Method for controlling a motor vehicle door or motor vehicle flap

Abstract

The invention relates to a method and an associated device for controlling a motor vehicle door or motor vehicle flap. To this end, a drive (11) is provided for a leaf (2) of the motor vehicle door or motor vehicle flap that can be moved relative to a motor vehicle body (1). The invention also relates to a sensor (9, 10) for detecting individual or a plurality of static and / or dynamic parameters of the leaf (2) and a self-learning control unit (8) that evaluates values of the sensor (9, 10). According to the invention, the control unit (8) evaluates the parameters of the leaf (2) for the purpose of user identification.

Description

[0001] Description

[0002] Method for controlling a motor vehicle door or motor vehicle flap

[0003] The invention relates to a method for controlling a motor vehicle door or motor vehicle flap, with a drive for a wing of the motor vehicle door or motor vehicle flap that is movable relative to a motor vehicle body, furthermore with at least one sensor for detecting individual or several static and / or dynamic parameters of the wing, and with a self-learning control unit that evaluates values ​​of the sensor.

[0004] The control of motor vehicle doors or flaps, such as side doors, tailgates, or even hoods, is often performed entirely or partially with motor assistance today. For this purpose, the drive for the associated wing, which can be moved relative to the vehicle body, is provided as the dominant component of the motor vehicle door or flap. The wing can be a side door wing, a tailgate wing, or even a front flap. In principle, other flaps or wings are also conceivable, such as loading flaps, sliding doors, etc.

[0005] The drive of the movable wing in question can be used either in conjunction with a corresponding opening movement of the wing or in conjunction with a closing movement, or even both. In both cases—i.e., during an opening process as well as a closing process—vehicle users are accustomed to assisting or at least initiating the movement of the wing in question. As a result, the entire energy required by the drive for the wing is not needed, but only partially. This ultimately depends on how the individual vehicle user applies pressure to the wing.

[0006] There are already approaches in the state of the art according to DE 10 2015 014 802 A1 to control and monitor the passenger door system using, for example, self-learning routines. This allows an opening and closing cycle to be adapted to an idealized opening and closing cycle, taking environmental parameter-related characteristic maps into account. This is intended to provide reliable and comfortable operation across a wide range of different environmental conditions. However, any adaptation to the individual user does not take place.

[0007] The generic prior art according to DE 10 2006 057 679 B4 concerns a device for locking a driven, movable component, in particular a tailgate or door on a motor vehicle. For this purpose, a first detector device is designed to signal a locked state of the component. A second detector device performs a travel measurement as part of a shutdown device. Furthermore, a self-learning control system is implemented. In fact, several locking processes can be analyzed to derive an average value for a delay time during the locking process. As a result, the delay time can be changed dynamically, for example, depending on the seasonal ambient temperature. Any adaptation to the user is again not reflected.

[0008] The invention is based on the technical problem of further developing such a method in such a way that conclusions about the user and their actions on the leaf of the motor vehicle door or motor vehicle tailgate can be derived and implemented. To solve this technical problem, a generic method for controlling a motor vehicle door or motor vehicle tailgate is characterized in that the control unit evaluates the leaf parameters for user recognition.

[0009] The control unit usually proceeds by evaluating the dynamic parameters of the wing for user recognition. These dynamic parameters of the wing are, for example, temporal profiles of the wing movement. This can be a distance-time profile, a speed-time profile, an acceleration-time profile, etc., individually or jointly. These dynamic parameters of the wing are then evaluated according to the invention for user recognition.

[0010] This means that based on the user's action on the sash during, for example, an opening and / or closing process, a specific and characteristic path-time curve and consequently also a speed-time curve and acceleration-time curve of the sash during its closing or opening movements can be derived and calculated. This specific time curve of the user is then evaluated for user recognition and taken into account by the control unit. As a result, the control unit can not only carry out specific user recognition based on the relevant time curve, but can also fundamentally differentiate between different users based on the time curve. Of course, an averaging can be carried out to improve accuracy and better distinguishability.For example, it is conceivable to first evaluate five or ten (or a different number) respective time profiles when the user actuates the leaf of the motor vehicle door before a characteristic curve for the time profile is defined as user recognition in the control unit. For further identification and user recognition, signals from an upstream authentication check can of course also be taken into account. In any case, the control unit can carry out the user recognition implemented according to the invention based on the dynamic parameters of the leaf and evaluate the relevant parameters of the leaf for user recognition. Based on this user recognition, the control unit can then recalibrate the drive for actuating the leaf.For example, if a user applies particularly vigorous force to the sash in question during the opening and / or closing process, this may be implemented and interpreted by the control unit to not only recognize the user, but also to perform the desired recalibration of the drive based on the user recognition. In this example, this amounts to reducing the power applied to the sash by reducing the drive's power.

