EP1658409A1 - Door-locking system for a motor vehicle - Google Patents

Door-locking system for a motor vehicle

Info

Publication number
EP1658409A1
EP1658409A1 EP04764090A EP04764090A EP1658409A1 EP 1658409 A1 EP1658409 A1 EP 1658409A1 EP 04764090 A EP04764090 A EP 04764090A EP 04764090 A EP04764090 A EP 04764090A EP 1658409 A1 EP1658409 A1 EP 1658409A1
Authority
EP
European Patent Office
Prior art keywords
locking
current
door
locking element
position monitoring
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP04764090A
Other languages
German (de)
French (fr)
Other versions
EP1658409B1 (en
Inventor
Richard Baur
Gerald Bergmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP1658409A1 publication Critical patent/EP1658409A1/en
Application granted granted Critical
Publication of EP1658409B1 publication Critical patent/EP1658409B1/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/64—Monitoring or sensing, e.g. by using switches or sensors
    • E05B81/76—Detection of handle operation; Detection of a user approaching a handle; Electrical switching actions performed by door handles
    • E05B81/78—Detection of handle operation; Detection of a user approaching a handle; Electrical switching actions performed by door handles as part of a hands-free locking or unlocking operation
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/56—Control of actuators
    • E05B81/58—Control of actuators including time control, e.g. for controlling run-time of electric motors
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/56—Control of actuators
    • E05B81/62—Control of actuators for opening or closing of a circuit depending on electrical parameters, e.g. increase of motor current
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/64—Monitoring or sensing, e.g. by using switches or sensors
    • E05B81/72—Monitoring or sensing, e.g. by using switches or sensors the lock status, i.e. locked or unlocked condition

