METHOD FOR OPERATING A MOTOR VEHICLE LOCKING SYSTEM

Abstract

A method for operating a motor vehicle locking system, particularly for acting upon a motor vehicle cover and preferably a motor vehicle door for the purpose of locking it. A drive for the cover is acted upon depending on a pre-locked position and a fully latched position of the cover determined by a sensor. According to the invention, a sensor detects the over-travel beyond the fully latched position, resulting in the motor being driven in a reverse direction irrespective of the previously assumed fully latched position.

Claims

1. A method for operating a motor vehicle locking system for acting upon a motor vehicle cover, the method comprising: acting on a drive for a motor vehicle lock of the cover depending on a pre-locked position and a fully latched position of the motor vehicle lock detected by a sensor; detecting an over-travel beyond the fully latched position of the motor vehicle lock via the sensor; and driving a motor in a reverse direction irrespective of a previously assumed fully latched position.

2. The method according to claim 1 further comprising detecting a normal locking process that corresponds to the over-travel and is behind the fully latched position via the sensor.

3. The method according to claim 1 further comprising detecting a cancelled normal locking process via the sensor, wherein the cancelled normal locking process corresponds to the over-travel when the fully latched position is not assumed due to overload.

4. The method according to claim 1 further comprising detecting a first locked position between the pre-locked position and the fully latched position via the sensor.

5. The method according to claim 1 further comprising: detecting an assumption of the pre-locked position via; and starting the drive if the sensor detects the pre-locked position.

6. The method according to claim 1 further comprising detecting a position of a locking mechanism of the motor vehicle lock, wherein the locking mechanism includes a rotary latch and a pawl.

7. The method according to claim 1 further comprising using an additional sensor provided near or in a region of the motor vehicle cover.

8. The method according to claim 1 further comprising using at least one Hall.

9. The method according to claim 8, wherein using the at least one Hall sensor includes using a stationary sensor and a sensing element which influences a signal from the stationary sensor.

10. The method according to claim 9 further comprising generating a varying magnetic flux in the stationary sensor via the sensing element.

11. The method according to claim 9, wherein using the sensing element includes using a magnet and magnetizing the magnet, and moving the magnet within a sensor range so that first a north pole reaches the sensor range and, near an end of movement of the magnet, a south pole reaches the sensor range.

12. A motor vehicle locking system on a motor vehicle cover configured for performing the method according to claim 1, having the motor vehicle lock and the drive for the motor vehicle lock, wherein the drive is acted upon depending on the pre-locked position and the fully latched position of the motor vehicle lock determined by the sensor, wherein the sensor detects the over-travel beyond the fully latched position, resulting in the motor being driven in a reverse direction irrespective of the previously assumed fully latched position.

13. The method according to claim 2, wherein detecting the normal locking process includes first detecting the fully latched position and then detecting the over-travel beyond the fully latched position.

14. The method according to claim 4 further comprising continuing operation of the drive to move the motor vehicle lock to the fully latched position when the first locked position is detected by the sensor.

15. The method according to claim 14 further comprising driving the motor in the reverse direction if the first locked position is not reached.

16. The method according to claim 9 further comprising operating the sensing element without contact on the sensor.

17. The method according to claim 6, wherein detecting the position of the locking mechanism includes using a movable sensing element attached to the rotary latch and a stationary sensor that detects movements of the movable sensing element.

18. The method according to claim 7, wherein using the additional sensor includes using a first additional sensor arranged in a motor vehicle door and/or a second additional sensor arranged on a lock holder.

Description

[0027] The invention is explained in greater detail below with reference to drawings, which show only one exemplary embodiment. In the drawings:

[0028] FIG. 1 shows the motor vehicle locking system according to the invention or an associated method for the operation thereof in the context of a first embodiment variant,

[0029] FIG. 2 shows the object of FIG. 1 in a modified embodiment,

[0030] FIG. 3 shows a further modified variant,

[0031] FIGS. 4 and 5 show additional variants of the invention in the form of a sensor on the motor vehicle cover or on the motor vehicle body, and

[0032] FIG. 6 shows a schematic flowchart according to which the operating method according to the invention preferably works.

[0033] The drawings show a motor vehicle locking system and specifically a motor vehicle cover in the form of a motor vehicle door T having an associated drive for closing the motor vehicle cover or the motor vehicle door T in question. The drive in question has an electric motor, by means of which, according to the exemplary embodiment, a rotary latch 1 shown in FIG. 1 to 3 is closed as part of a locking mechanism 1, 2 from said rotary latch 1 and a pawl 2 in the exemplary embodiment. The locking mechanism 1, 2 belongs to a motor vehicle lock on the motor vehicle door T.

