EP2336465A2 - Circuit and method for preventing a vehicle door from opening unintentionally - Google Patents

Abstract

The circuit arrangement has a locking mechanism that holds a motor vehicle door in a closed position or open position. An actuator is particularly equipped at an outside door handle (19) or an inside door handle (18). An electric drive, particularly an electric motor (11) is equipped for driving the locking mechanism. An additional electrical circuit element (13) is arranged within the current flowing circuit of the motor. Independent claims are also included for the following: (1) a method for controlling a locking unit of a motor vehicle door; and (2) a controller for a locking mechanism to hold a vehicle door in a closed position or open position.

Description

The present invention relates to a motor vehicle lock according to the preamble of claim 1. These motor vehicle locks are preferably used in side doors, trunk lids, tailgates and folding windows of motor vehicles application.

As a generic state of the art shows the EP 0 589 158 B1 a lock with a catch which, in operative connection with a striker, holds a vehicle door in a closed position. A pawl and the catch are in the closed state in positive connection. This positive connection between the catch and pawl can be solved by means of an electric actuator by the electric actuator exerts a force on the pawl, which causes a pivotal movement of the pawl and solves the positive connection between the catch and pawl.

The electrical power supply of the electric actuator via a controller that is powered by the vehicle battery. The signal for opening the vehicle door gets the control of two micro-switches, which are actuated via the outside door handle or the door inner handle of the motor vehicle door. These signals are used by the controller to enable the power supply of the electric actuator.

For safety reasons, a relay is connected to the controller, which interrupts the power supply to the electric actuator when, for example, the vehicle is not stationary, whereby the electric actuator of the central motor vehicle electronics is not controlled.

Another prior art is in the DE 103 60 422 A1 described. The DE 103 60 422 A1 shows a circuit in which the outside door handle and the door inside handle each actuate a sensor. The sensor consists of two switches and two resistors. A switch and a resistor are connected in series, with the series-connected resistor / switch elements arranged in parallel. The resistors are used for resistance coding, with the switches closing the circuit. Due to this resistance coding, the controller can detect a faulty signal and react accordingly. Furthermore, when disconnecting a line, the signal can be forwarded to the controller via the second parallel-guided resistance / switch element. The controller is then connected directly to the lock or to the electric actuator.

As both at the EP 0 589158 B1 as well as at the DE 103 60 422 A1 the controller is connected directly to the electric actuator, an accidental opening of a motor vehicle door due to a faulty signal of the controller is possible. In this case, the vehicle door could open, for example, while driving, and endanger both the vehicle occupants and nearby vehicles. To avoid this, is in the DE 100 42 191 A1 describes a lock that mechanically engages the electric actuator on actuation of the inner door handle or outer door handle. For this purpose, a mechanical coupling is arranged between the electric actuator and the pawl, which is actuated via the outside door handle and / or the door inner handle. With unconfirmed door outside / resp. Inside door handle is the mechanical connection between the electric actuator and pawl interrupted. If the electrical control element is energized due to a fault in the control, the movement runs into the void. The vehicle door does not open. If the inside door handle and / or the outside door handle is actuated, the mechanical connection between the electric actuator and the pawl is closed (engaged). At the same time a signal is sent to the controller by the operation of the outside door handle and / or the door inner handle, which energizes the electric actuator. Since the mechanical connection between actuator and pawl is closed (engaged), the movement is on the pawl transferred and opened the vehicle door. However, a mechanical coupling consists of several elements that are sensitive to tolerances and their installation consuming. Furthermore, a mechanical clutch generates noises and is sensitive to dirt and icing.

The present invention has for its object to provide a switch assembly for a motor vehicle door, a method for controlling a barrier and a control for a barrier, by means of which an accidental opening of the vehicle door to avoid while avoiding a mechanical coupling.

To solve this problem, a circuit arrangement according to the invention has the features specified in claim 1, an inventive method for controlling a barrier work has the features of claim 7 and the controller according to the invention has the features specified in claim 14. Advantageous embodiments of the invention will become apparent from the respective dependent claims.

