element. This can prevent the erroneous identification of a person located near the at least one control element as a vehicle door user.

[0020] For example, touch detection can be achieved via at least one touch sensor, in particular a capacitive or inductive touch sensor. The at least one touch sensor can be connected to the control unit and configured to send a touch signal to the control unit upon detection of touch. Upon receiving the touch signal, the control unit can be configured to send a control signal to the collision protection device. Depending on the control signal, the collision protection device can monitor the monitoring area using the at least one monitoring sensor.

[0021] For example, the at least one operating element could be an exterior or interior door handle. In principle, the at least one operating element could also be any type of switch designed to trigger an adjustment movement of the vehicle door when actuated. In the case of multiple operating elements, the test area can be arranged around the multiple operating elements. This can improve ease of use.

[0022] According to the proposed solution, it is also possible to check whether the vehicle door user is touching the exterior or interior door handle. In principle, this makes it possible to distinguish whether the adjustment movement is initiated via the exterior or interior door handle. Therefore, it is also possible to distinguish whether the vehicle door user is inside or outside the vehicle.

[0023] In one embodiment of the proposed method, the collision protection device can be activated in response to the vehicle door user touching the interior door handle. The activated collision protection device can be configured to monitor the monitoring area with at least one monitoring sensor.

[0024] For example, to activate the collision protection device, the control unit can be configured to send an activation signal to the collision protection device in response to receiving the touch signal. In a further embodiment, the control unit can be configured to send the activation signal only if the touch signal indicates that the vehicle door user is touching the interior door handle.

[0025] In one embodiment, the activation signal can be part of the control signal. For example, the activation signal can correspond to a predetermined voltage or current level of the control signal.

[0026] In principle, touch detection makes it possible to distinguish between cases where the vehicle door user opens the vehicle door while sitting inside the vehicle and cases where the vehicle door user opens the vehicle door while standing outside the vehicle.

[0027] If the vehicle door user opens the door while seated inside the vehicle, the corrosion protection device can be activated to detect potential obstructions to the door's movement. If the vehicle door user opens the door while standing outside the vehicle, the collision protection device cannot be activated to prevent the user from being falsely identified as an obstruction.

[0028] In principle, the adjustment mechanism of the vehicle door for motorized adjustment in servo mode can have an externally driven motor. This can improve ease of use when adjusting the vehicle door.

[0029] The vehicle door's adjustment mechanism can also be operated manually without requiring additional physical effort. This allows, in particular, the adjustment of the vehicle door via remote control. The remote control can be linked to identity recognition. Thus, the manually operated adjustment of the vehicle door can occur in response to the recognition of a predetermined user identity. This can further enhance the ease of use of the vehicle door.

[0030] The proposed procedure can be triggered by an operating event of the vehicle door initiated by the vehicle door user. Thus, depending on the test, the collision protection device can monitor the monitoring area with at least one monitoring sensor during every adjustment movement of the vehicle door. Consequently, the probability of a collision of the vehicle door during the adjustment movement when opening and / or closing can be reduced.

[0031] The detection of the vehicle door operation event can be achieved via at least one user sensor. This user sensor can, for example, be an accelerometer. Alternatively, the user sensor can also include a piezoelectric sensor to detect the applied actuation force.

[0032] The at least one usage sensor can be connected to the control unit and configured to send a usage signal to the control unit upon detection of an operation event at the vehicle door. Upon receiving the usage signal, the control unit can be configured to send a control signal, in particular an activation signal, to the collision protection device.

[0033] The collision protection device can be activated in response to receiving the activation signal.

[0034] In principle, the collision protection device can be set up to remain activated in an activated state in the event of receiving the activation signal.

[0035] The control unit can be configured to activate at least one drive of the adjustment mechanism in response to receiving the user signal. Thus, the motorized adjustment force for externally operated or motor-assisted adjustment of the vehicle door can be initiated via the user event.

[0036] In one embodiment, the at least one usage sensor can also be used as the at least one touch sensor. Thus, the control unit can be configured to receive the usage signal from the at least one touch sensor.

[0037] The test area can be determined based on an expected and / or actual adjustment movement of the vehicle door. This can further reduce the probability of the vehicle door colliding with an obstacle.

[0038] In particular, the test area can be determined depending on an expected or actual direction of movement of the vehicle door. Thus, the test area for an actual and / or expected opening of the vehicle door along a first direction of movement can differ from the test area for an actual and / or expected closing of the vehicle door along a second direction of movement. For example, the test area for the actual and / or expected opening of the vehicle door can be located on the outside of the vehicle door, e.g., in the area of ​​the exterior door handle. Similarly, the test area for the actual and / or expected closing of the vehicle door can be located on the inside of the vehicle door, for example, in the area of ​​the interior door handle.For example, the collision protection device can be activated via the interior door handle during the actual and / or anticipated opening of the closed vehicle door, but not via the exterior door handle. Similarly, for example, the collision protection device can be activated via the exterior door handle during the actual and / or anticipated closing of the open vehicle door, but not via the interior door handle.

[0039] The different arrangement of the test area can be achieved using multiple presence sensors. The above statements regarding the single presence sensor apply to each of these multiple presence sensors. To adapt the test area based on the expected and / or actual adjustment movement, the control unit can be configured to ignore presence signals from a selection of these multiple presence sensors. This selection can depend on the expected or actual direction of movement of the vehicle door.

[0040] For example, when an opening process is anticipated or actually occurs, the control unit can send an activation signal to the collision protection device in response to a presence signal from a presence sensor on the inside door handle, while ignoring a presence signal from a presence sensor on the outside door handle. Similarly, when a closing process is anticipated or actually occurs, the control unit can send an activation signal to the collision protection device in response to a presence signal from the presence sensor on the outside door handle, while ignoring the presence signal from the presence sensor on the inside door handle. Alternatively, the control unit can be configured to deactivate individual presence sensors from a majority of the presence sensors based on the anticipated and / or actual movement.

[0041] The actual adjustment movement can be determined via the adjustment position and / or adjustment speed of the vehicle door. This can improve the prediction of the expected or actual adjustment movement.