Definitions

  • the invention relates to a door locking system for a motor vehicle according to the preamble of claim 1.
  • Door locking systems for motor vehicles with a central locking function and without a central locking function are known.
  • the user To check whether a vehicle with all doors and flaps is actually properly locked after a closing process, the user must either rely on the position of the locking pins on the doors and manually check the locking of the trunk lid, or he must even open all doors and flaps a manual inspection round the vehicle.
  • Manual checking by the user is particularly problematic in systems with a so-called electronic key.
  • Such systems work automatically and automatically initiate an opening process as soon as the user (or the key) is at a predetermined distance from the vehicle, so that either the vehicle is unlocked fully automatically or an unlocking process is prepared and the vehicle is automatically unlocked as soon as the user enters one Opening handle actuated (DE 199 42 485 A1).
  • the vehicle Conversely, the vehicle is automatically locked as soon as the key leaves the specified distance from the vehicle.
  • a manual check of the locking position by the user would therefore only be very cumbersome, namely only possible if the user does not carry the vehicle key
  • DE 101 55 836 A1 discloses a door lock for a motor vehicle in which the opening position of the locking element is monitored.
  • a button is provided which detects the opening position of the locking element and, as soon as this is reached, generates a signal which is used by a control unit to determine the supply current for the drive motor of the Interrupt locking element. In this way it is prevented that the drive motor runs on a block and is unnecessarily loaded.
  • the object of the invention is to create a door locking system for a motor vehicle which is improved in particular with regard to comfort and safety.
  • Such a door locking system comprises an actuator in the form of an electric or hydraulic drive or the like for opening or closing a locking element, a control unit (e.g. separate door control unit or central motor control unit) for controlling the actuator and position monitoring means (e.g. light barrier, proximity sensor or limit switch) for position monitoring of the locking element.
  • the system also includes control means for checking whether there is a correct locking state. In this way, the target and actual state of the locking elements are compared in such a way that a feedback signal is generated if the states do not match.
  • This feedback signal can either be used directly to control a signal transmitter, such as a horn or headlight or the like, or can also be used as an intermediate signal to generate a control signal for a signal transmitter.
  • the control means are preferably designed as part of a door control device or a central control device. Both the closing and opening commands, via which the corresponding target state of the locking elements is defined, and the locking state detected via the position monitoring means, via which the respective actual state of the locking elements is defined, are supplied to them. According to the invention, the control means are designed such that they detect an incorrect locking state (not locked despite the locking command being issued) due to a deviation from the actual and target status and generate a feedback signal. To generate a feedback signal, for example, light sources (headlights, indicators, taillights, interior lighting ...) or acoustic sources (horn) of the vehicle can be controlled in a suitable manner by a specific signal pattern. The position monitoring can be done in different ways.
  • a second possible embodiment of the invention provides for position monitoring to be implemented by evaluating internal control unit data.
  • the self-diagnosis within the control device of the control device controlling the actuators or of the corresponding control device which is formed separately or integrated in a control device can be used.
  • an evaluation of the typical current profile of starting current and / or running current and / or block current of the actuator designed as an electric motor takes place.
  • the actual position of the locking elements or actuators is not detected. Rather, the present position of the locking elements is concluded on the basis of the checking of framework conditions.
  • the position and function monitoring can also be carried out in particular by a combination of sensor and software monitoring.
  • a locking state that is not correctly detected is also stored in the on-board electronics of the motor vehicle and / or in the motor vehicle key.
  • the user can, for example, call up on the on-board computer at any time which locking element has not closed properly and is therefore possibly defective.
  • the user even if he has already moved away from the vehicle, can check at any time by querying his key whether his vehicle has actually (properly) been locked.
  • the door locking system according to the invention is preferably used in systems with a central locking function.
  • the user receives feedback after the locking has been completed or after the locking process has been completed, as to whether the vehicle is actually is properly locked and secured or not. If the vehicle is not properly locked despite the initiated closing process, for example because an actuator in the form of an electric motor for driving a locking device is defective or simply jammed, this is indicated by suitable measures such as light and / or horn signals.
  • a vibration signal on the key is also conceivable as a feedback signal. This is particularly advantageous if, despite the light or acoustic warning being given, the user has assumed that his vehicle has been properly locked. This vibration signal can advantageously always be initiated with a certain time delay if it has not been suppressed by an acknowledgment (for example by pressing a button) on the part of the user after a firing command has been given.
  • FIG. 1 the schematic representation of a possible embodiment of the invention
  • FIG. 2 the timing diagram for the closing process of the door locking system according to the invention.
  • Figure 3 an example of the different current profiles when actuating an actuator for correct and incorrect closing operations of a locking element.
  • FIG. 1 The circuit diagram shown schematically in FIG. 1 shows a control unit 2
  • an actuator 4 in the form of an electric motor for locking a vehicle door and / or a trunk lid and / or a sliding roof and / or other flaps.
  • a locking element 6 can be opened and closed by means of the actuator 4.
  • Position monitoring means 8 are assigned to each locking element 6.
  • the position monitoring means 8 can be designed as sensors in the form of limit switches 8a or the like or as software means 8b for evaluating internal control unit data or in the form of a combination of sensors and software means 8b.
  • the position monitoring means 8 are connected to the control unit 2, so that this is always at least the locked position each locking element 6 is transmitted.
  • the detected locking positions, in particular in the case of a detected incorrect locking position, together with the assignment to the corresponding locking element 6, can be stored in storage means 2a. These storage means 2a can be part of the control unit 2 or a central control unit, for example.
  • a locking signal S can be generated via a key 12 to initiate a locking process.
  • the closing process can be carried out by remote signal or manually.
  • a system with control unit 2, actuator 4 and position detection means 8 is preferably assigned to each locking element 6.
  • the individual control units 2 (door control units) are connected to further control units, in particular a central control unit, via a bus system.
  • the control units 2 can also be omitted and replaced by corresponding functions in a central control device.
  • FIG. 2 shows the time diagram associated with the circuit diagram according to FIG. 1 for a closing process.
  • the closing signal S is generated at time t1 for the duration td1.
  • a read signal L is thereby generated for the time period td2 within the control unit 2.
  • the individual locking signals VE of the locking elements 6 are read.
  • each position monitoring means 8 delivers a corresponding locking signal VE1 (here: high).
  • the control unit 2 will deliver a signal R1 (here: low) which does not initiate a feedback signal which is perceptible to a user.
  • each position monitoring means 8 of an incorrectly locked locking element 6 supplies this state corresponding locking signal VE2 (here: low).
  • a feedback signal R2 is generated at the time of the query (here: falling edge of the read signal L).
  • the explained query of the locking states is only to be understood as an example. In this way, the additional read signal L can also be dispensed with and the query is carried out with the falling edge of the locking signal S. It is also conceivable to implement the query entirely independently of the locking signal S. In this case, the current locking state of the locking elements 6 would only be queried with a separate test signal and a check made to determine whether this corresponds to the last (stored) command (closing command - locking active / opening command - locking inactive).
  • FIG. 3 shows four different current profiles over time for actuating an actuator 4 in the form of an electric motor.
  • the first current profile l- ⁇ (t) represents the control current for the actuator 4 when the locking element 6 actuated by the actuator 4 is closed correctly.
  • the current profile of the control current for the actuator 4 generated during an error-free closing process is essentially in three phases divided up. In a first phase I, when the engine is started up, there is a brief increase in the starting current, which then adjusts to a running current that occurs during normal operation of the engine. In the second phase II, the running current set is applied for the entire time during the engine's working phase.
  • the motor has reached its end position and is still supplied with power unchanged, so that it draws a greatly increased current due to a greatly increased load (motor runs on block).
  • This current profile is very characteristic and therefore easy to monitor. Corresponding deviations in this course immediately indicate the presence of an error.
  • the control means are preferably designed such that the nature of the present fault can be inferred on the basis of the detected current profile.
  • the current curves two, three and four each represent current curves in the event of incorrect closing operations.
  • the second current profile l 2 (t) illustrates a closing process in which, for example, the locking element 6 to be driven by the motor is blocked and therefore cannot be moved from the start of the motor control and the motor therefore runs from the start on a block and draws a significantly increased block current over the entire control time.
  • the motor is mechanically decoupled from the locking element 6 due to a defect.
  • the motor therefore runs without load and draws a significantly lower current over the entire activation time.
  • the motor does not run on a block towards the end of the activation time, so that the characteristic current increase towards the end of the activation time is also not available.
  • the last diagram shows the current profile l 4 (t) with an electrically decoupled motor and the current profile l 4 ' (t) with an electrically short-circuited one

Landscapes

  • Lock And Its Accessories (AREA)
  • Power-Operated Mechanisms For Wings (AREA)

Abstract

The invention relates to a door-locking system for a motor vehicle, comprising a locking element (6) that can be actuated in an opening or locking manner via an actuator (4), and a control unit (2) for triggering the actuator (4). According to the invention, a position monitoring means (8) is assigned to at least one locking element (6) in order to detect the locked position. Additionally, each position monitoring means (8) is effectively connected to a control means that verifies whether a proper locked state has been reached so as to be able to compare the setpoint state and the actual state of the locking element (6) such that a feedback signal (R2) can be generated when the states do not correspond. This makes it possible to verify in a simple manner whether all doors and gates of a vehicle are properly locked after performing a locking process.