The circuit arrangement according to the invention is used for locking devices of motor vehicle doors. This refers to the motor vehicle door, all moving parts of a motor vehicle (eg side doors, sliding doors, hinged doors, trunk lid, tailgates, hoods, folding windows, foldable hoods for pedestrian protection or headrests that change their position in a crash), by means of a barrier in a given Be held in position. Locking devices are understood to be mechanical components which are usually positioned in the door and, in conjunction with a counterpart on the body, hold or open the motor vehicle door in a closed position. Structurally, the barrier systems are positioned in the locks of the vehicle doors.

The opening movement of the locking mechanisms is generated by an electric motor. Alternatively, however, a motor / gear unit, a linear motor, a solenoid, a shape memory element or any other device that converts electrical energy into motion may be used.

The motor current is enabled in the circuit arrangement according to the invention by a control module. In addition, an electrical switching element is arranged in the motor power line. This switching element is preferably a switch, reed switch, Hall sensor, buttons, relays or other switching element that interrupts the motor power line in the rest position. Mechanically, this electrical switching element is actuated by the inside operating lever or the outside operating lever. Upon actuation of the inside operating lever or the outside operating lever, a signal is sent to the control module, whereby the control module releases the motor current. The signal can be generated by any means. At the same time, the electrical switching element in the motor power line is switched to the closed position by the operation of the external actuating lever or the inner actuating lever. The motor current can thus drive the motor, whereby the locking mechanism opens the vehicle door. If the motor current is switched due to a fault in the control module without the inside operating lever or the outside operating lever being pulled, the electric switching element between the control module and the motor remains in the open position. The engine can thus not start and the locking mechanism does not open the vehicle door.

If the electrical switching element is to be used exclusively as a security element, i. the electrical switching element is primarily used to interrupt the motor power line and thus the safety function, it is recommended to use a button, preferably a closer. For the use of a closer speaks the reliability as well as the ease of installation both during positioning and during installation.

However, if the electrical switching element, as described later, generate and / or forward further functions or further signals, a changeover switch is to be preferred. In this case, a changeover switch must be selected such that at "Non-operation" is automatically switched to 0-position and in 0-position the motor current is interrupted.

When positioning the electrical switching element, two variants are to be preferred. In the first variant, the electrical switching element is positioned as close to the engine. This is to be preferred for safety reasons because errors, e.g. Do not open the door due to short circuits due to damaged wiring. However, in this variant, the operating force must be passed from the outside door handle or door handle to the electrical switching element. The second preferred variant is to position the electrical switching element in a door handle unit (inside door handle and / or outside door handle). The positioning of the electrical switching element in a door handle unit causes a simple installation, since the actuating force can be relatively easily transferred to the electrical switching element from a design point of view. The electrical switching element can also be positioned at any other point in the vehicle, if this offers advantages due to the overall view of the vehicle.

If additionally a second signal is to be generated with the electrical switching element, a two-pole switching element is recommended. In this variant, all switching elements are used, the at least one input and at least two outputs, such as switches, reed switches, Hall sensor based circuits, buttons or relays include. In this variant, in the unactuated state, the electrical switching element is installed in the motor power line such that the motor is de-energized. A signal current flows via the second pole of the electrical switching element. This signal current can flow both permanently and pulsed over the line. In order to achieve a better energy balance, however, the signal current can also be introduced into the control only after a wake-up operation, for example by means of a signal which is introduced in any manner into the control module. If in one of these variants, the electrical switching element from position a (motor power line is interrupted and signal power line is closed) by the inner door handle or outside door handle to position b (motor power line is closed and signal power line is interrupted), the control module releases the motor current due to the signal line signal. At the same time, the motor current connection is closed in position b of the electrical switching element, so that the motor lifts the pawl.

With a further variant of the circuit arrangement according to the invention, a closing aid can be actuated. With a closing aid, the locking parts can be pulled by motor from the pre-catch to the main catch. Since there is a risk of trapping of objects and body parts in this automatic process, the closing process must be interruptible. During the closing process, however, the pawl also falls into the main catch. Therefore, the locking parts must be moved to the open position when interrupting the closing process. This is given in the inventive arrangement of the electrical switching element, since the interruption of the closing process proceeds as follows: The control module stores the beginning of Zuziehvorgangs. During the closing process, a signal current flows via the electrical switching element to the control module and is evaluated there. In Einklemmfall is pulled on the inner door handle or outside door handle. As a result, the electrical switching element interrupts the signal current. At the same time the supply of the motor current is closed. After the control module detects that the signal power has been interrupted, the control module stops supplying power to the closing assist motor so that it stops. At the same time, the control module switches on the current for the motor of the blocking parts. Since the motor power line of the Sperrteilemotors is closed by the operation of the electric switching element, the pawl motor is driven and lifts the locking parts.