[0042] The adjustment position of the vehicle door can be controlled by at least one position sensor. Such a position sensor can, for example, be configured with at least one acceleration sensor. Alternatively or additionally, the position sensor can be coupled to the adjustment mechanism. In particular, the position sensor can be configured to assign an adjustment position to the vehicle door along an adjustment path between a closed and a fully open position. For example, in the case of a pivoting vehicle door, such an assignment can be made via an opening angle. This opening angle can, for example, be defined between a longitudinal axis of the vehicle and a longitudinal axis of the vehicle door.

[0043] For example, an opening angle of 0° can correspond to a closed door.

[0044] The at least one position sensor can be coupled to the control unit and configured to send data regarding the adjustment position of the vehicle door to the control unit.

[0045] The adjustment rate can be defined as a time derivative of the adjustment position. Therefore, the sign of the adjustment rate can provide information about the direction of the adjustment. In particular, a change in the sign of the adjustment rate can indicate a reversal of the direction of the adjustment movement. Furthermore, a zero crossing of the adjustment rate can indicate an interruption and / or a reversal of the direction of the adjustment movement.

[0046] The expected adjustment movement can be determined using logic based on the adjustment position and / or adjustment speed of the vehicle door as described above.

[0047] Such logic can, for example, assign the adjustment movement along the first direction to a closed vehicle door as its expected movement. Furthermore, such logic can assign the adjustment movement along the second direction to a fully open vehicle door as its expected movement. Additionally, based on the temporal progression of the adjustment position and / or the adjustment speed, the interruption and / or reversal of the adjustment movement can be predicted. To predict the expected adjustment movement, the logic can be trainable and / or individualizable via identity recognition. In principle, the control unit can be configured to apply the logic for determining the expected adjustment movement to the determined adjustment position and / or adjustment speed.

[0048] According to the invention, the activated collision protection device is deactivated when the at least one presence sensor detects that a body part of the vehicle door user is located in the test area, or the deactivated collision protection device is activated when the at least one presence sensor detects that no body part of the vehicle door user is located in the test area.

[0049] The deactivated collision protection device may be set to not monitor the monitored area.

[0050] To deactivate the collision protection device, the control unit can be configured, for example, to send a deactivation signal to the collision protection device in response to receiving a presence signal from the presence sensor. The collision protection device can then be deactivated upon receiving this deactivation signal.

[0051] In one embodiment, the collision protection device can be activated and deactivated via its secondary control unit. This secondary control unit can be configured to stop and / or reverse the adjustment movement of the vehicle door only when the monitoring signal is received and the device is activated. The secondary control unit can be deactivated upon receiving the deactivation signal and activated upon receiving the activation signal.

[0052] In the deactivated state, the other control unit can be configured not to initiate any subsequent processes in response to receiving the deactivation signal. Thus, a collision protection device that has already been deactivated can remain deactivated upon receiving another deactivation signal.

[0053] In one embodiment, the deactivation signal can be part of the control signal. For example, the deactivation signal can correspond to a predetermined voltage or current level of the control signal.

[0054] For example, to deactivate the collision protection device in response to touch detection, the control unit can be configured to send a deactivation signal to the collision protection device, in particular to the other control unit, upon receiving the touch signal. In a further embodiment, the control unit can be configured to send the deactivation signal only if the touch signal indicates that the vehicle door user is touching the exterior door handle.

[0055] The test can be repeated at predetermined time intervals when the collision protection device is activated.

[0056] This allows for regular checks to determine whether at least one part of the vehicle door user's body is within the test area. Specifically, it allows for regular checks during the adjustment movement to see if the vehicle door user has entered the test area. This prevents the vehicle door user, who is moving around the door during the adjustment movement, from being incorrectly identified as an obstacle.

[0057] For example, the adjustment movement can occur in multiple phases, with the collision protection device being activated and deactivated in at least one of the phases. For instance, the collision protection device can be activated when the vehicle door is opened using the interior door handle. In this case, the first phase of the adjustment movement occurs with the collision protection device activated. During the adjustment movement, the vehicle door user can leave the vehicle interior and walk around the door to further open it using the exterior door handle in the second phase. Through repeated checks, it can be detected that the vehicle door user has at least partially entered the detection zone. The collision protection device can then be deactivated. This can prevent the vehicle door user from being mistakenly identified as an obstacle.

[0058] To perform checks at predetermined time intervals, at least one presence sensor can be configured to receive a test command. Upon receiving the test command, the at least one presence sensor can then carry out the check.

[0059] In one embodiment, the at least one presence sensor can be coupled with a timer. The timer can be configured to send the test command to the at least one presence sensor at predetermined time intervals.

[0060] In a further embodiment, the timer can continuously or quasi-continuously send information regarding a system time to the at least one presence sensor. Quasi-continuous refers to a sequence of time-discrete transmissions suitable for determining the elapse of predetermined time intervals with a negligible error. For example, the timer has a transmission frequency that corresponds to at most one-fifth of the predetermined time intervals, and in particular, at most one-tenth of the predetermined time intervals. Based on the system time received from the timer, the at least one presence sensor can determine the elapse of the predetermined time intervals and perform a check after each elapsed interval.

[0061] In a further embodiment, the timer can be coupled to the control unit. The timer can be configured to send a time signal to the control unit at predetermined time intervals. Upon receiving the time signal, the control unit can send the test command to the at least one presence sensor. Alternatively, the timer can continuously or quasi-continuously send information regarding the system time to the control unit. Based on the system time received from the timer, the control unit can determine the elapsed time of the predetermined intervals and, after each elapsed interval, send the test command to the at least one presence sensor.

[0062] In one implementation of repeated testing at predetermined time intervals, quasi-continuous testing can be performed. "Quasi-continuous" refers to time-discrete testing processes at a frequency suitable for detecting any change in the condition being tested that would be expected during normal use faster than the usual human reaction time. For example, quasi-continuous testing has a frequency higher than 5 Hz, and particularly higher than 10 Hz. The test can be repeated when the adjustment position of the vehicle door reaches a predetermined test position. This allows for multi-phase adjustment movements as an alternative or supplement to repeating the test at predetermined time intervals.