Description

Türschließsytem für ein KraftfahrzeugDoor locking system for a motor vehicle
Die Erfindung betrifft ein Türschließsystem für ein Kraftfahrzeug gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a door locking system for a motor vehicle according to the preamble of claim 1.
Es sind Türschließsyteme für Kraftfahrzeuge mit Zentralverriegelungsfunktion und ohne Zentralverriegelungsfunktion bekannt. Zur Überprüfung, ob ein Fahrzeug mit allen Türen und Klappen nach einem Schließvorgang auch tatsächlich ordnungsgemäß verriegelt ist, muss der Benutzer sich entweder auf die Position der Verriegelungsstifte an den Türen verlassen und die Verriegelung der Kofferraumklappe manuell prüfen oder er muss gar alle Türen und Klappen auf einem Kontrollgang rund um das Fahrzeug manuell prüfen. Problematisch ist die manuelle Überprüfung durch den Benutzer insbesondere bei Systemen mit einem sogenannten elektronischen Schlüssel. Derartige Systeme funktionieren automatisch und leiten sobald der Benutzer (beziehungsweise der Schlüssel) sich in einem vorgegebenen Abstand zum Fahrzeug befindet automatisch einen Öffnungsvorgang ein, so dass entweder das Fahrzeug vollautomatisch entriegelt wird oder ein Entriegelungsvorgang vorbereitet wird und das Fahrzeug automatisch entriegelt, sobald der Benutzer eine Öffnungshandhabe betätigt (DE 199 42 485 A1). Umgekehrt wird das Fahrzeug automatisch verriegelt, sobald der Schlüssel den vorgegebenen Abstands-Bereich zum Fahrzeug verlässt. Eine manuelle Überprüfung der Verriegelungsposition durch den Benutzer, wäre somit nur sehr umständlich, nämlich nur wenn der Benutzer den Fahrzeugschlüssel nicht mitführt möglich.Door locking systems for motor vehicles with a central locking function and without a central locking function are known. To check whether a vehicle with all doors and flaps is actually properly locked after a closing process, the user must either rely on the position of the locking pins on the doors and manually check the locking of the trunk lid, or he must even open all doors and flaps a manual inspection round the vehicle. Manual checking by the user is particularly problematic in systems with a so-called electronic key. Such systems work automatically and automatically initiate an opening process as soon as the user (or the key) is at a predetermined distance from the vehicle, so that either the vehicle is unlocked fully automatically or an unlocking process is prepared and the vehicle is automatically unlocked as soon as the user enters one Opening handle actuated (DE 199 42 485 A1). Conversely, the vehicle is automatically locked as soon as the key leaves the specified distance from the vehicle. A manual check of the locking position by the user would therefore only be very cumbersome, namely only possible if the user does not carry the vehicle key.
Ferner ist aus der DE 101 55 836 A1 ein Türverschluss für ein Kraftfahrzeug bekannt bei dem die Öffnungsstellung des Verriegelungselements überwacht wird. Hierfür ist ein Taster vorgesehen, der die Öffnungsposition des Verriegelungselementes detektiert und sobald diese erreicht ist ein Signal generiert, welches durch eine Steuereinheit dazu verwendet wird, den Versorgungsstrom für den Antriebsmotor des Verriegelungselements zu unterbrechen. Auf diese Weise wird verhindert, dass der Antriebsmotor auf Block läuft und unnötig belastet wird.Furthermore, DE 101 55 836 A1 discloses a door lock for a motor vehicle in which the opening position of the locking element is monitored. For this purpose, a button is provided which detects the opening position of the locking element and, as soon as this is reached, generates a signal which is used by a control unit to determine the supply current for the drive motor of the Interrupt locking element. In this way it is prevented that the drive motor runs on a block and is unnecessarily loaded.
Der Erfindung liegt die Aufgabe zugrunde, ein insbesondere im Hinblick auf Komfort und Sicherheit verbessertes Türschließsystem für ein Kraftfahrzeug zu schaffen.The object of the invention is to create a door locking system for a motor vehicle which is improved in particular with regard to comfort and safety.
Erfindungsgemäß wird die Aufgabe durch die Gesamtheit der Merkmale des Anspruchs 1 gelöst. Ein derartiges Türschließsystem umfasst einen Aktuator in Form eines Elektro- oder Hydraulikantriebs oder dergleichen zum Öffnen beziehungsweise zum Schließen eines Verriegelungselements, eine Steuereinheit (z.B. separates Türsteuergerät oder zentrales Motorsteuergerät) zur Ansteuerung des Aktuators sowie Positionsuberwachungsmittel (z.B. Lichtschranke, Näherungssensor oder Grenztaster) zur Positionsüberwachung des Verriegelungselements. Das System umfasst ferner Kontrollmittel zur Überprüfung, ob ein ordnungsgemäßer Verriegelungszustand vorliegt. Hierdurch werden Soll- und Istzustand der Verriegelungselemente verglichen derart, dass bei nicht übereinstimmenden Zuständen ein Rückmeldesignal erzeugt wird. Dieses Rückmeldesignal kann entweder unmittelbar zur Ansteuerung eines Signalgebers, wie Hupe oder Scheinwerfer oder dergleichen verwendet werden oder aber als Zwischensignal zur Generierung eines Ansteuersignais für einen Signalgeber dienen.According to the invention, the object is achieved by the entirety of the features of claim 1. Such a door locking system comprises an actuator in the form of an electric or hydraulic drive or the like for opening or closing a locking element, a control unit (e.g. separate door control unit or central motor control unit) for controlling the actuator and position monitoring means (e.g. light barrier, proximity sensor or limit switch) for position monitoring of the locking element. The system also includes control means for checking whether there is a correct locking state. In this way, the target and actual state of the locking elements are compared in such a way that a feedback signal is generated if the states do not match. This feedback signal can either be used directly to control a signal transmitter, such as a horn or headlight or the like, or can also be used as an intermediate signal to generate a control signal for a signal transmitter.