[0034] In other words, the drive (not explicitly shown) works on the rotary latch 1 in question for closing the associated motor vehicle lock and consequently the cover equipped with the motor vehicle lock in the form of the motor vehicle door T in the example in such a way that the rotary latch 1 in question is in each case acted upon counterclockwise in the direction of the arrow around the axis thereof. In other words, the counterclockwise movement of the rotary latch 1 drawn in FIG. 1 to 3 and caused by the drive corresponds to the associated motor vehicle cover being acted upon for the purpose of locking it. During this process, the motor vehicle cover in question, or the motor vehicle lock shown in FIG. 1 to 3, and therefore the locking mechanism 1, 2 thereof, go from a pre-locked position to a fully latched position of the motor vehicle cover. The pre-locked position corresponds to the fact that the pawl 2 engages in a pre-ratchet 1a of the rotary latch 1. In contrast, the fully latched position is part of the fact that the pawl 2 interacts with a main ratchet 1b of the rotary latch 1 as shown in FIG. 1 to 3.

[0035] FIG. 1 to 3 show that the locking mechanism 1, 2 or the rotary latch 1 thereof and consequently the motor vehicle lock as a whole is equipped with a sensor 3, 4. According to the exemplary embodiment, the sensor 3, 4 is a Hall sensor which, in detail, is composed of a movable sensing element 3 on the one hand and a stationary sensor 4 on the other hand. The movable sensing element 3 can be attached directly to the rotary latch 1, as shown in FIG. 1. However, it is also possible that the sensing element 3 is attached to an additional element 5 which moves together with the rotary latch 1, which additional element is a switching cam in the context of the exemplary embodiments according to FIGS. 2 and 3. In principle, of course, the sensor 4 can also be moved together with the rotary latch 1 and, on the other hand, the sensing element 3 can be designed to be stationary. In the exemplary embodiment and not by way of limitation, the sensing element 3 is an arcuate permanent magnet.

[0036] As soon as the sensing element 3 or the arcuate permanent magnet moves relative to the stationary sensor 4, specifically in accordance with the movement of the rotary latch 1, the movement of the sensing element 3 ensures that a varying magnetic flux is generated in the stationary sensor 4. This varying magnetic flux depends on the angle of rotation φ of the rotary latch 1 with respect to the stationary sensor 4. At least in specific areas of the angle of rotation φ of the rotary latch 1, there is a linear dependence of the flux density scanned by the stationary sensor 4 and consequently the voltage U present on the output side of the sensor 4 in the sense of

U∝φ

[0037] is observed. In other words, depending on the angle of rotation position or angle of rotation φ of the rotary latch 1, a voltage U is established on the output side of the stationary sensor 4, which can be evaluated by a control unit 7 with the aid of connecting lines 6 and is proportional to the angle of rotation φ.

[0038] In this way, a distinction cannot only be made between the pre-locked position or pre-ratchet position when the pawl 2 engages in the pre-ratchet 1a of the rotary latch 1 and the fully latched position or main ratchet position when the pawl 2 engages the main ratchet 1b of the rotary latch 1. Rather, intermediate positions in the sense of a first locked position between the pre-locked position and the fully latched position can also be determined by a sensor with the aid of the Hall sensor 3, 4, as well as at least one further over-travel. This corresponds to the fact that the rotary latch 1 assumes a position beyond the fully latched position or main ratchet position assumed in each case in FIG. 1 to 3. This over-travel corresponds to the fact that the rotary latch 1, for example in the illustration according to FIG. 1, is pivoted further counterclockwise by a specific angle beyond the fully latched position or main ratchet position, which generally corresponds to a so-called over-travel position. In any case, these four positions, i.e. the pre-locked position, the fully latched position, the first locked position between the pre-locked position and the fully latched position, and finally the over-travel beyond the fully latched position can differ from one another and can be accordingly associated to the rotary latch 1 based on the linear dependence of the voltage U on the output side of the stationary sensor 4 depending on the angle of rotation φ.

[0039] In principle, a further sensor 8 can also be provided in addition to the one sensor 3, 4 or Hall sensor 3, 4. This additional sensor 8 can be assigned to the motor vehicle door T indicated in FIG. 4 or 5 and belonging to the motor vehicle lock and can be arranged in the motor vehicle door T in question or on a motor vehicle body also shown in this case in the entrance region. As an alternative thereto, it is also possible to attach a further sensor 9 in or on a lock holder 10 shown in this case (in FIG. 5). By means of the additional sensors 8, 9, as an alternative or in addition to the sensor 3, 4 assigned to the rotary latch 1 and already described above, the assumption of the individual positions, i.e. the pre-locked position, the first locked position, the fully latched position, and finally the over-travel can be detected and determined by a sensor. In principle, of course, combinations are also conceivable. In this case, not only the sensor 3, 4 assigned to the rotary latch 1 is provided, but the sensor 8 assigned to the motor vehicle door T and finally the further sensor 9 can also be implemented near or in the lock holder 10. These are also individually able to detect the functional positions described in detail above by means of a sensor.