[0063] The control unit can be configured to receive data regarding the adjustment position from at least one position sensor, compare it with the predetermined test position, and, in response to the adjustment position reaching the predetermined test position, send the deactivation signal to the collision protection device.

[0064] Alternatively, the position sensor can compare the determined adjustment position with the predetermined test position and, in response to the adjustment position reaching the predetermined test position, send a position signal to the control unit. The control unit can be configured, upon receiving the position signal, to send the test command to at least one presence sensor.

[0065] In principle, the test position can be defined by a plurality of predetermined adjustment positions. In the case of a vehicle door designed as a pivoting door, the test position can correspond to several, not necessarily contiguous, ranges of the opening angle. Alternatively, the test position can also correspond to a single, contiguous range of the opening angle. In particular, the test position can be defined by at least one logical greater than or equal to or less than or equal to condition.

[0066] In one design, the activated collision protection device can be deactivated if repeated checks show that at least one part of the vehicle door user's body is within the test area. This can further improve ease of use.

[0067] Additionally, any type of repeated check can be terminated when the adjustment position reaches a predetermined final position and / or a predetermined maximum time has elapsed since the most recent operating event. This can reduce electrical power consumption, particularly when the vehicle door is closed and / or permanently open.

[0068] The collision protection device can be activated when an adjustment position of the vehicle door reaches a predetermined activation position.

[0069] In particular, the collision protection device can be reactivated during an adjustment movement. For example, the adjustment movement can be multi-phased, with the collision protection device being activated in at least one phase and either not activated or deactivated in at least one other phase. For instance, the vehicle door user can initiate the adjustment movement, and the collision protection device is not activated by the presence of at least one part of the user's body within the test area. In this case, the first phase of the adjustment movement can occur with the collision protection device not activated. During the adjustment movement, the vehicle door user can leave the test area. If the vehicle door's adjustment position reaches the activation position after the user leaves the test area, the collision protection device can be activated.If the vehicle door is moved further from its activated position during the second phase of the adjustment movement, this second phase can be carried out with the collision protection device activated. For example, this allows a person standing outside the vehicle to open the closed door without falsely identifying them as an obstacle. During the adjustment movement, the person can step out of the detection zone to, for example, in the case of a swing-out door, move between the door and an opening cleared by the door. Further adjustment of the door can then be carried out with the collision protection device activated. This can reduce the risk of the door colliding with obstacles, particularly during entry and exit maneuvers.

[0070] The adjustment position of the vehicle door can be achieved via at least one position sensor, as described above.

[0071] The at least one position sensor can be coupled to the control unit and configured to send data regarding the adjustment position of the vehicle door to the control unit. The control unit can be configured to receive the data regarding the adjustment position, compare it with the predetermined activation position, and, in response to the adjustment position reaching the predetermined activation position, send the activation signal to the collision protection device.

[0072] Alternatively, the position sensor can compare the determined adjustment position with the predetermined activation position and, in response to the adjustment position reaching the predetermined activation position, send a position signal to the control unit. Thus, the control unit can also be configured to send the activation signal to the collision protection device upon receiving the position signal.

[0073] In principle, the predetermined activation position can be defined by a plurality of predetermined adjustment positions at which the collision protection device can be activated.

[0074] The activation position can be defined over a not necessarily contiguous range of the opening angle. In particular, the activation position can be formulated by a logical greater than or equal to or less than or equal to condition.

[0075] The collision protection device can also be activated depending on the adjustment speed of the vehicle door.

[0076] In principle, the zero crossing of the adjustment speed can be linked to an interruption of the adjustment movement. Interruptions and / or reversals of the adjustment movement can, in practice, be associated with a vehicle door user walking around the vehicle door. Therefore, the collision protection device can be activated depending on the adjustment speed after interruptions and / or reversals of the adjustment movement. This can further improve collision protection for a vehicle door.

[0077] The adjustment speed can be determined using the at least one position sensor described above. If the at least one position sensor sends data regarding the adjustment position to the control unit, the control unit can be configured to determine the adjustment speed by deriving the adjustment position over time. In the event of a zero crossing and / or a reversal of direction, the control unit can send the activation signal to the collision protection device. Alternatively, the position sensor can determine the adjustment speed and, in the event of a zero crossing and / or a reversal of direction, send a position signal to the control unit. Upon receiving the position signal, the control unit can send the activation signal to the collision protection device. The adjustment speed can also be determined using at least one speed sensor.The statements regarding possible embodiments for activating the collision protection device using the adjustment speed determined via the at least one position sensor apply analogously to the adjustment speeds determined via the at least one speed sensor.

[0078] In one embodiment, the collision protection device can be activated when a sensor detects that the vehicle door is being adjusted by a vehicle door user at a speed exceeding a predefined speed threshold. This speed threshold can, for example, comprise only the magnitude or the magnitude and sign of the adjustment speed. Thus, the collision protection device can be activated by any adjustment movement exceeding the speed threshold, regardless of the direction of adjustment. Alternatively, the collision protection device can be activated by an adjustment movement exceeding the speed threshold in exactly one direction.

[0079] For example, the collision protection device can be activated by any adjustment of the vehicle door along the second adjustment direction.

[0080] The result of checking for presence and / or detecting an obstacle can be indicated via a visual and / or audible signal. This can improve the perception of a check or detection result.

[0081] For example, the vehicle door user can be informed that the collision protection device is deactivated due to the presence of at least one part of their body within the test area. Furthermore, the vehicle door user can be informed that, due to the detection of an obstacle, the adjustment movement could lead to a collision between the vehicle door and an obstacle. In principle, the visual and / or acoustic signal can be emitted via the adjustment mechanism as a supplement to, or alternative to, stopping or reversing the adjustment movement.

[0082] The signal can be emitted via at least one acoustic and / or one visual signal generator of the collision protection system, perceptible to a vehicle door user and / or other persons. The collision protection system can be configured to emit a signal via the at least one signal generator in response to receiving a deactivation signal. Furthermore, the collision protection system can be configured to emit a signal via the at least one signal generator in response to the detection of an obstacle. To differentiate between the indicated scenarios, a first signal generator can be configured to indicate the deactivation of the collision protection system, and a second signal generator can be configured to indicate the detection of an obstacle.