[0011] Conversely, if the user only “hesitantly” moves the sash, the drive will be adjusted and, if necessary, recalibrated depending on the user recognition so that it almost exclusively moves the sash.

[0012] In addition, or alternatively, it is possible for the control unit to take into account static parameters of the sash, such as its mass. Such static parameters can, for example, be stored in the control unit by the manufacturer. As a result, when controlling the drive, the control unit not only considers the specific load applied to the sash by the user for user recognition, but also takes the sash's mass into account.

[0013] In addition, other parameters of the wing can also be taken into account. For example, it is conceivable that the wing or its movement depends not only on the load exerted by the user, the previously described mass of the wing, but also on the friction of the wing against a bearing on the vehicle body. Ideally, the control unit can then differentiate between these different influencing factors: the user, the mass of the wing, and finally, its friction in the bearing or multiple bearings. This differentiation can be made based on the movement of the wing, whereby additional and known values ​​for the mass of the wing are taken into account if necessary.

[0014] User recognition is generally based on the temporal movement sequence, for example the maximum achievable speed, the speed curve, and the temporal decrease in the speed of the wing as it is subjected to the user's action. The friction between the wing and the vehicle body, on the other hand, influences the movement in question largely statically, thus leading to a more or less significant damping of its speed. The same applies to the mass. In addition, it is possible to record the aforementioned static parameters of the wing, such as friction and mass, using a current sensor on the drive. This current sensor is used to determine the current consumed by the drive, which represents a measure of the energy consumed by the drive for moving the wing.From the values ​​of the current sensor, conclusions can be drawn about a possibly increased mass of the wing as well as an increased or decreasing friction of the wing in the bearing against the vehicle body.

[0015] In contrast, a rotation angle sensor is primarily used to record the dynamic parameters of the wing, i.e., to record and evaluate the movement pattern described in the example in the form of a distance-time curve. All of these values—i.e., the dynamic movement pattern of the wing as a result of user recognition, any static parameters such as the mass of the wing, and its friction in the bearing with the vehicle body—are then implemented as a whole by the control unit in such a way that the control unit recalibrates the drive for actuating the wing based on the values ​​of the sensor for actuating the wing. In fact, values ​​from both the current sensor and the rotation angle sensor are usually used at this point.

[0016] In addition, the control unit generally specifies different operating states depending on the values ​​from the sensor in question. This means that a distinction can be made, for example, between normal operation, load operation, or even overload operation. Normal operation corresponds to the control unit loading the drive to actuate the wing in such a way that it takes into account user detection as well as the detected mass and friction, and the drive also has the necessary drive power. During load operation, the control unit ensures, for example, an increase in the drive power for the drive, which takes into account, or can take into account, for example, increased friction between the wing and the vehicle body.Finally, overload operation corresponds to the fact that the friction and / or mass of the sash have increased to such an extent that the nominal drive power of the drive is no longer sufficient to move the sash at all. In this case, the control unit does not control the drive, but instead issues an error message or indicates overload operation.

[0017] The invention also relates to a device which is particularly suitable for carrying out the method. As a result, a method and a device are described with the aid of which, in particular, user recognition can be carried out. For this purpose, the control unit generally carries out the user recognition in question as a function of time-dependent values ​​from the sensor. In addition to user recognition as a result of recorded dynamic parameters of the wing, the control unit generally also takes into account static parameters of the wing in the form of its mass or the friction in one or more bearings with the vehicle body. As a result, the drive for actuating the wing can be recalibrated as needed or, ultimately, the energy required for the drive can be adjusted accordingly. All of this is achieved through a learning process of the control unit as a function of the dynamic and static parameters of the wing.The corresponding recalibration can be carried out and implemented through routines using, for example, artificial intelligence.

[0018] All of this is achieved without the need for calibration, for example, at the end of production. Furthermore, the calibration performed during operation in this example takes into account any changes in the movement of the sash, including the observed friction conditions. This provides an overall high-quality haptic operation of the sash, which is particularly easy and inexpensive to implement. These are the key advantages.

[0019] The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment; in the drawings:

[0020] Fig. 1 shows the device according to the invention for controlling a

[0021] Motor vehicle door or motor vehicle flap schematically,

[0022] Fig. 2A shows a movement sequence in the form of a speed

[0023] Time diagram of the corresponding wing and

[0024] Fig. 2B shows the current consumed by the drive over time schematically.