In all variants, it is possible for both a motor current and a signal current to be conducted via the same poles and the same line, from the control module to the electrical switching element. If the electrical switching element is in the passage position for the signal current, a small current flows at a reduced voltage between the pole of the control module and the electrical control element. However, if the signal line is opened and the motor power line is closed, flows over the same poles and lines the much higher motor current and the voltage of the electrical system. This variant simplifies the circuit design and thus reduces costs.

Door inside handle and outside door handle can mechanically act on the same electrical switching element with appropriate structural design of the door. This reduces the electrical circuit complexity and electrical error sources, e.g. the chafing of the electrical wires. To realize this, a mechanic is necessary. Alternatively, however, the door inner handle and the outside door handle can each act on different electrical switching elements. Which variant is preferable depends on the conditions in the vehicle.

Furthermore, the control module can only convert the signal current and / or the motor current after evaluation of further sensor signals, e.g. Crash sensor, speed detection or sensors for the closing states, unlock. Thus, e.g. by switching off signals of the crash sensor in the control module, the energizing of the pawl motor are turned off. This circuit prevents the door from being opened by actuation of the inside door handle or outside door handle by centrifugal forces or by deformation of the door.

The method for driving a barrier protects a motor vehicle door against accidental opening. The prerequisite is that the blocking mechanism can be opened automatically. This is preferably achieved by an electric motor. The motor is controlled by a control module. This control module gets an electrical signal to open the door. This signal is processed in the control module and releases the motor current. However, an additional electrical switching element is arranged in series between the control module and the engine. This electrical switching element may be any element that closes a circuit. The electrical switching element is actuated by the outer or inner handle. Only when this electrical switching element has closed the motor circuit, the engine can start and open the barrier. Now switch that Control module due to a fault, the motor current freely without an actuator was activated, the locking mechanism is not opened because the circuit is interrupted due to the electrical switching element.

The electrical switching element remains closed only as long as the actuator is activated. This serves to ensure the reliability of the process. If a latching electrical switching element is used, there is the possibility that the circuit is closed even when the actuating element is not actuated, and in the case of a faulty activation of the motor current by the control module, the blocking mechanism opens the motor vehicle door.

When using a changeover switch as an electrical switching element, both the motor current can be passed through the changeover switch, as well as a signal current to control the control module. In this case, by means of changeover switches, all switching elements are understood to mean the at least one input and two outputs, e.g. Switch, reed switch, hall sensor, push button, relay, have. For this purpose, a signal current flows via a pole of the changeover switch to the control module permanently, pulsed or after a wake-up process. If this signal current is interrupted by the changeover switch, the control module detects this and releases the motor current. By switching the changeover switch to the other pole, the motor circuit is closed, so that the motor opens the Spenwerk. Thus, this variant saves material and installation costs.

With the control signal, other functions of the control module can be activated. It is particularly advantageous if, in addition to the additional function, the blocking mechanism also has to be brought into the open position. This is necessary, for example, when interrupting a closing process. For this purpose, the control module is known when a Zuziehvorgang takes place. If this is interrupted, the changeover switch must be switched. The control module detects the interrupt command by interrupting the signal and stops the power supply to the closing motor. At the same time, the control module releases the motor current for the blocking motor. By switching the changeover switch, the circuit of the Spenwerkmotors is closed, whereby the locking mechanism goes into the open position.

Since the changeover switch has one input and two outputs and the signal current flows through one pole and the motor current flows through the other, both the signal current and the motor current must flow via the supply line. The same applies to the switching flag. These also flow both a motor current and the signal current. Through this circuit, the number of lines and thus the installation effort is minimized.