[0083] Alternatively or additionally, a signal transmitter can be used to indicate to the vehicle door user and / or other persons that the collision protection device is activated.

[0084] In principle, monitoring by the collision protection device of the monitored area can be continuous or discrete during the activated state. For example, the at least one monitoring sensor can be configured to determine the distance between itself and an obstacle within the monitored area.

[0085] In one embodiment of the proposed solution, the at least one monitoring sensor can include at least one radar sensor. In principle, the at least one monitoring sensor can be configured with any type of sensor capable of measuring the distance to an object.

[0086] When using spatially resolved monitoring sensors, the at least one monitoring sensor can detect a multitude of distances. For example, the relevant distance among the multitude of detected distances can be the minimum distance detected within a specific time integration interval. The at least one monitoring sensor can be configured to compare the detected distance or the relevant distance from the plurality of detected distances with a predetermined threshold. If the distance or the relevant distance falls below the threshold, the at least one monitoring sensor can be configured to send a monitoring signal to the control unit of the collision protection device. In response to receiving the monitoring signal, the collision protection device can stop and / or reverse the adjustment movement of the vehicle door.Alternatively, the at least one monitoring sensor can send data regarding the measured distance or the relevant distance to the control unit. The control unit can be configured to compare the distance or the relevant distance with the predetermined threshold and, in response to the distance or the relevant distance falling below the predetermined threshold, to stop and / or reverse the adjustment movement.

[0087] In principle, the collision protection system can be configured to determine the distance between a potential obstacle and the vehicle door. For example, this determination can be based on the distance between the at least one monitoring sensor and the potential obstacle, as measured by the at least one monitoring sensor, and the adjustment position of the vehicle door.

[0088] In one embodiment, the collision protection device can be configured to stop and / or reverse the adjustment movement if the distance between the vehicle door and the potential obstacle falls below a predetermined threshold. For example, this threshold can depend on the adjustment speed.

[0089] The monitoring area measured by the at least one monitoring sensor can, by way of example, correspond at least to the adjustment range of the vehicle door swept over when adjusting between the closed position and the maximum open position.

[0090] For example, the monitoring area can be larger than the adjustment range of the vehicle door. This can enable early prediction of moving obstacles entering the swing area.

[0091] In principle, stopping the adjustment movement by the collision protection device can include braking the adjustment movement until the vehicle door comes to a complete stop. Furthermore, stopping the movement can include blocking the vehicle door from being adjusted again.

[0092] In a supplementary embodiment, the blocking of the vehicle door against further adjustment can be limited to exactly one of the possible adjustment directions. For example, the vehicle door can thus be adjustable along the second adjustment direction due to the detection of an obstacle in the direction of the first adjustment direction, but be blocked from adjustment along the first adjustment direction.

[0093] The aforementioned problem is also solved by a system according to claim 12. The proposed system comprises: a collision protection device (2) with at least one monitoring sensor (21A, 21B), wherein the collision protection device (2) is configured to prevent a collision of the vehicle door (11) to be adjusted with an obstacle, a monitoring area (22) in the vicinity of the vehicle door (11) with the at least one monitoring sensor (21A, 21B) for possible obstacles (O), at least one presence sensor (23A, 23B), and a control unit (3) coupled to the at least one presence sensor (23A, 23B) and the collision protection device (2), which is configured to check via the at least one presence sensor (23A, 23B) whether at least one body part of a vehicle door user (U) is located in a test area (24) different from the monitoring area (22), and to control the collision protection device (2) depending on whether at least one body part of the vehicle door user (U) is in the test area (24). is located wherein the activated collision protection device (2) is deactivated when the at least one presence sensor (23A, 23B) detects that a body part of the vehicle door user (U) is located in the test area (24), or the deactivated collision protection device (2) is activated when the at least one presence sensor (23A, 23B) detects that no body part of the vehicle door user (U) is located in the test area (24).

[0094] Thus, according to the proposed solution, the system monitors the monitoring area when the check reveals that no part of the vehicle door user's body is within the area. The system is also configured not to monitor the area if the check reveals that a part of the vehicle door user's body is within it. Therefore, the proposed system can prevent the vehicle door user from being falsely identified as an obstacle, which would prevent the collision protection device from incorrectly stopping the adjustment movement.

[0095] In addition, or alternatively, the proposed system for motor-assisted swiveling of the vehicle door may have at least one drive coupled to the adjustment mechanism of the vehicle door.

[0096] The system can include at least one touch sensor for touch detection on at least one operating element of the vehicle door. This touch sensor can be coupled to the control unit. As explained above with reference to the method, the touch sensor can be used to check whether at least one part of the vehicle door user's body is within the test area.

[0097] In a further embodiment of the proposed system, the system can include at least one usage sensor for detecting the operation of the vehicle door. As explained above with reference to the proposed method, the at least one usage sensor can be configured, for example, as an acceleration sensor or a touch sensor, such as a capacitive sensor. Alternatively, the at least one usage sensor can also include, for example, a piezoelectric sensor for detecting the applied actuation force.

[0098] In principle, the at least one touch sensor can also be used as the at least one usage sensor. For further details regarding the usage sensor and the touch sensor, please refer to the preceding explanations within the framework of the proposed procedure.

[0099] The system can have at least a position sensor coupled to the control unit to detect the adjustment position of the vehicle door. The control unit can be configured to activate the collision protection device by adjusting the vehicle door when the adjustment position reaches a predetermined activation position.

[0100] The foregoing explanations regarding embodiments and advantages of the proposed method also apply analogously to the proposed system.

[0101] Furthermore, the aforementioned problem is also solved by a vehicle having a vehicle door and the proposed system for adjusting the vehicle door.

[0102] The attached figures illustrate possible implementation variants of the proposed solution.

[0103] The foregoing explanations regarding embodiments and advantages of the proposed system also apply analogously to the proposed vehicle.