[0040] The way it works is as follows. In FIG. 6, a flowchart is shown which exemplarily explains in more detail a closing operation of the motor vehicle door T and thus the method according to the invention. After starting in program point 1.1, the motor vehicle door T in question can first be closed manually in point 1.2. As a rule, this has the consequence that the locking mechanism 1, 2 or the pawl 2 engages in the pre-ratchet 1a on the rotary latch 1.

[0041] A corresponding determination at the time 1.3 takes place as to whether a pre-ratchet signal is being observed. According to the exemplary embodiment, the pre-ratchet signal is determined by means of the sensors 3, 4. This includes a corresponding voltage U sensed by the control unit 7 on the output side of the sensor 3, 4 and a corresponding angle of rotation φ of the rotary latch 1.

[0042] In the event that the pre-ratchet signal has been determined in the program point 1.3 and the pre-ratchet position or pre-locked position has accordingly been assumed, the drive is then started in the control point 1.4. If the pre-ratchet signal according to 1.3 is not available, the motor vehicle door must be actuated manually again according to 1.2.

[0043] Following the start of the drive for the cover or the motor vehicle door T in point 1.4, a check is made in the subsequent point 1.5 as to whether the first locked position is between the pre-locked position or pre-latched position according to 1.3 and the fully latched position or main ratchet position to be explained in more detail below has been reached. The first locked position and the determination 1.5 thereof corresponds to the anti-jamming protection. If the first locked position is observed and is present, it is checked in the program point 1.6 as to whether or not the sealing of the motor vehicle door T or the seal thereof has been achieved. If this is not the case, “jamming” takes place. The program, in this case, goes back to the control point 1.2 in point 1.7 and the drive is reversed in the program point 1.7.

[0044] A “jamming” event observed in this way results in the fact that the motor vehicle door T or the associated drive has to be relieved from load for the purpose of closing and consequently has to be reversed. However, if the motor vehicle door T in program point 1.6 assumes the locked position thereof corresponding to reaching the first locked position according to 1.5 in comparison to the body, which typically corresponds to a specific gap between the motor vehicle door T and the body, a check is carried out in the next program point 1.8 as to whether the over-travel has been reached or not. If this is not the case, the drive continues to be acted upon in the direction of closing in the program point 1.9. This program point 1.9 is also completed in the event that the first locked position in point 1.5 has not yet been reached and consequently the locking mechanism 1, 2 has to be closed further with the aid of the drive. This closing 1.9 process takes place until a main ratchet signal or the fully latched position is detected in program point 2.0. Like the pre-locked position and the first locked position, the fully latched position or the associated main ratchet signal is detected with the aid of the sensor 3, 4, which determines the position of the rotary latch 1.

[0045] As soon as the locking mechanism 1, 2 has assumed the fully latched position or main ratchet position thereof, the pawl 2 engages into the main ratchet 1b, as is shown in FIG. 1, for example. The main ratchet signal or the determination of the fully latched position in program item 2.0 corresponds to this situation. The same determination takes place following the determination of the over-travel in the program point 1.8 as soon as the over-travel has been reached. If it comes to the sequence that first the over-travel in program point 1.8 and then the fully latched position or the main ratchet signal according to 2.0 in this sequence are detected by the control unit 7, then the locking mechanism 1, 2 is closed and the program jumps to the program point 2.2 or 2.1. In the program point 2.2, the drive is reversed because the locking mechanism 1, 2 has assumed the fully latched position thereof, so that the closing operation can then be terminated in accordance with 2.3. According to the dash-dotted path, however, it is also possible that, after assuming the fully latched position according to 2.0, the locking mechanism 1, 2 is closed further in the program point 2.1 and then the over-travel is determined again in program point 1.8. If the determination is positive, the drive is reversed again according to 2.2, the locking mechanism 1.2 is closed, and the closing operation is terminated after 2.3.

[0046] If, however, the associated main ratchet signal is not detected after registering the over-travel according to 1.8 during the subsequent check of the assumption of the fully latched position in program point 2.0, this indicates that the motor vehicle door T is deformed, for example, and foreign bodies are located between the motor vehicle door and the body, or the like is observed. This has the consequence that, according to 2.4, the drive for the locking mechanism 1, 2 is reversed, because otherwise an overload can occur on the drive and possibly result in the destruction thereof. The drive then returns to the starting point or control point 1.2.

LIST OF REFERENCE SIGNS

[0047] 1 Catch [0048] 1a Pre-ratchet [0049] 1b Main ratchet [0050] 1, 2 Locking mechanism [0051] 2 Pawl [0052] 3 Sensing element [0053] 3,4 Sensor/Hall sensor [0054] 4 Rotation angle [0055] 5 Additional element [0056] 8, 9 Sensor [0057] 10 Lock holder [0058] T Motor vehicle door [0059] φ Angle of rotation element [0060] U Voltage