Method for controlling a motor-powered hatch arrangement of a motor vehicle

Abstract

Described herein is a method for controlling a motor-powered hatch arrangement of a motor vehicle, wherein the hatch arrangement has an upwardly deflectable hatch, in particular an upwardly pivotable hatch, a drive arrangement which is assigned to the hatch and a control arrangement which is assigned to the drive arrangement, wherein the motor-powered deflection of the hatch in the opening direction is limited to a maximum hatch deflection by means of a control arrangement. It is proposed that the chassis of the motor vehicle can be adjusted vertically as required in order to set different vehicle body levels, and in that the maximum hatch deflection is adapted to a change in the vehicle body level by means of the control arrangement.

Claims

1. A method for controlling a motor-powered hatch arrangement of a motor vehicle, wherein the hatch arrangement has an upwardly deflectable hatch, a drive arrangement which is assigned to the hatch and a control arrangement which is assigned to the drive arrangement, wherein the motor-powered deflection of the hatch in the opening direction is limited to a maximum hatch deflection by a control arrangement, wherein adjustment of the hatch in the opening direction beyond the maximum hatch deflection is blocked by the control arrangement, wherein the chassis of the motor vehicle can be adjusted vertically as required in order to set different vehicle body levels, and wherein a change in the vehicle body level is automatically compensated for by a change in the maximum hatch deflection by the control arrangement, wherein a maximum hatch deflection is set by the control arrangement in a setting process and stored; and wherein the maximum hatch deflection is set in a user-defined fashion or is learnt.

2. The method according to claim 1, wherein the upwardly deflectable hatch comprises an upwardly pivotable hatch.

3. The method according to claim 1, wherein the hatch is configured so as to be pivotable about a substantially horizontal hatch axis, and the maximum hatch deflection corresponds to a pivoting angle of the hatch about the hatch axis.

4. The method according to claim 1, wherein in the control arrangement the hatch deflection is represented by a drive variable.

5. The method according to claim 4, wherein in the control arrangement the hatch deflection is represented by a percentage adjustment travel of the drive arrangement.

6. The method according to claim 1, wherein the hatch height is determined from the set maximum hatch deflection by means of the control arrangement using the hatch geometry and is stored as a maximum hatch height.

7. The method according to claim 1, wherein the hatch deflection is determined from the set maximum hatch height by means of the control arrangement using the hatch geometry, and is stored as a maximum hatch deflection.

8. The method according to claim 1, wherein the vehicle body level which is present during the setting process is determined by means of the control device and stored as a reference vehicle body level, or the setting process is always performed with a predetermined reference vehicle body level.

9. The method according to claim 1, wherein the absolute value of the change of the maximum hatch deflection depends linearly on the absolute value of the change in the vehicle body level.

10. The method according to claim 9, wherein the absolute value of the change of the maximum hatch deflection depends linearly on the absolute value of the deviation of the vehicle body level from the reference vehicle body level.

11. The method according to claim 1, wherein the maximum hatch deflection is adapted in such a way that when there is an upward or downward change in the vehicle body level there is a resulting counteracting downward or upward change in the maximum hatch deflection.

12. The method according to claim 1, wherein the maximum hatch deflection is adapted to a change in the vehicle body level, taking into account the hatch geometry, in such a way that at the respective maximum hatch deflection the hatch height before the change does not exceed the hatch height after the change.

13. The method according to claim 12, wherein the two hatch heights are substantially identical.

14. The method according to claim 1, wherein the maximum hatch deflection is adapted to a change in the vehicle body level, taking into account the hatch geometry, in such a way that at the maximum hatch deflection the hatch height does not exceed the stored maximum hatch height after the change in the vehicle body level.

15. The method according to claim 14, wherein at the maximum hatch deflection the hatch height is identical to the stored maximum hatch height after the change in the vehicle body level.

16. The method according to claim 1, wherein the hatch height is the height of a reference point on the hatch or the height of the highest point of the hatch.

17. The method according to claim 1, wherein when the hatch is at the maximum hatch deflection, in the course of the adjustment of the vehicle body level the current maximum hatch deflection is continuously adapted to the current vehicle body level, and the hatch is adjusted to the respectively adapted maximum hatch deflection.