For design reasons, it may be necessary to use two electrical actuators, e.g. one for the outside door handle and one for the inside door handle. Since door outer and inner door handle are spatially separated from each other, usually the door inner handle in the drying room and the outside door handle are positioned in the wet area, it is usually easier assembly technology to replace the mechanical fasteners by electrical.

In addition to the signals of the electrical switching element, it is possible to evaluate by the control module and other signals. Thus, there is the possibility that, for example, sensors for the closing states or the speed detection, or the signals of the crash sensor are also evaluated. Thus, the control module may be configured such that the engine for the locking elements is not energized when the vehicle is moving (Geschwindingkeitserkennung), the vehicle is in the locked state or is currently in a crash situation. The control module can also process signals to open the barrier. For example, the control module can energize the motor when an external sensor detects a pinch. The cases listed here are only examples. The type and variety of signals to be evaluated are limited only by the equipment of the vehicle.

The control according to the invention prevents inadvertent opening of a vehicle door, e.g. by a false signal of the control module. The control module is understood to mean a unit that transmits electrical signals, e.g. Switch signals, sensor signals receives, evaluates and optionally unlocks the motor current of the electric Sperrwerkmotors. As an alternative to the engine, however, a motor / gear unit, a linear motor, a solenoid, a shape memory element or any other device can be used which converts electrical energy into motion. With the activation of the engine, the locking mechanism is released, whereby the vehicle door opens. In addition to the control module, an electrical switching element is arranged in the circuit of the motor, which is actuated directly or by means of mechanical or electrical aids from the inside door handle and / or the outside door handle. This switching element is preferably a switch, reed switch, Hall sensor, buttons, relays or other switching element that interrupts the motor power line in the rest position.

To open the door, a signal is generated by the operation of the outside door or door handle and passed into the control module, which unlocks the motor current. At the same time, the electrical switching element is switched by the operation of the door inside or outside door handle, thereby closing the motor circuit, so that the locking mechanism opens the vehicle door. Now generates the control module a false signal to open the barrier, a current to the motor is not possible because the motor power line is interrupted by the electrical switching element.

If the electrical switching element is a two-pole switch, a signal can be generated via a pole, which is evaluated by the control module and to use the signal for the motor current release. This signal can be generated by a current with a common signal voltage and a common signal current that is interrupted when switching the two-pole switch. The interruption of the signal current takes place by switching over the two-pole switch. This interruption detects the control module and switches, possibly under consideration of other signals, the motor current free. By switching of the switch, the motor circuit is closed, so that the released from the control module motor current flows.

The present invention relates as a further independent aspect, which is given below in somewhat different terminology, a motor vehicle lock assembly with a motor vehicle lock and the motor vehicle lock associated actuator, in particular a door handle, wherein an opening drive is provided with a DC electric motor, the motorized opening of the Motor vehicle lock is used, wherein the opening drive in a first drive direction and in a second drive direction is adjustable, wherein the motor vehicle lock is openable by adjusting the opening drive in one of the two drive directions, wherein a control unit is provided for the opening drive, wherein by means of the control unit at the driver output a Driver voltage for the opening drive can be output, wherein a the actuator associated switch unit in particular for triggering the motor opening of Kraftfah lock is provided.

Essential to this further aspect is the fact that the driver voltage at the driver output of the control unit always has one and the same polarity, that the switch unit between the driver output of the control unit and the Öffnungsantrieb is connected and that the switch unit, the driver voltage depending on the switching position in a first polarity or connected in a second polarity to the opening drive.

The further aspect is based on the consideration that the control unit provides at its driver output a driver voltage with always one and the same polarity and that for the first drive direction or the second drive direction of the opening drive possibly required reversal of the drive voltage is effected by a switch unit associated with the actuator.

The unipolar driver voltage makes it possible to simplify the design of the control unit. The performance level of the control unit comes out here with a simple half-bridge.

Of particular advantage, however, is the fact that, with appropriate design, a faulty current returning to the control unit of the opening drive with the proposed solution does not result in any unwanted motor opening operation. Preferably, when the actuating element is unactuated, a drive voltage applied to the driver output is switched through to the opening drive in such a poled manner by means of the switch unit that, in any case, no motor opening can be effected by the drive voltage. When unactuated actuator motor opening is therefore not possible.