Vorzugsweise sind die Kontrollmittel als Teil eines Türsteuergerätes oder eines Zentralsteuergerätes ausgebildet. Ihnen werden sowohl die Schließ- und Öffnungsbefehle, über welche der entsprechende Sollzustand der Verriegelungselemente definiert wird, als auch der über die Positionsuberwachungsmittel erfasste Verriegelungszustand, über den der jeweilige Istzustand der Verriegelungselemente definiert ist, zugeführt. Die Kontrollmittel sind erfindungsgemäß derart ausgebildet, dass sie aufgrund einer Abweichung von Ist- und Sollzustand einen nicht ordnungsgemäßen Verriegelungszustand (nicht verriegelt trotz erfolgtem Verriegelungsbefehl) detektieren und ein Rückmeldesignal erzeugen. Zur Erzeugung eines Rückmeldesignals können beispielsweise Lichtquellen (Scheinwerfer, Blinker, Rückleuchten, Innenraumbeleuchtung...) oder akustische Quellen (Hupe) des Fahrzeugs in geeigneter Weise durch ein bestimmtes Signalmuster angesteuert werden. Die Positionsüberwachung kann auf unterschiedliche Arten erfolgen. In einer ersten möglichen Ausführungsform ist vorgesehen, die Positionsüberwachung über Sensoren zu realisieren, wobei die Sensoren die tatsächliche Position der Verriegelungsmittel erfassen. In einer zweiten möglichen Ausführungsform der Erfindung ist vorgesehen, die Positionsüberwachung durch die Auswertung steuergeräteinterner Daten zu realisieren. Hierfür kann beispielsweise die steuergeräteinterne Eigendiagnose des die Aktuatoren ansteuernden Steuergerätes beziehungsweise des entsprechenden separat ausgebildeten oder in ein Steuergerät integrierten Kontrollmittels herangezogen werden. Insbesondere erfolgt eine Auswertung des typischen Stromverlaufes von Anfahrstrom und/oder Laufstrom und/oder Blockstrom des als Elektromotors ausgebildeten Aktuators. Hierdurch wird nicht die tatsächliche Position der Verriegelungselemente oder Aktuatoren erfasst. Es wird vielmehr mit aufgrund der Überprüfung von Rahmenbedingungen auf die vorliegende Position der Verriegelungselemente geschlossen. Schließlich kann die Positions- und Funktionsüberwachung insbesondere auch durch eine Kombination von Sensor- und Softwareüberwachung erfolgen.The control means are preferably designed as part of a door control device or a central control device. Both the closing and opening commands, via which the corresponding target state of the locking elements is defined, and the locking state detected via the position monitoring means, via which the respective actual state of the locking elements is defined, are supplied to them. According to the invention, the control means are designed such that they detect an incorrect locking state (not locked despite the locking command being issued) due to a deviation from the actual and target status and generate a feedback signal. To generate a feedback signal, for example, light sources (headlights, indicators, taillights, interior lighting ...) or acoustic sources (horn) of the vehicle can be controlled in a suitable manner by a specific signal pattern. The position monitoring can be done in different ways. In a first possible embodiment it is provided to implement position monitoring via sensors, the sensors detecting the actual position of the locking means. A second possible embodiment of the invention provides for position monitoring to be implemented by evaluating internal control unit data. For this purpose, for example, the self-diagnosis within the control device of the control device controlling the actuators or of the corresponding control device which is formed separately or integrated in a control device can be used. In particular, an evaluation of the typical current profile of starting current and / or running current and / or block current of the actuator designed as an electric motor takes place. As a result, the actual position of the locking elements or actuators is not detected. Rather, the present position of the locking elements is concluded on the basis of the checking of framework conditions. Finally, the position and function monitoring can also be carried out in particular by a combination of sensor and software monitoring.
In einer Weiterbildung der Erfindung wird ein als nicht ordnungsgemäß detektierter Verriegelungszustand auch in der Bordelektronik des Kraftfahrzeugs und/oder im Kraftfahrzeugschlüssel abgespeichert. Auf diese Weise kann der Benutzer zum einen beispielsweise auf dem Bordcomputer jederzeit abrufen welches Verriegelungselement nicht ordnungsgemäß geschlossen hat und daher ggf. defekt ist. Zum anderen kann der Benutzer, auch wenn er sich bereits vom Fahrzeug entfernt hat, jederzeit anhand einer Abfrage seines Schlüssels überprüfen, ob sein Fahrzeug tatsächlich (ordnungsgemäß) verriegelt wurde. Hierfür kann der Schlüssel beispielsweise durch Druck einer bestimmten Taste abgefragt und die Information beispielsweise durch Aufleuchten einer Leuchtdiode (grün = ordnungsgemäß verriegelt, rot = nicht ordnungsgemäß verriegelt) angezeigt werden. Das erfindungsgemäße Türschließsystem findet bevorzugt bei Systemen mit Zentralverriegelungsfunktion Abwendung.In a development of the invention, a locking state that is not correctly detected is also stored in the on-board electronics of the motor vehicle and / or in the motor vehicle key. In this way, the user can, for example, call up on the on-board computer at any time which locking element has not closed properly and is therefore possibly defective. On the other hand, the user, even if he has already moved away from the vehicle, can check at any time by querying his key whether his vehicle has actually (properly) been locked. For this purpose, the key can be queried, for example, by pressing a specific key, and the information can be displayed, for example, by a light-emitting diode lighting up (green = properly locked, red = not properly locked). The door locking system according to the invention is preferably used in systems with a central locking function.