[0025] The figures depict a device for controlling a motor vehicle door or motor vehicle tailgate. According to the exemplary embodiment, the device is one used to control a motor vehicle side door. For this purpose, the motor vehicle side door has a leaf 2 movable relative to a motor vehicle body 1. The leaf 2 of the motor vehicle door or motor vehicle side door is equipped with a motor vehicle lock 3, of which only a locking mechanism 4, 5 comprising a rotary latch 4 and a pawl 5 interacting therewith is shown schematically. The motor vehicle lock 3, or its locking mechanism 4, 5, interacts with a body-side lock holder or striker 6.As soon as the motor vehicle lock 3 has assumed a closed state relative to the motor vehicle body, and thus also the leaf 2 of the motor vehicle door, this is detected by at least one sensor 7 assigned to the locking mechanism 4, 5 and transmitted to a control unit 8 that receives and evaluates the signals from the sensor 7. In addition, a further sensor 9, 10 is implemented.

[0026] In fact, there is a rotation angle sensor 9 on the one hand and a current sensor 10 on the other. In the example shown, the current I consumed by a drive 11 for the wing 2 can be measured using the current sensor 10. Using the rotation angle sensor 9, an angle a covered by the wing 2 relative to the vehicle body 1 can be determined.

[0027] The sensor 9, 10 or the two sensors 9, 10 serve to detect individual or multiple static and / or dynamic parameters of the wing 2. The control unit 8 then evaluates the values ​​of the sensor 9, 10 or the angle of rotation sensor 9 as well as the current sensor 10. According to the invention, the control unit 8 now evaluates the signals in question from the sensor 9, 10 and thus the parameters of the wing 2 for the purpose of user recognition.

[0028] For this purpose, reference is made to Fig. 2A, which depicts the movement sequence of the wing 2, specifically two different curves of the speed v of the wing 2 over time t. These two speed curves show a speed v of the wing 2 starting from the origin 0 and increasing differently over time t. After a time t 1 , the drive 11 for the wing 2 may provide support for the closing movement of the wing 2 shown at this point. This means that in the example shown in Fig. 2A, the wing 2 is closed both manually and by motor. The time t 2 then corresponds to the closed state of the wing 2, which is manifested by the closed state of the associated motor vehicle lock 3. This closed state is reported to the control unit 8 using the sensor 7.

[0029] In Fig. 2A there is a speed threshold v sThis speed threshold is not exceeded by a first user belonging to the lower (dash-dotted) curve, but is exceeded by a second user belonging to the upper (solid) curve. As a result, for example, the drive 11 for the first user can operate at a speed below the threshold v s provide support for the closing movement of the wing 2, whereas the closing movement of the wing 2 for the second user above the threshold v s does not receive additional motor support. Of course, the threshold v s can be specified variably and shiftably by the control unit 8.

[0030] While the speed-time curve v(t) in Fig. 2A ultimately represents the signal from the angle of rotation sensor 9, the current curve over time l(t) in Fig. 2B ultimately represents the values ​​from the current sensor 10. In this case, the time t1 corresponds to the current I drawn by the drive 11 increasing at this point, reaching a maximum at time t2. This is the case when the leaf 2 has reached its closed state relative to the motor vehicle body 1. This closed state is again detected by the sensor 7 inside the motor vehicle lock 3 and reported to the control unit 8.

[0031] According to the invention, the control unit 8 can now evaluate the parameters of the wing 2, i.e. both the dynamic parameters of the wing 2, i.e. its movement sequence according to Fig. 2A, and the static parameters of the wing 2, consequently its mass and, if applicable, friction with the motor vehicle body 1. For user recognition, the control unit 8 evaluates the dynamic parameters of the wing 2, as can be seen from Fig. 2A. In fact, each user generates a movement profile or a characteristic movement sequence over time that is characteristic for him, which is represented and reproduced here using the speed-time curve v(t). As a result, the control unit 8 can distinguish between different users.This means that the control unit 8 "knows" that when the leaf 2 is actuated by the first user, belonging to the lower (dash-dotted) speed curve, the drive 11 must intervene to provide support, while for the second user, belonging to the upper (solid) speed curve, additional support is not required or hardly required. Furthermore, the control unit 8 can take into account static parameters of the leaf 2, such as its mass. The current sensor 10 can provide information about this, as can any friction in a bearing between the door leaf 2 and the vehicle body 1. In fact, the bearing is shown here as a schematic point at which the drive 11 for the leaf 2 acts.