[0104] This shows: Figure 1 is a block diagram of an embodiment of a system according to the proposed solution comprising a usage sensor, a presence sensor, a control unit, and a collision protection device; Figure 2 is a perspective view of a section of a proposed vehicle with a pivoting vehicle door and an embodiment of the proposed system; Figures 3A to 3C are top views of an embodiment of the proposed vehicle in different usage situations; Figures 4A to 5B are top views of another embodiment of the proposed vehicle in different usage situations; Figure 6 is a top view of another embodiment of the proposed vehicle with a sliding door; Figure 7 is a flowchart of a method not according to the invention; and Figure 8 is a flowchart of an embodiment variant of the proposed method.

[0105] Figure 1Figure 1 shows a first embodiment of a proposed system for adjusting a vehicle door 11. Such a system comprises at least one collision protection device 2 with at least one monitoring sensor 21A, 21B. The collision protection device 2 is configured to monitor a monitoring area 22 in the vicinity of the vehicle door 11 for potential obstacles O, in order to prevent a collision between the vehicle door 11 being adjusted and an obstacle O. Furthermore, the system includes at least one presence sensor 23A, 23B, and a control unit 3 coupled to the presence sensor 23A, 23B and the collision protection device 2.The control unit 3 is configured to check, via at least one presence sensor 23A, 23B, whether at least one body part of a vehicle door user U is located in a test area 24 different from the monitoring area 22, and to control the collision protection device 2 depending on whether at least one body part of the vehicle door user U is located in the test area 24.

[0106] In the Figure 1In the illustrated embodiment, the presence sensor 23A is configured to send a presence signal S23 to the control unit 3 when at least one part of the vehicle door user U is located within the test area 24. The control unit 3 is configured to receive the presence signal S23 and, in response to receiving the presence signal S23, to deactivate the collision protection device 2 via a deactivation signal S3A. Thus, the control unit 3 is configured to deactivate the collision protection device 2 when at least one part of the vehicle door user U is located within the test area 24. Furthermore, the system includes an usage sensor 4 for detecting an operating event of the vehicle door 11. The usage sensor 4 is coupled to the control unit 3 and configured to send the usage signal S4 to the control unit 3 in response to the detection of the operating event.The control unit 3 is in turn configured to send an activation signal S3B to the collision protection device 2 in response to receiving the usage signal S4.

[0107] In an exemplary embodiment, the at least one presence sensor S23A can be configured with a capacitive sensor, an inductive sensor or an optical sensor.

[0108] In a further embodiment, the at least one monitoring sensor 21A of the collision protection device 2 can be used as a presence sensor 32A. For example, such a monitoring sensor 21A, 23A can be configured with a sensor array. Based on the information acquired by the sensor array, distance and / or outline detection of an object can be performed. In particular, object classification via pattern recognition is conceivable and possible based on the information acquired by the sensor array. Based on the classification and / or the distance, the sensor array can distinguish between a person in the test area 24 and an obstacle O.

[0109] In a further alternative embodiment, the collision protection device 2 can include an additional control unit. This additional control unit can be coupled to the at least one monitoring sensor 21A and the adjustment mechanism 12 of the vehicle door 11. In the event of an obstacle being detected in the monitoring area 22, the at least one monitoring sensor 21A can send a monitoring signal S21 to the additional control unit. When activated, the additional control unit can be configured to stop and / or reverse the adjustment movement of the vehicle door 11 via the adjustment mechanism 12 upon receiving the monitoring signal S21. Conversely, when deactivated, the additional control unit can be configured not to initiate any subsequent processes in response to receiving the deactivation signal S3A.Thus, a collision protection device 2 that has already been deactivated can remain deactivated when receiving another deactivation signal S3A.

[0110] In a further embodiment, the proposed system can have at least one touch sensor, in particular a capacitive or inductive touch sensor, to detect a touch. The at least one touch sensor can be connected to the control unit 3 and configured to send a touch signal to the control unit 3 when a touch is detected. Upon receiving the touch signal, the control unit 3 can be configured to send a deactivation signal S3A to the collision protection device 2. The collision protection device 2 can, in turn, be deactivated in response to receiving the deactivation signal S3A.

[0111] In one embodiment, the at least one usage sensor 4 can also be used as the at least one touch sensor. Thus, the control unit 3 can be configured to receive the usage signal S4 from the at least one touch sensor.

[0112] For motor-assisted adjustment of the vehicle door 11, the adjustment mechanism 12 of the vehicle door can have an externally powered drive.

[0113] In a further alternative embodiment, the proposed system for adapting the test area 24 can have a plurality of presence sensors 23A. The control unit 3 can be configured to ignore presence signals S32 from a selection of the plurality of presence sensors 23A. This selection can depend on the expected or the actual adjustment direction of the vehicle door 11. Alternatively, the control unit 3 can be configured to deactivate individual presence sensors 23A from the plurality of presence sensors 23A.

[0114] To determine the adjustment position of the vehicle door 11, the proposed system can include at least one position sensor. Such a position sensor can, for example, be configured with at least one acceleration sensor. Alternatively or additionally, the position sensor can be coupled to the adjustment mechanism 12. The at least one position sensor can be coupled to the control unit 3 and configured to send data regarding the adjustment position of the vehicle door 11 to the control unit 3.

[0115] To perform checks at predetermined time intervals, at least one presence sensor 23A can be configured to receive a test command. Upon receiving the test command, the at least one presence sensor 23A can then carry out the test.

[0116] In one embodiment, the at least one presence sensor 23A can be coupled to a timer. The timer can be configured to send the test command to the at least one presence sensor 23A at predetermined time intervals. In another embodiment, the timer can be coupled to the control unit 3. The timer can be configured to send a time signal to the control unit 3 at predetermined time intervals. Upon receiving the time signal, the control unit 3 can send the test command to the at least one presence sensor 23A.

[0117] In a further embodiment of the proposed system, the system can include an acoustic and / or an optical signaling device to indicate the result of checking for the presence and / or detection of an obstacle. The collision protection device 2 can be configured to emit a signal via the at least one signaling device in response to receiving a deactivation signal S3A. Furthermore, the collision protection device 2 can be configured to emit a signal via the at least one signaling device in response to the detection of an obstacle. To differentiate between the indicated cases, a first signaling device can be configured to indicate the deactivation of the collision protection device 2, and a second signaling device can be configured to indicate the detection of an obstacle.