In the following the invention will be described with reference to exemplary embodiments. From the accompanying drawings shows: Fig. 1 Schematic of the electrical switch assembly with electric button with unactuated door handle Fig. 2 Schematic according to Fig. 1 with actuated door handle Fig. 3 Schematic diagram of the electrical switch assembly with changeover switch in the unactuated state Fig. 4 Schematic according to Figure 3 in the actuated state Fig. 5 Schematic diagram of the electrical switch assembly wherein the door inside handle and the outside door handle operate the electrical switching element separately Fig. 6 Schematic according to Fig. 3 with additional closing aid motor Fig. 7 Schematic according to Fig. 5 with two electrical switching elements Fig. 8 Schematic diagram with switch arrangement for reversing a drive voltage at unactuated actuator Fig. 9 Schematic according to Fig. 8 with actuated actuator

In the figures, the same reference numerals are used for the same or similar parts. This is intended to indicate that corresponding or comparable properties and advantages are achieved, even if a repeated description of the parts is omitted.

FIG. 1 shows the circuit diagram of the motor vehicle door according to the invention with a pawl motor 11 which drives a pawl, not shown, of a motor vehicle lock. The pawl motor 11 is connected by the line 14 to pin 9 of the control module 12. The second motor line 15 goes to the electrical switching element 13, which is designed as a closing button.

The second pole of the electrical switching element 13 is connected via line 17 to pin 3 of the control module 12. Both inside door handle 18 and outside door handle 19 actuate the electrical switching element 13 via the lever 20th In this case, the lever 20 consist of several elements, including a lever chain. The inside door handle 18 and the outside door handle 19 are shown schematically by an arrow. Again, it may be a juxtaposition of different mechanical elements.

Upon actuation of the door inner handle 18 or door outer handle 19, a signal is given to the control module 12 via switching elements, not shown, which energizes the pawl motor 11. At the same time, upon actuation of the inside door handle 18 or outside door handle 19, the closer 13 is transferred to the closed position (see FIG Fig. 2 ). Thus, the motor current from pin 9 via the motor 11 and push button 13 to pin 3 of the control module flow, whereby the lifting of the pawl takes place.

Switches the control module 12 due to a false signal, the motor current without the button 13 has been placed on the inside door handle 18 or outside door handle 19 in a closed position (see Fig. 1 ), the circuit between pin 9 and pin 3 is interrupted due to the position of the button 13, so that the Circuit of the pawl motor 11 is not closed and thus the pawl is not excavated.

Fig. 3 shows the circuit diagram of the motor vehicle lock according to the invention, in which the electrical switching element 13 generates both the opening signal for the control module 12, as well as the circuit for the pawl engine 11 closes. The pawl motor 11 is connected by the line 14 to pin 9 of the control module 12. The second motor line 15 goes to pole b of the electrical switching element 13, which is designed as a mechanically operable changeover switch. Pol a of the electrical switching element 13 is connected via line 16 to pin 2 of the control module 12. The feed takes place via Pol c on the electrical switching element 13, which is connected by means of the line 17 with pin 3 of the control module 12. Both inside door handle 18 and outside door handle 19 actuate the electrical switching element 13 via the lever 20th

In the rest position via pin 2 of the control module 12, a signal current of about 5 to 50 mV flows at about 4V -14 V. Usually, a signal current of 10 mA at a voltage of 5 V is used. However, since the driving current of the pawl motor 11 also flows between pole of the electrical Schaitelementes 13 and pin 3 of the control module 12, a signal current of 12 V can be used. The use of 4V or 14V is possible because pin 3 is grounded. The signal current can be switched on continuously, pulsed or only after a wake-up process of the control module. In the unactuated state, the signal current flows through pole a and pole c of the electrical switching element 13 to pin 3 of the control module.

Upon actuation of the inside operating lever 18 or the outside operating lever 19, the signal current becomes as shown in FIG Fig. 4 shown, interrupted between pin 2 and pin 3 of the control module. At the same time, the pole c and the pole b of the electrical switching element 13 are contacted. The control module detects the interruption of the signal current and turns on the pawl motor current via pin 9 of the control module 12. The ratchet motor current now flows from pin 9 to Ratchet motor and is passed through pole b and pole c of the electrical switching element 13 on pin 3 of the control module 12, which is grounded. In this case, the pawl of the motor vehicle lock is dug, whereby the vehicle door opens. Thereafter, the electrical switching element falls in the rest position according to Fig. 3 back. Typical ratchet motor currents are between 2 A and 8 A at a voltage of 12 V. A current of about 5 A at 12 V is preferred.