Durch ein gemäß der Erfindung ausgebildetes Türschließsystem erhält der Benutzer nach vollständig erfolgter Verriegelung beziehungsweise nach abgeschlossenem Verriegelungsvorgang eine Rückmeldung, ob das Fahrzeug auch tatsächlich ordnungsgemäß verschlossen und gesichert ist oder nicht. Ist das Fahrzeug trotz initiiertem Schließvorgang nicht ordnungsgemäß verriegelt, weil beispielsweise ein Aktuator in Form eines Elektromotors für den Antrieb eines Verriegelungsmittels defekt ist oder auch einfach nur verklemmt ist, wird auf diese Situation durch geeignete Maßnahmen wie Licht- und/oder Hupsignale hingewiesen. Auch ein Vibrationssignal am Schlüssel ist als Rückmeldesignal denkbar. Dies ist insbesondere von Vorteil, wenn der Benutzer trotz erfolgter Licht- oder Akustikwarnung davon ausgegangen ist, dass sein Fahrzeug ordnungsgemäß verriegelt wurde. Dieses Vibrationssignal kann vorteilhaft immer dann mit einer gewissen zeitlichen Verzögerung initiiert werden, wenn es nach einem erfolgten Schießbefehl nicht durch eine Quittierung (z.B. durch Tastendruck) seitens des Benutzers unterdrückt wurde.By means of a door locking system designed according to the invention, the user receives feedback after the locking has been completed or after the locking process has been completed, as to whether the vehicle is actually is properly locked and secured or not. If the vehicle is not properly locked despite the initiated closing process, for example because an actuator in the form of an electric motor for driving a locking device is defective or simply jammed, this is indicated by suitable measures such as light and / or horn signals. A vibration signal on the key is also conceivable as a feedback signal. This is particularly advantageous if, despite the light or acoustic warning being given, the user has assumed that his vehicle has been properly locked. This vibration signal can advantageously always be initiated with a certain time delay if it has not been suppressed by an acknowledgment (for example by pressing a button) on the part of the user after a firing command has been given.
Im folgenden wird die Erfindung anhand von Figuren näher erläutert. Es zeigen:The invention is explained in more detail below with reference to figures. Show it:
Figur 1 : die schematische Darstellung einer möglichen Ausführungsform der Erfindung,FIG. 1: the schematic representation of a possible embodiment of the invention,
Figur 2: das Zeitdiagramm für den Schließvorgang des erfindungsgemäßen Türschließsystems undFigure 2: the timing diagram for the closing process of the door locking system according to the invention and
Figur 3: beispielhaft die unterschiedlichen Stromverläufe bei der Ansteuerung eines Aktuators für korrekte und nicht korrekte Schließvorgänge eines Verriegelungselements.Figure 3: an example of the different current profiles when actuating an actuator for correct and incorrect closing operations of a locking element.
Das in Figur 1 schematisch dargestellte Schaltbild zeigt eine Steuereinheit 2 zurThe circuit diagram shown schematically in FIG. 1 shows a control unit 2
Ansteuerung eines Aktuators 4 in Form eines Elektromotors für die Verriegelung einer Fahrzeugtür und/oder eines Kofferraumdeckels und/oder eines Schiebedachs und/oder anderer Klappen. Mittels dem Aktuator 4 ist ein Verriegelungselement 6 öffnungs- und schließbetätigbar. Jedem Verriegelungselement 6 sind Positionsuberwachungsmittel 8 zugeordnet. Die Positionsuberwachungsmittel 8 können als Sensoren in Form von Grenztastern 8a oder dergleichen oder als Softwaremittel 8b zur Auswertung steuergeräteinterner Daten oder in Form einer Kombination aus Sensoren und Softwaremitteln 8b ausgebildet sein. Die Positionsuberwachungsmittel 8 sind mit der Steuereinheit 2 verbunden, so dass dieser stets zumindest die Verriegelungsposition jedes Verriegelungselementes 6 übermittelt wird. Die erfassten Verriegelungspositionen, insbesondere im Falle einer detektierten nicht ordnungsgemäßen Verriegelungsposition sind mitsamt der Zuordnung zu dem entsprechenden Verriegelungselement 6, in Speichermitteln 2a abspeicherbar. Diese Speichermittel 2a können beispielsweise Bestandteil der Steuereinheit 2 oder eines Zentralsteuergerätes sein.Activation of an actuator 4 in the form of an electric motor for locking a vehicle door and / or a trunk lid and / or a sliding roof and / or other flaps. A locking element 6 can be opened and closed by means of the actuator 4. Position monitoring means 8 are assigned to each locking element 6. The position monitoring means 8 can be designed as sensors in the form of limit switches 8a or the like or as software means 8b for evaluating internal control unit data or in the form of a combination of sensors and software means 8b. The position monitoring means 8 are connected to the control unit 2, so that this is always at least the locked position each locking element 6 is transmitted. The detected locking positions, in particular in the case of a detected incorrect locking position, together with the assignment to the corresponding locking element 6, can be stored in storage means 2a. These storage means 2a can be part of the control unit 2 or a central control unit, for example.