[0118] Figure 2Figure 1 shows a section of a vehicle 1 according to the proposed solution. The vehicle 1 has a partially open vehicle door 11, pivotally mounted to the vehicle body along the first adjustment device D1 and the second adjustment device D2. Furthermore, the vehicle 1 comprises the system according to the proposed solution, consisting of a collision protection device 2, a control unit 3, a presence sensor 23A, and a monitoring sensor 21A. The presence sensor 23A is designed as a touch sensor on the outer door handle 111. The presence sensor 23A is connected to the control unit 3 to send the presence signal S23 to the control unit 3 in response to the detection of a touch on the outer door handle 111. The control unit 3 is coupled to the collision protection device 2 to send the deactivation signal S3A to the collision protection device 2 in response to receiving the presence signal S23.The monitoring sensor 21A is coupled to the collision protection device 2 and is configured to send the monitoring signal S21 to the collision protection device 2 in the event of the detection of an obstacle.

[0119] In alternative embodiments of the proposed vehicle 1, it can, in principle, have a plurality of monitoring sensors 21A and a plurality of presence sensors 23A. Individual presence sensors 23A and / or monitoring sensors 21A can also be arranged on the inside of the vehicle door 11 and / or the body of the vehicle 1.

[0120] The Figures 3A to 3CFigures 1 and 2 each show an embodiment of the proposed vehicle 1 with a pivoting vehicle door 11, another embodiment of the proposed system, an obstacle O, and a vehicle door user U in various positions relative to the vehicle 1. The different positions of the vehicle door user U represent a typical entry procedure into the vehicle 1. In contrast to the one in the Figure 2 The vehicle 1 shown includes the one shown in the Figures 3A to 3CThe system shown comprises the presence sensor 23A in an embodiment configured to detect the presence of at least one of the vehicle door users U within the test area 24. The presence sensor 23A is positioned in the area of ​​the exterior door handle 111 such that the exterior door handle 111 lies within the test area 24. Furthermore, in addition to the monitoring sensor 21A, the system includes the monitoring sensor 21B, which is mounted on the vehicle body. In contrast, the monitoring sensor 21A is located on the outer surface of the vehicle door 11. The monitoring sensor 21B is located in the foot area of ​​an entry opening accessible from the vehicle door 11. The collision protection device 2 is configured via the monitoring sensors 21A and 21B to monitor the monitoring area 22. The monitoring area 22 essentially corresponds to the pivoting range of the vehicle door 11.

[0121] In Figure 3AThe vehicle door 11 is in a closed position. The opening angle of the vehicle door 11 is therefore 0°. A vehicle door user U stands outside the vehicle 1 directly in front of the vehicle door 11 to apply an adjusting force to the vehicle door 11 via the exterior door handle 111, directed along the first adjusting device D1. The vehicle door user U is at least partially within the test area 24. Consequently, the collision protection device 2 is deactivated to prevent the vehicle door user U from being falsely identified as a potential obstacle. Furthermore, the obstacle O, which could collide with the vehicle door 11 if it were adjusted, is located within the monitoring area 22.

[0122] Figure 3B shows in contrast to Figure 3A the partially opened vehicle door 11 with an opening angle α1 greater than or equal to 0. Compared to the Figure 3A Is the vehicle door user U in the Figure 3B The vehicle door user U has stepped out of monitoring area 22 and test area 24. The vehicle door user U is in a position offset from the vehicle door 11 along the longitudinal axis L11 of the vehicle door 11. This corresponds to a typical position that the vehicle door user U assumes when entering the vehicle 1. The opening angle α1 is greater than or equal to an opening angle that defines the activation position. Thus, the collision protection device 2 is activated. Consequently, the obstacle O can be detected via the monitoring sensors 21A, 21B. Depending on the distance D' between the obstacle O and the vehicle door 11 determined by the collision protection device 2, the adjustment movement of the vehicle door 11 along the first adjustment device D1 can be stopped and / or reversed.

[0123] Figure 3C shows in contrast to the Figure 3BThe vehicle door 11, which is now open with an opening angle α2 > α1, provides full access to an interior space of the vehicle 1. Opposite the Figure 3B The vehicle door user U is in this case. Figure 3CThe vehicle door user U has entered the monitoring area 22 between the vehicle door 11 and the vehicle 1. The vehicle door user U is therefore not within the test area 24. Consequently, the collision protection device 2 is activated. Thus, both the vehicle door user U and the obstacle O can be detected as potential obstacles O for the adjustment movement. Based on the adjustment movement along the adjustment direction D1, only the obstacle O is determined as a potential obstacle O by the collision protection device 2. Depending on the distance D" detected by the collision protection device 2 between the vehicle door 11 and the obstacle O, the collision protection device 2 can stop and / or reverse the adjustment movement along the adjustment device D1.

[0124] The Figures 4A to 5BFigures 1 and 2 show the proposed vehicle with a pivoting vehicle door 11 and a further embodiment of the proposed system. In contrast to the one shown in the Figures 3A to 3C In the illustrated embodiment, the system comprises, in addition to the presence sensor 23A, a further presence sensor 23B.

[0125] The presence sensor 23A is analogous to the presence sensor 23A in the Figures 3A to 3C The illustrated embodiment is arranged. The additional presence sensor 23B is located in the area of ​​the interior door handle of the vehicle door 11. The test area 24 is arranged around the exterior door handle 111, depending on the adjustment device D1.

[0126] In the Figure 4AA vehicle door user U, viewed from vehicle 1, is located beyond the partially opened vehicle door 11. At least part of the vehicle door user U is located within the test area 24, which is arranged around the outer door handle 111. Furthermore, the vehicle door user U is at least partially located within the monitoring area 22. The vehicle door user U transmits an adjusting force to the vehicle door 11 via the outer door handle 111, acting along the first adjustment direction D1. The collision protection device 2 is therefore deactivated. Consequently, the adjusting movement along the first adjustment direction D1 is neither stopped nor reversed. Due to the deactivated collision protection device 2, the obstacle O located between the vehicle door 11 and the vehicle 1 cannot trigger a stopping and / or reversing of the adjusting movement along the first adjustment direction D1.