Fig. 5 shows a further variant of the previously described switching schemes. In this variant, the door inner handle 18 or the outside door handle 19 acts independently of each other on the electrical switching element 13. The required lever or lever chains are in Fig. 5 indicated schematically by the contours 21.

• Da der Zuziehhilfevorgang ein Schließvorgang ist, befindet sich das elektrische Schaltelement 13 in Ruhestellung. In Ruhestellung ist der Sperrklinkenmotor 11 nicht bestromt und über die Pole c und a fließt ein Signalstrom. Gleichzeitig wird der Zuziehhilfemotor 22 über Pin 7 und Pin 8 des Steuermoduls bestromt. Das Steuermodul 12 weiß, dass der Zuziehvorgang stattfindet. Zur Unterbrechung des Zuziehvorgangs muss am Türinnengriff 18 oder am Türaußengriff 19 gezogen werden.
• Bei diesem Vorgang schaltet das elektrische Schaltelement vom Pol a auf Pol b um.
• Dabei wird der Signalstrom unterbrochen. Dies erkennt das Steuermodul 12 und
• schaltet den Zuziehhilfemotor 22 stromlos. Gleichzeit aktiviert das Steuermodul 12 über den Pin 9 den Sperrklinkenmotor. Der Motorstrom fließt aufgrund des gezogenen Türinnengriffs 18 oder Türaußengriffs 19 über den Pol c und den Pol b zu Pin 3 des Steuermoduls 12. Die Sperrklinke bewegt sich somit im Öffnungsposition.

According to the wiring diagram, as in Fig. 6 is shown, a closing aid can be controlled in addition to the pawl motor. A closing aid moves a motor vehicle door by motor from the pre-catch to the main catch. Since this process involves the risk of pinching body parts and objects, the closing process must be interruptible. The interruption is activated by pulling on the outside door handle 18 or inside door handle 19. During the closing process, there is an interval when the pawl is in the main catch and the closing aid moves the rotary latch into the overstroke. In order to end the Einklemmvorgang in this Zuziehintervall, the Zuziehhilfemotor 22 must be de-energized. At the same time, the pawl must be brought into the open position. For this the following actions are necessary:

• Since the Zuziehhilfevorgang is a closing operation, the electrical switching element 13 is in the rest position. At rest, the pawl motor 11 is not energized and the poles c and a, a signal current flows. At the same time, the closing assistance motor 22 is energized via pin 7 and pin 8 of the control module. The control module 12 knows that the closing process is taking place. To interrupt the closing process must be pulled on the inside door handle 18 or on the outside door handle 19.
• In this process, the electrical switching element switches from pole a to pole b.
• The signal current is interrupted. This recognizes the control module 12 and
• switches the closing aid motor 22 de-energized. Simultaneously, the control module 12 activates the pawl motor via pin 9. The motor current flows due to the drawn door handle 18 or outside door handle 19 via the pole c and the pole b to pin 3 of the control module 12. The pawl thus moves in the open position.

Fig. 7 shows a variant in which the door inner handle 18 an electric switching element 13A and door inner handle 19 is associated with a second electrical switching element 13B. In the Fig. 7 schematically illustrated mechanical connection of the electrical switching elements 13A and 13B was already in the notes to Fig. 5 described. In the idle position flows for the door inner handle 18, a signal current via pin 1 of the control module 12, via Pol a and Pol c of the electrical switching element 13A and on via the lines 17A and 17B to ground on pin 3. By pressing the inside door handle 18, the electrical switching element 13A The control module 12 recognizes the signal change on pin 1 and switches the pawl motor current on pin 9. The pawl motor current now flows via line 14, the pawl motor 11, to switch pole c and pole a, but contacts pol c and pole a. the line 15A, via Pol b and Pol c of the electrical switching element 13A, via the line 17A and 17 B to ground on pin 3 of the control module 12. The behavior of the circuit diagram in case of faulty disconnection on pin 9 has already in the explanations too Fig. 1 and Fig. 2 explained. That the lines 17A and 17B must pass both signal currents and pawl motor currents has been described in the description of Fig. 3 explained.