Des Weiteren ist ein an die Steuereinheit 2 gekoppelter Signalgeber 10 zur Signalisierung eines nicht ordnungsgemäßen Verriegelungszustandes mindestens eines Verriegelungselementes 6 vorhanden. Über einen Schlüssel 12 ist ein Verschließsignal S generierbar zur Initiierung eines Verschließvorgangs. DerThere is also a signal transmitter 10 coupled to the control unit 2 for signaling an incorrect locking state of at least one locking element 6. A locking signal S can be generated via a key 12 to initiate a locking process. The
'Verschließvorgang kann wie dargestellt per Fernsignal oder auch manuell erfolgen. Ein System mit Steuereinheit 2, Aktuator 4 und Positionserfassungsmittel 8 ist vorzugsweise jedem Verriegelungselement 6 zugeordnet. Dabei sind die einzelnen Steuereinheiten 2 (Türsteuergeräte) über ein Bussystem mit weiteren Steuergeräten insbesondere einem Zentralsteuergerät verbunden. Alternativ können die Steuereinheiten 2 auch wegfallen und durch entsprechende Funktionen in einem Zentralsteuergerät ersetzt werden. '' As shown, the closing process can be carried out by remote signal or manually. A system with control unit 2, actuator 4 and position detection means 8 is preferably assigned to each locking element 6. The individual control units 2 (door control units) are connected to further control units, in particular a central control unit, via a bus system. Alternatively, the control units 2 can also be omitted and replaced by corresponding functions in a central control device.
In Figur 2 ist das zum Schaltbild gemäß Figur 1 zugehörige Zeitdiagramm für einen Schließvorgang gezeigt. Durch Einleitung eines Verschließvorgangs wird im Zeitpunkt t1 für die Dauer td1 das Verschließsignal S generiert. Vorzugsweise wird, im wesentlichen zeitgleich hierzu, hierdurch ein Lesesignal L für die Zeitdauer td2 innerhalb der Steuereinheit 2 erzeugt. Mit der fallenden Flanke des Lesesignals L im Zeitpunkt t3 wird die Verriegelungsposition jedes Verriegelungselementes 6 abgefragt. Hierzu werden die einzelnen Verriegelungssignale VE der Verriegelungselemente 6 eingelesen. Im Falle einer ordnungsgemäßen Verriegelung aller Verriegelungselemente 6 liefert jedes Positionsuberwachungsmittel 8 ein entsprechendes Verriegelungssignal VE1 (hier: high). Für diesen Fall wird die Steuereinheit 2 ein Signal R1 (hier: low) liefern, welches kein für einen Benutzer wahrnehmbares Rückmeldesignal initiiert. Im Falle einer nicht ordnungsgemäßen Verriegelung eines oder mehrer Verriegelungselemente 6 liefert jedes Positionsuberwachungsmittel 8 eines nicht ordnungsgemäß verriegelten Verriegelungselementes 6 ein diesem Zustand entsprechendes Verriegelungssignal VE2 (hier: low). Aufgrund des Verriegelungssignals VE2 wird im Zeitpunkt der Abfrage (hier: abfallende Flanke des Lesesignals L) ein Rückmeldesignal R2 erzeugt. Die erläuterte Abfrage der Verriegelungszustände ist lediglich beispielhaft zu verstehen. So kann auch auf das zusätzliche Lesesignal L verzichtet werden und die Abfrage mit der fallenden Flanke des Verschließsignals S erfolgen. Auch ist denkbar die Abfrage gänzlich unabhängig vom Verschließungssignal S zu realisieren. Für diesen Fall würde lediglich mit einem separaten Prüfsignal der augenblicklich vorliegende Verriegelungszustand der Verriegelungselemente 6 abgefragt und überprüft, ob dieser mit dem zuletzt ergangenen (abgespeicherten) Befehl (Schließbefehl - Verriegelung aktiv / Öffnungsbefehl - Verriegelung inaktiv) übereinstimmt.FIG. 2 shows the time diagram associated with the circuit diagram according to FIG. 1 for a closing process. By initiating a closing process, the closing signal S is generated at time t1 for the duration td1. Preferably, essentially at the same time, a read signal L is thereby generated for the time period td2 within the control unit 2. With the falling edge of the read signal L at time t3, the locking position of each locking element 6 is queried. For this purpose, the individual locking signals VE of the locking elements 6 are read. In the event of a correct locking of all locking elements 6, each position monitoring means 8 delivers a corresponding locking signal VE1 (here: high). In this case, the control unit 2 will deliver a signal R1 (here: low) which does not initiate a feedback signal which is perceptible to a user. In the event of incorrect locking of one or more locking elements 6, each position monitoring means 8 of an incorrectly locked locking element 6 supplies this state corresponding locking signal VE2 (here: low). Based on the locking signal VE2, a feedback signal R2 is generated at the time of the query (here: falling edge of the read signal L). The explained query of the locking states is only to be understood as an example. In this way, the additional read signal L can also be dispensed with and the query is carried out with the falling edge of the locking signal S. It is also conceivable to implement the query entirely independently of the locking signal S. In this case, the current locking state of the locking elements 6 would only be queried with a separate test signal and a check made to determine whether this corresponds to the last (stored) command (closing command - locking active / opening command - locking inactive).