[0127] In the Figure 4B is in contrast to Figure 4AThe vehicle door user U is positioned partly between vehicle door 11 and vehicle 1 and partly inside vehicle 1. In contrast to the Figure 4A The obstacle O, viewed from vehicle 1, is located beyond vehicle door 11 within the monitoring area 22. The vehicle door user U applies an adjusting force to vehicle door 11 via the interior door handle, acting along the first adjusting device D1. The opening angle α is greater than or equal to the opening angle defining the activation position. Thus, the collision protection device 2 is positioned relative to the Figure 4A in the Figure 4B reactivated. Depending on the distance D", the adjustment movement along the adjustment direction D1 can be stopped and / or reversed by the collision protection device 2.

[0128] The Figures 5A and 5B show vehicle 1 of the in the Figures 4A and 4BThe illustrated embodiment. The test area 24 is arranged around the inside door handle depending on the second adjustment device D2.

[0129] In the Figure 5A The vehicle door user U is located analogously to the Figure 4A From the perspective of vehicle 1, beyond vehicle door 11. The vehicle door user U applies an adjusting force to vehicle door 11 via the exterior door handle 111, acting along the second adjustment direction D2. Vehicle door user U is not located within the test area 24. Therefore, the collision protection device 2 is activated. The collision protection device 2 determines the distance D" for the obstacle O located between vehicle door 11 and vehicle 1 within the monitoring area 22. If the distance D" is less than or equal to a predetermined threshold, the collision protection device 2 stops and / or reverses the adjusting movement of vehicle door 11 along the second adjustment direction D2.

[0130] In the Figure 5B The vehicle door user U is located analogously to the Figure 4B Partly between vehicle door 11 and vehicle 1, and partly inside vehicle 1. The vehicle door user U transmits the adjusting force acting along the second adjustment direction D2 into vehicle door 11 via the interior door handle. Vehicle door user U is at least partially located within the test area 24. Therefore, the collision protection device 2 is deactivated. Due to the adjusting device D2, the detection of the obstacle O by the collision protection device 2 in the monitoring area 22 beyond vehicle door 11 does not lead to a stop and / or reversal of the adjustment movement.

[0131] The Figure 6Figure 1 shows a vehicle 1 with a vehicle door 11, which is slidably mounted on the vehicle 1 along an adjustment path P11. Furthermore, the vehicle 1 has another embodiment of the proposed system. The system comprises a monitoring sensor 21A for monitoring the monitoring area 22 and a presence sensor 23A for detecting the presence of at least one of the vehicle door users U in the test area 24. Analogous to the preceding descriptions of the Figures 3A to 5BThe system is configured to deactivate the collision protection device 2 if the presence sensor 23A detects that at least part of the vehicle door user U is located within the test area 24. The collision protection device 2 is, in turn, configured to stop and / or reverse any adjustment movement along the adjustment path P11 if the collision protection device 2 is activated and the monitoring sensor 21A detects an obstacle O within the monitoring area 22. Detecting the obstacle O may, in particular, include determining a distance D', D" between the vehicle door 1 and the obstacle O and testing whether the distance D', D" falls below a predetermined threshold.

[0132] Figure 7Figure 1 shows a flowchart of a method not according to the invention. After starting, the method comprises at least checking with the at least one presence sensor 23A whether at least one body part of a vehicle door user U is located in the test area 24, and controlling the collision protection device 2 depending on whether a body part of a vehicle door user U is located in the test area 24. Depending on the test, the monitoring area 22 is monitored by the collision protection device 2 with the at least one monitoring sensor 21A, 21B. In an alternative embodiment, the test can include detecting whether the vehicle door user U is touching the at least one operating element, in particular the outer door handle 111 or the inner door handle, on the vehicle door 11. For example, the detection of a touch can be carried out via at least one touch sensor.

[0133] In one embodiment of the proposed method, the collision protection device 2 can be activated in response to the vehicle door user U touching the interior door handle. However, the collision protection device 2 cannot be activated if the exterior door handle is touched. In a further embodiment, the adjustment of the vehicle door 11 can be performed in a servo mode with motor assistance.

[0134] Figure 8 The diagram shows a flowchart of a further embodiment of the proposed procedure. According to this diagram, the proposed procedure is triggered by an operating event of vehicle door 11, in which a touch of the interior door handle is detected.

[0135] This activates the collision protection device 2. The system then checks whether at least one body part of the vehicle door user U is located within the test area 24. If it cannot be determined that at least one body part of the vehicle door user U is located within the test area 24, the adjustment position of the vehicle door 11 is determined. Based on this adjustment position, a further check is performed to determine whether the adjustment position has reached a final position. If the final position has been reached, the procedure is terminated. Otherwise, the system checks again whether at least one body part of the vehicle door user U is located within the test area 24. Should the check for the presence of at least one body part of the vehicle door user U reveal that at least one body part of the vehicle door user U is located within the test area 24, the collision protection device 2 is deactivated.The adjustment position is then determined, and it is checked whether the adjustment position has reached the activation position. Upon reaching the activation position, the collision protection device 2 is reactivated. If the activation position has not been reached, it is checked whether the adjustment position has reached the final position. If the final position has not been reached, it is checked again whether at least one part of the vehicle door user U's body is located in the test area 24. If, however, the adjustment position has reached the final position, the procedure is terminated.

[0136] In a further embodiment, the proposed procedure can include the determination of the expected and / or actual adjustment movement.

[0137] In another alternative embodiment, the test area 24 can be determined depending on the expected and / or actual adjustment movement of the vehicle door 22. The test area 24 can be adjusted via a plurality of presence sensors 23A, 23B. For the adjustment of the test area 24, presence signals S23 from a selection of the majority of presence sensors 23A, 23B can be ignored. This selection can depend on the expected or actual adjustment direction D1, D2 of the vehicle door 22.

[0138] Furthermore, the check can be repeated at predetermined time intervals when collision protection device 2 is activated.

[0139] Alternatively or additionally, the collision protection device 2 can also be reactivated after deactivation depending on the adjustment speed of the vehicle door 11.