18. A motor-powered hatch arrangement of a motor vehicle, wherein the hatch arrangement has an upwardly deflectable hatch, a drive arrangement which is assigned to the hatch and a control arrangement which is assigned to the drive arrangement, wherein the control arrangement limits the motor-powered deflection of the hatch in the opening direction to a maximum hatch deflection, wherein the chassis of the motor vehicle can be adjusted vertically as required in order to set different vehicle body levels, and the control arrangement changes the maximum hatch deflection to automatically compensate for a change in the vehicle body level, wherein the maximum hatch deflection is set by means of the control arrangement in a setting process and stored, and wherein the maximum hatch deflection is set in a user-defined fashion or is learnt.

Description

BRIEF DESCRIPTION OF THE FIGURES

(1) The invention will be explained in more detailed below with reference to a drawing which merely illustrates an exemplary embodiment. In the drawing:

(2) FIG. 1 shows a motor vehicle with a hatch arrangement according to the proposal during the setting process when the tailgate is at a set maximum hatch deflection, and

(3) FIG. 2 shows the motor vehicle according to FIG. 1 with a changed vehicle body level and with the tailgate in a maximum hatch deflection which is adapted to the change in the vehicle body level.

DETAILED DESCRIPTION

(4) The hatch arrangement 1 illustrated in the drawing is a tailgate arrangement which is correspondingly equipped with a tailgate 2. For further understanding of the term hatch arrangement, reference can be made to the introductory part of the description. All the following statements relating to a tailgate apply correspondingly equally to all the other types of hatches referred to there.

(5) In the hatch arrangement 1 illustrated, the assigned hatch 2 can be adjusted essentially upward. The term essentially upward is to be understood as meaning that at least part of the hatch is adjusted upward in the vehicle direction over at least one movement region. Here, the hatch 2 is preferably configured as a pivotable tailgate, as will be explained later in detail.

(6) The hatch 2 is assigned, in a manner known per se, a drive arrangement 3 and a control arrangement 4 which is assigned to the drive arrangement 3. The control arrangement 4 is generally coupled to a superordinate controller or the like via a BUS system, in particular via a CAN BUS.

(7) FIGS. 1 and 2 each show a situation in which the hatch 2 has been adjusted to a maximum hatch deflection .sub.1, .sub.2, wherein FIG. 1 relates to a setting process which will be explained below. What is significant here is the fact that the motor-powered adjustment of the hatch 2 in the opening direction is limited in terms of control technology to a maximum hatch deflection . Adjustment of the hatch 2 in the opening direction beyond the maximum hatch deflection is therefore blocked in terms of control technology.

(8) By combining FIGS. 1 and 2 it is also possible to infer that the chassis 5 of the illustrated motor vehicle can be adjusted vertically as required in order to set different vehicle body levels n.sub.1, n.sub.2. FIG. 2 shows a raised motor vehicle level n.sub.2 compared to the motor vehicle level n.sub.1 illustrated in FIG. 1.

(9) What is significant is that the maximum hatch deflection is adapted to a change in the vehicle body level n by means of the control arrangement 4. In the case of the illustrated exemplary embodiments, the raising of the vehicle body from the vehicle body level n.sub.1 to the vehicle body level n.sub.2 gives rise to a corresponding adaptation, here a corresponding reduction, of the maximum hatch deflection .sub.1 to the maximum hatch deflection .sub.2. The adaptation, according to the proposal, of the maximum hatch deflection will be explained in more detail below.

(10) It has already been pointed out that the solution according to the proposal can be applied to all types of hatch arrangements 1 in which the assigned hatch 2 can be deflected upward. Here, the hatch 2 is preferably configured such that it can be pivoted about a substantially horizontal hatch axis 6, wherein the maximum hatch deflection always corresponds to a pivoting angle of the hatch 2 about the hatch axis 6. It can be pointed out that although the hatch axis 6 is arranged on the motor vehicle body, it is possible to provide that the position of the hatch axis 6 changes slightly relative to the motor vehicle body, in particular that the hatch axis 6 migrates during the adjustment of the hatch 2 owing to the kinematic conditions.