In Figur 3 sind vier verschiedene Stromverläufe über der Zeit zur Ansteuerung eines Aktuators 4 in Form eines Elektromotors dargestellt. Der erste Stromverlauf l-ι(t) stellt den Ansteuerstrom für den Aktuator 4 bei einem korrekten fehlerlosen Schließvorgang des vom Aktuator 4 angesteuerten Verriegelungselementes 6 dar. Dabei ist der bei einem fehlerlosen Schließvorgang erzeugte Stromverlauf des Ansteuerstroms für den Aktuator 4 im wesentlichen in drei Phasen aufgeteilt. In einer ersten Phase I liegt bei der Inbetriebnahme des Motors kurzzeitig ein erhöhter Anfahrstrom vor, der sich dann auf einen bei Normalbetrieb des Motors einstellenden Laufstrom einstellt. In der zweiten Phase II liegt während der Arbeitsphase des Motors über die gesamte Zeit der eingestellte Laufstrom an. In der dritten Phase III hat der Motor seine Endstellung erreicht und wird dennoch unverändert mit Strom versorgt, so dass er aufgrund einer stark erhöhten Last (Motor läuft auf Block) einen stark erhöhten Strom zieht. Dieser Stromverlauf ist sehr charakteristisch und somit einfach zu überwachen. Entsprechende Abweichungen in diesem Verlauf lassen unmittelbar auf das Vorliegen eines Fehlers schließen. Die Steuermittel sind vorzugsweise derart ausgebildet, dass aufgrund des erfassten Stromverlaufs auf die Art des vorliegenden Fehlers geschlossen werden kann.FIG. 3 shows four different current profiles over time for actuating an actuator 4 in the form of an electric motor. The first current profile l-ι (t) represents the control current for the actuator 4 when the locking element 6 actuated by the actuator 4 is closed correctly. The current profile of the control current for the actuator 4 generated during an error-free closing process is essentially in three phases divided up. In a first phase I, when the engine is started up, there is a brief increase in the starting current, which then adjusts to a running current that occurs during normal operation of the engine. In the second phase II, the running current set is applied for the entire time during the engine's working phase. In the third phase III, the motor has reached its end position and is still supplied with power unchanged, so that it draws a greatly increased current due to a greatly increased load (motor runs on block). This current profile is very characteristic and therefore easy to monitor. Corresponding deviations in this course immediately indicate the presence of an error. The control means are preferably designed such that the nature of the present fault can be inferred on the basis of the detected current profile.
Die Stromverläufe zwei, drei und vier stellen jeweils Stromverläufe bei nicht korrekten Schließvorgängen dar.The current curves two, three and four each represent current curves in the event of incorrect closing operations.
Der zweite Stromverlauf l2(t) veranschaulicht einen Schließvorgang, bei dem beispielsweise das vom Motor anzutreibende Verriegelungselement 6 blockiert ist und daher von Beginn der Motoransteuerung an nicht bewegt werden kann und der Motor somit von Beginn an auf Block läuft und einen deutlich erhöhten Blockstrom über die gesamte Ansteuerzeit zieht.The second current profile l 2 (t) illustrates a closing process in which, for example, the locking element 6 to be driven by the motor is blocked and therefore cannot be moved from the start of the motor control and the motor therefore runs from the start on a block and draws a significantly increased block current over the entire control time.
Bei dem dritten Stromverlauf l3(t) ist der Motor aufgrund eines Defektes vom Verriegelungselement 6 mechanisch entkoppelt. Der Motor läuft somit ohne Last und zieht über die gesamte Ansteuerzeit einen deutlich verringern Strom. Zudem läuft der Motor auch gegen Ende der Ansteuerzeit nicht auf Block, so dass auch der charakteristische Stromanstieg gegen Ende der Ansteuerzeit nicht vorhanden ist. Schließlich zeigt das letzte Diagramm noch den Stromverlauf l4(t) bei elektrisch abgekoppeltem Motor und den Stromverlauf l4 '(t) bei elektrisch kurzgeschlossenemIn the third current curve l 3 (t), the motor is mechanically decoupled from the locking element 6 due to a defect. The motor therefore runs without load and draws a significantly lower current over the entire activation time. In addition, the motor does not run on a block towards the end of the activation time, so that the characteristic current increase towards the end of the activation time is also not available. Finally, the last diagram shows the current profile l 4 (t) with an electrically decoupled motor and the current profile l 4 ' (t) with an electrically short-circuited one
Motor. Alle fehlerhaften Stromverläufe unterscheiden sich deutlich vom Stromverlauf für einen korrekten Schließvorgang eines Verriegelungselements 6, so dass durch einfache Abfrage von Stromwerten zu zuvor definierten Zeitpunkten auf das Vorliegen eines fehlerhaften Schließvorganges und die Art des vorliegenden Fehlers geschlossen werden kann. Insbesondere kann durch eine Abfrage des Stromwerte für denEngine. All faulty current profiles differ significantly from the current profile for a correct closing operation of a locking element 6, so that the presence of an incorrect closing operation and the type of error present can be concluded by simply querying current values at previously defined times. In particular, by querying the current values for the
Ansteuerstrom in den Scheitelpunkten des Anfahrstroms (Phase I) und des Blockstroms (Phase III) sowie eine Abfrage des Laufstroms vorzugsweise im mittleren Bereich der Phase II eine Aussage über das Vorliegen eines korrekten oder nicht korrekten Schließvorganges getroffen werden - bei Vorliegen eines nichtkorrekten Schließvorganges auch eine Aussage über die Art des vorliegenden Fehlers erfolgen. Control current in the vertices of the start-up current (phase I) and the block current (phase III) as well as a query of the running current, preferably in the middle area of phase II, a statement can be made about the existence of a correct or incorrect closing process - if there is an incorrect closing process also one Information about the nature of the error is made.