[0140] In a further alternative embodiment, the proposed procedure can also include displaying the result of the presence check and / or the detection of an obstacle O via an optical and / or acoustic signal. Reference symbol list

[0141] 1 Vehicle D1 First adjustment direction D2 Second adjustment direction 11 Vehicle door P11 Adjustment path L11 Longitudinal axis 111 Door handle 12 Adjustment mechanism α, α1, α2 Opening angle 2 Collision protection device D', D" Distance 21 A, 21 B Monitoring sensor S21 Monitoring signal 22 Monitoring area 23 A, 23 B Presence sensor S23 Presence signal 24 Test area 3 Control unit S3 A ​​Deactivation signal S3 B Activation signal 4 Usage sensor S4 Usage signal O Obstacle U Vehicle door user

Claims

1. Method for adjusting a vehicle door (11), at least comprising the following steps: - using at least one presence sensor (23A, 23B) to test whether at least one body part of a vehicle door user (U) is in a test area (24), and - controlling a collision protection device (2) of the vehicle door (11) on the basis of whether a body part of the vehicle door user (U) is in the test area (24), wherein the collision protection device is configured to monitor a monitoring area (22) that differs from the test area (24) and is in the area surrounding the vehicle door (11) for possible obstacles (O) using at least one monitoring sensor (21A, 21B) in order to avoid a collision between the vehicle door (11) to be adjusted and an obstacle (O), characterized in that the collision protection device (2) is activated, and is deactivated if it is identified, by means of the at least one presence sensor (23A, 23B), that a body part of the vehicle door user (U) is in the test area (24), or the collision protection device (2) is deactivated, and is activated if it is identified, by means of the at least one presence sensor (23A, 23B), that there is no body part of the vehicle door user (U) in the test area (24).

2. Method according to claim 1, characterized in that the testing comprises a detection of whether the vehicle door user (U) is touching at least one operating element on the vehicle door (11), in particular an outside door handle (111) or an inside door handle of the vehicle door (11).

3. Method according to claim 2, characterized in that the collision protection device (2) is activated if the testing reveals that the vehicle door user (U) is touching the inside door handle.

4. Method according to any one of claims 1 to 3, characterized in that the collision protection device (2) is coupled to an adjustment mechanism (12) of the vehicle door (11) that comprises at least one motorized drive, which is provided for assisting an adjustment of the vehicle door (11) that is actuated by muscle power, and / or that the testing is triggered by an operating event brought about by the vehicle door user (U), and / or that the test area (24) is determined on the basis of an expected or actual adjustment movement of the vehicle door (11).

5. Method according to claim 2 and claim 4, in which the testing is triggered by an operating event, characterized in that the operating event is caused by the touching of at least one operating element.

6. Method according to claim 5, in which the test area (24) is determined based upon an adjustment movement, characterized in that the expected or actual adjustment movement is determined from position and / or acceleration information of the vehicle door (11).

7. Method according to any one of the preceding claims, characterized in that the testing is repeated at predetermined time intervals, and / or in the testing is repeated at predetermined time intervals in response to an adjustment of the vehicle door (11) into a predetermined test position.

8. Method according to claim 7, characterized in that the activated collision protection device (2) is deactivated if the repeated testing reveals that at least one body part of the vehicle door user (U) is in the test area (24).

9. Method according to any one of the preceding claims, characterized in that the collision protection device (2) is activated if an adjustment position of the vehicle door (11) reaches a predetermined activation position, and / or the collision protection device (2) is activated if it is identified, by sensors, that the vehicle door (11) is adjusted by a vehicle door user (U) at an adjustment speed that exceeds a predefined speed threshold value.

10. Method according to claim 14, characterized in that the activation position is defined over a region of an opening angle (α, α1, α2) of the vehicle door (11).

11. Method according to any one of the preceding claims, characterized in that a result of the testing and / or a detection of an obstacle (O) is displayed via an optical and / or acoustic signal, and / or that the at least one monitoring sensor (21A, 21B) is a radar sensor.

12. System for adjusting a vehicle door (11), comprising: - a collision protection device (2) comprising at least one monitoring sensor (21A, 21B), wherein the collision protection device (2) is configured to monitor a monitoring area (22) in the area surrounding the vehicle door (11) for possible obstacles (O) using at least one monitoring sensor (21A, 21B) in order to avoid a collision between the vehicle door (11) to be adjusted and an obstacle (O), - at least one presence sensor (23A, 23B), and - a control unit (3) which is coupled to the at least one presence sensor (23A, 23B) and the collision protection device (2) and which is configured to test, by means of the at least one presence sensor (23A, 23B), whether at least one body part of a vehicle door user (U) is in a test area (24) that is different from the monitoring area (22), and to control the collision protection device (2) on the basis of whether a least one body part of the vehicle door user (U) is in the test area (24), characterized in that - the activated collision protection device (2) is deactivated if it is identified, by means of the at least one presence sensor (23A, 23B), that a body part of the vehicle door user (U) is in the test area (24), or the deactivated collision protection device (2) is activated if it is identified, by means of the at least one presence sensor (23A, 23B) that there is no body part of the vehicle door user (U) in the test area (24).

13. System according to claim 12, characterized in that, for motor-assisted pivoting of the vehicle door (11), the system comprises at least one drive that is coupled to an adjustment mechanism (12) of the vehicle door (11), and / or that the system comprises at least one touch sensor, coupled to the control unit (3), for touch detection on at least one operating element of the vehicle door (11).

14. System according to any one of claims 12 or 13, characterized in that the system comprises, for identifying an operating event of the vehicle door (11), at least one use sensor (4) that is coupled to the control unit (3), and the control unit (3) is configured to trigger the testing in response to the operating event, and / or that the system comprises, for identifying an adjustment position of the vehicle door (11), at least one position sensor that is coupled to the control means, and the control unit (3) is configured to trigger a repeated testing if the adjustment position reaches a predetermined activation position, and / or that the control unit (3) is coupled to a timer and configured, to test, at predetermined time intervals, and / or in that the control unit (3) is configured to deactivate the activated collision protection device (2) if a repeated testing finds that at least body part of the vehicle door user (U) is in the test area (24).

15. Vehicle (1) comprising an adjustable vehicle door (11) and a system according to any one of claims 12 to 14.

Images