(11) Basically it is conceivable that the operation, according to the proposal, of the control arrangement 4 is based on the pivoting angle of the hatch 2. However, in a particularly preferred refinement there is provision that in the control arrangement 4 the hatch deflection is represented by a drive variable, preferably by the, in particular, percentage adjustment travel of the drive arrangement 3. The drive arrangement 3 is preferably equipped with at least one incremental sensor for detecting the adjustment travel of the drive arrangement 3. The hatch deflection is preferably represented by the number of sensor signal increments with respect to a home position of the drive arrangement 3. Basically it is in turn conceivable here that the pivot angle of the hatch 2 is obtained from the drive variable by back calculation by means of the control arrangement 4. Wherever the storage of a hatch deflection is mentioned below, it is possible to understand, depending on the exemplary embodiment, that the actual pivot angle or else the above drive variable is meant.

(12) The above incremental sensor is preferably a Hall sensor to which a permanent magnet arrangement on a movable drive component is assigned. The adjustment of the drive component including the permanent magnet arrangement correspondingly causes the above sensor signal increments to be generated.

(13) In order to be able to perform adaptation of the maximum hatch deflection at all, some kind of reference has to be defined for this adaptation. For this, a setting process is provided which can run in quite different ways. The situation in the setting process is shown in FIG. 1.

(14) In a first preferred variant for a setting process, a maximum hatch deflection .sub.1 is set and stored. In this context, the maximum hatch deflection .sub.1 which is set can basically be set and stored automatically in particular in a sensor-based fashion.

(15) However, a user-defined setting, in particular the learning of a maximum hatch deflection .sub.1, is preferably provided here. In the situation illustrated in FIG. 1, this means that the user adjusts the hatch 2 using, for example, a radio key, in such a way that the hatch 2 is in the desired maximum hatch deflection .sub.1. In FIG. 1, the user has adjusted the flap 2 in such a way that on the one hand a collision with the ceiling area 7, here the door 7 of the garage 8, is ruled out and that, on the other hand, it is ensured that the operator control 9 arranged on the hatch 2 can be reached.

(16) In a particularly preferred embodiment, the corresponding hatch height h.sub.1 is determined from the maximum hatch deflection .sub.1 set in this way, using the known hatch geometry and stored as a maximum hatch height h.sub.1. The respective highest point of the hatch 2 is firstly used in this case as the hatch height. Other definitions are possible here, said definitions giving rise to a different technical control treatment and being explained in more detail below.

(17) The determination of the above maximum hatch height h.sub.1 from the maximum hatch deflection .sub.1 can take place on the basis of a geometric hatch model. However, it is also conceivable for concordance tables, permitting correspondingly approximate determination of the maximum hatch height h.sub.1, also to be stored in the control arrangement 4.

(18) In a second preferred variant of a setting process, the maximum hatch height h.sub.1 is set and stored in a setting process by means of the control arrangement 4 in the situation illustrated in FIG. 1. What is significant here is that the maximum hatch height h.sub.1 which is set is selected to be below the ceiling height h.sub.max. The corresponding hatch deflection .sub.1 is then determined from the set maximum hatch height h.sub.1 using the hatch geometry, and is stored as a maximum hatch deflection .sub.1. The setting process can also be carried out in a sensor-based fashion here or else also in a user-defined fashion.

(19) Different variants are conceivable for the user-defined setting of the maximum hatch deflection .sub.1 and/or of the maximum hatch height h.sub.1. In one variant, the values which are to be set are input by means of a keyboard or the like at an operator terminal. Another variant, preferred here, is that the respective values are learnt by a corresponding adjustment of the hatch 2, as has been indicated above.

(20) In a particularly preferred refinement, not only are the maximum hatch deflection .sub.1 and/or the maximum hatch height h.sub.1 stored during the setting process but also the vehicle body level n.sub.1 which is present during the setting process is determined and stored as a reference vehicle body level. At any rate, the storage can be dispensed with if the setting process is always performed at a predetermined reference vehicle body level. The setting process could then, for example, be blocked if the motor vehicle level n is not completely lowered.

(21) The stored values for the maximum hatch deflection , the maximum hatch height h and the reference vehicle body level n can be used as a basis for the adaptation of the maximum hatch deflection , depending on the adaptation algorithm.