[0032] Any increase in the mass of the wing 2 and / or its friction in the bearing in question relative to the motor vehicle body 1 results in an increase in the current intensity I measured by the current sensor 10 and absorbed by the drive 11, as is schematically illustrated in Fig. 2B. In fact, two different operating states are shown here. One operating state, the dashed curve of the current intensity I, corresponds to normal operation, whereas the solid curve of the current intensity I over time t corresponds to load operation. In this load operation, the drive 11 is supplied with the maximum possible current intensity in the example case. If an even higher current intensity should be required to supply the drive 11, for example due to increased friction, so-called overload operation is observed, which occurs beyond a threshold for the current intensity l sin Fig. 2B. This overload operation corresponds to the fact that the control unit 8 does not actuate the drive 11 for the wing 2.

[0033] This means that the control unit 8 takes into account the static parameters of the wing 2 in the form of its mass and the friction with the vehicle body 1. The corresponding values ​​are recorded using the current sensor 10, which is provided on the drive 11 and is designed to record the static parameters of the wing 2. As a result of these measurements, the control unit 8 ensures that the drive 11 is recalibrated depending on the values ​​of the sensors 9, 10 for applying force to the wing 2.

[0034] If, for example, the friction between the wing 2 and the motor vehicle body 1 has increased, which corresponds to the load operation shown in Fig. 2B by the solid line, the control unit 8 permits a correspondingly increased current consumption of the drive 11 or ensures that the drive 11 and its application are recalibrated accordingly. As a result, the control unit 8, depending on the values ​​of the sensor 9, 10, can determine the various operating states already described in Fig. 2B, such as the dashed normal operation, the solid line load operation, and finally the overload operation beyond the threshold l s pretend.

[0035] List of reference symbols

[0036] 1 motor vehicle body

[0037] 2 door leaves

[0038] 3 Motor vehicle lock

[0039] 4, 5 locking mechanisms

[0040] 6 locking brackets

[0041] 7 Sensor

[0042] 8 Control unit

[0043] 9 Angle sensor

[0044] 10 Current sensor

[0045] 9, 10 sensors

[0046] 11 Drive v Speed ​​v s Speed ​​threshold v(t) Speed-time curve t, ti, t2, l(t) Time i Current

[0047] current

Claims

Patent claims 1. Method for controlling a motor vehicle door or motor vehicle flap, comprising a drive (11) for a wing (2) of the motor vehicle door or motor vehicle flap movable relative to a motor vehicle body (1), further comprising at least one sensor (9, 10) for detecting one or more static and / or dynamic parameters of the wing (2), and a self-learning control unit (8) which evaluates values ​​of the sensor (9, 10), characterized in that the control unit (8) evaluates the parameters of the wing (2) for user recognition.

2. Method according to claim 1, characterized in that the control unit (8) evaluates the dynamic parameters of the wing (2) for user recognition.

3. Method according to claim 1 or 2, characterized in that the control unit (8) derives parameters of the wing (2) from its movement profile, for example the distance-time profile, velocity-time profile, acceleration-time profile, etc.

4. Method according to one of claims 1 to 3, characterized in that the control unit (8) takes into account static parameters of the wing (2) in the form of its mass and / or its friction.

5. Method according to one of claims 1 to 4, characterized in that a rotation angle sensor (9) is provided for detecting the dynamic parameters of the wing (2).

6. Method according to one of claims 1 to 5, characterized in that a current sensor (10) is provided on the drive (11) for detecting the static parameters of the wing (2).

7. Method according to one of claims 1 to 6, characterized in that the control unit (8) recalibrates the drive (11 ) depending on values ​​of the sensor (9, 10) for actuating the wing (2).

8. Method according to one of claims 1 to 7, characterized in that the control unit (8) specifies different operating states such as normal operation, load operation or overload operation depending on values ​​of the sensor (9, 10).

9. Method according to one of claims 1 to 8, characterized in that the control unit (8) performs user recognition depending on time-dependent values ​​of the sensor (9, 10).

10. Device for controlling a motor vehicle door or motor vehicle flap, in particular for carrying out the method according to one of claims 1 to 9, with a drive (11) for a wing (2) of the motor vehicle door or motor vehicle flap movable relative to a motor vehicle body (1), furthermore with at least one sensor (9, 10) for detecting one or more static and / or dynamic parameters of the wing (2), and with a self-learning control unit (8) evaluating values ​​of the sensor (9, 10), characterized in that the control unit (8) evaluates the parameters of the wing (2) for user recognition.

Images