Now, if the outside door handle 19 is actuated, the electrical switching element 13B interrupts the signal current between pin 2 and pin 3 of the control module 12. This is switched to pin 9 of the pawl motor current. The pawl motor current flows via line 14, the motor 11, via line 15B, the electrical switching element 13B and the line 17B to pin 3. In faulty Sperrklinkenbestromung by the control module 12 of the pawl motor 11 does not start, because the circuit without actuation of the electrical switching element 13 through the outside door handle 19 is interrupted (see description of Fig. 1 and Fig.2 ). The mutual deriving of the signal current and the pawl motor current via the line 17B has been described in the description of Fig. 3 already explained.

The Fig. 8 and 9 show a further embodiment, which has a switching element 13 for reversing a drive voltage U _{T of} the control module 12. Again, a pawl motor 11 is provided in the above sense, which is part of an opening drive.

By means of the control module 12, a driver voltage U _T for the opening drive can be output at its driver output. The control module 12 is thus equipped with a power stage that provides appropriate drive power for the pawl motor 11. The driver voltage U _T is preferably a pulse-width-modulated voltage with which the power to be output to the opening drive can be easily adjusted.

It can be the representations in the Fig. 8 and 9 infer that a switching element 13 assigned to the actuating element 19 serves, in particular, to trigger the motorized opening of the motor vehicle lock.

It is essential, first, that the driver voltage U _T at the driver output always has one and the same polarity. This means that a polarity reversal of the driver voltage U _T output at the driver output is not provided by the control module 12 at any time. This leads to a particularly simple construction of the power stage of the control module 12.

It is also essential that the switching element 13 is connected between the driver output of the control module 12 and the opening drive and that the switching element 13 switches a driver voltage U _T depending on the switching position in a first polarity or in a second polarity to the opening drive. The switching element 13 thus assumes the function of a Polwenders. The current paths in one Switch position (unactuated actuator 19, Fig. 8 ) and in the other switching position (actuated actuating element 19, Fig. 9 ) are each shown in the drawing as a dashed line.

The term "switching on" is to be understood here broadly. In particular, this term also includes boosting or decrementing the drive voltage U _T. It is therefore not important that the driver voltage U _T "unimpeded" in the opening drive "arrives".

The polarity of the drive voltage U _T and the polarity of the finally applied to the opening drive drive voltage U _A can be at unconfirmed actuator 19 of the illustration in Fig. 8 and when actuated actuator 19 of the illustration in Fig. 9 remove.

With appropriate design, the proposed solution leads to a Fehlbestromen the opening drive by a fault in the control module 12 in any case does not lead to a motor opening operation.

It is essential that when unactuated actuator 19 ( Fig. 8 ) is output at the driver output driver voltage U _T polarized by means of the switching element 13 to the opening drive, that by the drive voltage U _{T in} any case no motor opening can be effected, since the polarity of the then switched drive voltage U _A just opposite to that for the motor opening operation required polarity.

In detail, it is here so that the switching element 13, the driver voltage U _T with unconfirmed actuator 19 ( Fig. 8 ) in the first polarity and thereby an adjustment in the first drive direction is effected and that the switching element 13, the driver voltage U _T when actuated actuator 19 (Fig. Fig. 9 ) in the second polarity turns on and thereby an adjustment in the second drive direction is effected.

LIST OF REFERENCE NUMBERS

11 Pawl engine 12 control module 13, 13A, 13B Electrical switching element 14 Line between pawl motor and control module 15, 15A, 15B Line between pawl motor and electrical switching element 16, 16A, 16B Cable between electric actuator and control module 17, 17A, 17B Ground line between electrical switching element and control module (ground line) 18 Inside door handle 19 Outside door handle 20 intermediate lever 21, 21A, 21B Contour for electrical switching element 22 Zuziehhilfemotor 23 Line between control module and closing assist motor 24 Ground line between control module and closing assist motor a, b, c Contacts of buttons or switches

Claims (15)