Claims

Patentansprüche 1. Türschließsystem für ein Kraftfahrzeug mit - einem über einen Aktuator (4) öffnungs- oder schließbetätigbaren Verriegelungselement (6) und - einer Steuereinheit (2) zur Ansteuerung des Aktuators (4) dadurch gekennzeichnet, dass - mindestens einem Verriegelungselement (6) ein Positionsuberwachungsmittel (8) zur Erfassung der Verriegelungsposition des mindestens einen Verriegelungselementes (6) zugeordnet ist und -jedes Positionsuberwachungsmittel (8) mit einem Kontrollmittel zur Überprüfung, ob ein ordnungsgemäßer Verriegelungszustand vorliegt, zusammenwirkt derart, dass Soll- und Istzustand des Verriegelungselementes (6) vergleichbar sind und bei nicht übereinstimmenden Zuständen ein Rückmeldesignal (R2) erzeugbar ist.1. Door locking system for a motor vehicle with - a locking element (6) which can be opened or closed via an actuator (4) and - a control unit (2) for controlling the actuator (4), characterized in that - at least one locking element (6) Position monitoring means (8) for detecting the locking position of the at least one locking element (6) is assigned and each position monitoring means (8) interacts with a control means for checking whether a correct locking state exists, in such a way that the target and actual state of the locking element (6) are comparable are and a feedback signal (R2) can be generated in the case of mismatched states.
2. Türschließsystem nach Anspruch 1 , dadurch gekennzeichnet, dass jedes Positionsuberwachungsmittel (8) als Sensor ausgebildet ist.2. Door locking system according to claim 1, characterized in that each position monitoring means (8) is designed as a sensor.
3. Türschließsystem nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, dass jedes Positionsuberwachungsmittel (8) in Form von Software zur Auswertung steuergeräteinterner Daten ausgeführt ist.3. Door locking system according to one of the preceding claims, characterized in that each position monitoring means (8) is in the form of software for evaluating internal control unit data.
4. Türschließsystem nach vorstehendem Anspruch, dadurch gekennzeichnet, dass die Positionsuberwachungsmittel (8) derart ausgebildet sind, dass sie eine Auswertung des Stromverlaufs - insbesondere des Anfahrstroms und/oder des Laufstroms und/oder des Blockstroms - für jeden anzusteuernden Aktuator (4) gewährleisten.4. Door locking system according to the preceding claim, characterized in that the position monitoring means (8) are designed such that they ensure an evaluation of the current profile - in particular the starting current and / or the running current and / or the block current - for each actuator (4) to be controlled.
5. Türschließsystem nach einem der vorstehenden Ansprüche gekennzeichnet durch Speichermittel (2a) zur Abspeicherung des Verriegelungszustandes aller Verriegelungsmittel (6).5. Door locking system according to one of the preceding claims, characterized by storage means (2a) for storing the locked state of all Locking means (6).
6. Türschließsystem nach einem der vorstehenden Ansprüche gekennzeichnet durch einen Schlüssel (12) mit Speichermitteln (12a) und Anzeigemitteln (12b) zur Abspeicherung und Anzeige des zumindest letzten Verriegelungszustands. 6. Door locking system according to one of the preceding claims, characterized by a key (12) with storage means (12a) and display means (12b) for storing and displaying the at least last locking state.
EP04764090A 2003-08-23 2004-08-13 Door-locking system for a motor vehicle Expired - Fee Related EP1658409B1 (en)

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DE10338789A DE10338789B4 (en) 2003-08-23 2003-08-23 Door closing system for a motor vehicle
PCT/EP2004/009095 WO2005021903A1 (en) 2003-08-23 2004-08-13 Door-locking system for a motor vehicle

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EP1658409A1 true EP1658409A1 (en) 2006-05-24
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US7521818B2 (en) 2009-04-21
US20060138866A1 (en) 2006-06-29
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CN1836083A (en) 2006-09-20
EP1658409B1 (en) 2007-06-27

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