(22) In a variant which is particularly easy to implement in terms of control technology, the absolute value of the adaptation of the maximum hatch deflection depends linearly on the absolute value of the change in the vehicle body level n, preferably on the absolute value of the deviation of the vehicle body level n from the reference vehicle body level here.

(23) Generally, the maximum hatch deflection is preferably adapted in such a way that when there is an upward or downward change in the vehicle body level n there is a resulting counteracting downward or upward change in the maximum hatch deflection . In this context, the change which is directed upward or downward in the maximum hatch deflection which corresponds here to a pivot angle of the hatch 2 means that the hatch 2 moves overall upward or downward in a first approximation. As a result, a change in the motor vehicle level n is therefore compensated for by a counteracting change in the maximum hatch deflection .

(24) In the above sense, a preferred variant provides that the adaptation of the maximum hatch deflection is adapted to a change in the vehicle body level in such a way that at the respective maximum hatch deflection the hatch height h.sub.1 before the change does not exceed the hatch height h.sub.2 after the change. FIG. 1 shows the hatch height h.sub.1 when the hatch 2 is at the set maximum hatch deflection .sub.1. After the raising of the motor vehicle body to the vehicle body level n.sub.2, the maximum hatch deflection is reduced from the pivot angle .sub.1 to the pivot angle .sub.2 in such a way that the hatch height h.sub.2 which is illustrated in FIG. 2 is even substantially identical to the hatch height h.sub.1 illustrated in FIG. 1.

(25) It is also conceivable that the adaptation of the maximum hatch deflection is always adapted to a change in the vehicle body level n with respect to the stored maximum hatch height h.sub.1. It is preferably provided here that the maximum hatch deflection is adapted to a change in the vehicle body level n, taking into account the hatch geometry, in such a way that at the maximum hatch deflection the hatch height h does not exceed the stored maximum hatch height h.sub.1 after the change in the vehicle body level n. Here, at the maximum hatch deflection the hatch height h is preferably even again identical to the stored maximum hatch height h.sub.1 after the change in the vehicle body level n.

(26) As a result, the above preferred variants for the adaptation of the maximum hatch deflection to a change in the vehicle body level n leads, given a corresponding configuration, to a situation in which the hatch height h when the hatch 2 is at the maximum hatch deflection remains substantially the same even when there is a change in the vehicle body level.

(27) It is interesting that the hatch height h can be defined entirely differently depending on the application. In a particularly preferred refinement, the hatch height h is the height of a reference point 10 at the hatch 2, wherein the reference point 10 is then preferably located in the region of an operator control 9 of the hatch 2. This definition ensures with the above variants that the operator control 9 can always be reached at the set height h.sub.1u. When the chassis is raised to the vehicle body level n.sub.2, the maximum hatch deflection .sub.1 is reduced to the maximum hatch deflection .sub.2, preferably in such a way that the resulting height h.sub.2u corresponds substantially to the set height h.sub.1u.

(28) However, it is also conceivable that the hatch height h is the height of the highest point of the hatch 2. This definition of the hatch height h was used as the basis for the above statements of the teaching according to the proposal.

(29) The adaptation of the maximum hatch deflection according to the proposal is not performed until a change in the vehicle body level n is complete and the vehicle body level n has been set to a new value. However, in many situations it may also be advantageous that the adaptation, according to the proposal, of the maximum hatch deflection is already performed during the change in the vehicle body level n, in particular in incremental steps. There is preferably provision here that when the hatch 2 is at the maximum hatch deflection , in the course of the adjustment of the vehicle body level n, the current maximum hatch deflection is continuously adapted to the current vehicle body level n and that the hatch 2 is always adjusted to the respectively adapted maximum hatch deflection .

(30) The advantage of the last-mentioned preferred variant is apparent most clearly from the situation illustrated in FIG. 1. If the user raises the vehicle body level in the situation illustrated in FIG. 1, the hatch would collide with the door 7 of the garage 8 unless the hatch position were adapted. There is no collision with the door 7 of the garage 8 because in the last-mentioned variant the maximum hatch deflection is adapted as it were in real time, and this is also implemented by correspondingly adjusting of the hatch 2.

(31) According to a further teaching, which is also accorded independent significance, the motor-powered hatch arrangement 1 of a motor vehicle as such is claimed. Reference can be made to all the statements which are suitable for explaining the hatch arrangement 1.