Circuit arrangement for a motor vehicle door with a locking mechanism, which holds the motor vehicle door in the closed position and opens and with at least one actuating element (18,19), preferably an outside door handle and / or inside door handle, wherein - An electric drive (11), preferably an electric motor that drives the barrier, - The motor (11) by means of a control module (12) is switchable,
characterized in that - In addition, at least one electrical switching element (13) in the circuit of the motor (11) is arranged, - That upon actuation of the actuating element (18,19) of the electric circuit of the motor (11) by means of the electrical switching element (13) is closable. Circuit arrangement according to claim 1,
characterized in that
the electrical switching element (13) is a button, preferably a closer. Circuit arrangement according to claim 1,
characterized in that
the electrical switching element (13) is designed as a changeover switch with at least two poles. Circuit arrangement according to Claim 2 or 3,
characterized in that
the electrical switching element (13) is positioned in a door handle unit, or that the electrical switching element (13) is positioned in the motor (11) or close to the motor (11). Circuit arrangement according to claim 3 and optionally according to claim 4,
characterized in that
a signal by means of a signal current can be generated via one pole of the changeover switch (13) and a motor current can be conducted via the other pole of the changeover switch (13), and / or the signal which is generated by means of the changeover switch (13) is switched Motor current in the control module (12) causes. Circuit arrangement according to Claim 5,
characterized in that
with the signal a closing aid (22) can be controlled, in particular, that with the signal of the closing process can be interrupted and timely the motor (11) is activated for the pawl. A method for controlling a locking mechanism of a motor vehicle door, which holds or opens the motor vehicle door in the closed position, in which the blocking mechanism is opened by an electric drive (11), preferably an electric motor, the motor (11) is switched by a control module (12), - In addition, an electrical switching element (13) in the circuit of the motor (11) by an actuating element (18, 19), preferably an outside door handle or inside door handle, is closed, - In addition, the control module (12) switches the motor current. A method for driving a locking mechanism of a motor vehicle door according to claim 7,
characterized in that - is used as electrical switching element (13) a changeover switch, - Over a pole of the changeover switch (13) a signal stream is passed - And over the other pole of the changeover switch (13) the motor current is transmitted to open the barrier. A method for driving a locking mechanism of a motor vehicle door according to claim 8,
characterized in that
by interrupting the signal current through the changeover switch (13), a signal is generated, by which the control module (12) enables the motor current. A method for controlling a barrier of a motor vehicle door according to one of
Claims 7 to 9,
characterized in that
with the signal a closing aid (22) is controlled, in particular, that by the signal, the control module (12) interrupts the closing process and promptly activates the motor (11) to open the barrier. A method for driving a barrier of a motor vehicle door according to one of
Claims 7 to 10,
characterized in that
a signal current or a motor current flows in a time-offset manner via at least one pole of the control module (12), and / or the electrical switching element remains closed over the duration of the actuation of the actuating element (18, 19). A method for driving a barrier of a motor vehicle door according to one of
Claims 7 to 11,
characterized in that
by interrupting the signal current through two separate electrical switches (13A, 13B), preferably for the internal operation (18) and external operation (19), a signal is generated by which the control module (12) enables the motor current. A method for controlling a barrier of a motor vehicle door according to one of
Claims 7 to 12
characterized in that
the control module (12) further signal generator eg crash sensor, speed detection or sensors for the closed states, evaluates and uses for the release of the motor current. Control system for a locking mechanism that holds or opens a motor vehicle door in the closed position, with a control module (12) which switches an electric drive (11), preferably an electric motor, - wherein the electric drive (11) actuates the barrier,
characterized in that - In addition, at least one electrical switching element (13) in the circuit of the motor (11) is arranged, the electric switching element (13) is actuated by means of an actuating element (18, 19), preferably an outside door handle and / or inside door handle, - Upon actuation of the electrical switching element (13) of the electric circuit of the motor (11) is closed, - And promptly the motor current from the control module (12) is released. Barrier control according to claim 14,
characterized in that
a signal is generated by means of a signal current via one pole of the electrical switching element (13) and a motor current flows via the other pole of the electrical switching element (13), and / or that the signal which is generated by means of the electrical switching element (13) causing a switching of the motor current in the control module (12).

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