Method for adjusting an adjusting component on a vehicle and storing signals and measured values for subsequent checking

Abstract

The proposed solution relates in particular to a method for adjusting an adjustment component (1) on a vehicle (F), wherein the adjustment of the adjustment component (1) is controlled using an electronic detection device (2), which detects potential obstacles in the adjustment path of the adjustment component (1) based on at least one first measurement value and generates at least one control signal (r(t)) to control the adjustment of the adjustment component (1). The curves of the control signal (r(t)) and / or the first measurement value, and the curves of at least one second measurement value (a(t), i(t), v(t)) that change significantly when the adjustment component (1) collides with an obstacle, are stored, at least for a defined time period, in a manner that allows for reading and correlation for subsequent rationality checks.

Description

Technical Field

[0001] The proposed solution relates to a method for adjusting adjustment components on a vehicle. Background Technology

[0002] It is well known to adjust vehicle components, primarily doors, tailgates, or trunk lids, taking into account potential obstructions in the adjustment path of the adjustment components. In this regard, it is particularly common to have an electronic detection device on the vehicle side that detects potential obstructions in the adjustment path of the adjustment components and, if necessary, prohibits, stops, or reverses the adjustment of the adjustment components when a potential obstruction is detected. Typically, the electronic detection device utilizes at least one capacitive sensor, at least one radar sensor, and / or at least one ultrasonic sensor to identify the presence of potential obstructions in the adjustment path of the adjustment components. The corresponding measurements from each sensor are then compared to nominal values, with the addition of stored tolerances if necessary. A control signal is then generated by the electronic detection device to control the adjustment movement of the adjustment components, and via this control signal, a signal is sent to the drive mechanism for the adjustment components to indicate whether (still) adjustment can be performed along the adjustment path. Therefore, for example, the vehicle will be stopped if a potential obstacle is found in the adjustment path when the door is opened, or when the door is opened manually, a warning will be issued that a collision with a detected obstacle may occur, for example, by selectively increasing the operating force required for further adjustment.

[0003] Typically, in systems known to date, there is no detection and storage of the environmental conditions present during potential obstacle detection. Functional checks of electronic detection devices are only performed during operation, so that an alarm signal is output if necessary in the event of a malfunction. At best, this is then stored as a malfunction.

[0004] Simultaneously, a technical solution is needed where, in the event of an actual collision with an obstacle, the manufacturer can examine the extent to which the adjustment system used to adjust the components functions as specified in order to assess potential warranty claims. For example, it is of interest to examine in the workshop, in cases where a door, tailgate, or trunk lid collides with an obstacle, whether the collision was caused by a malfunction of the electronic detection device or whether the potential damage was due to misoperation and / or improper adjustment. Summary of the Invention

[0005] In this context, the proposed solution is based on the task of providing an improved regulation system in this regard.

[0006] This task is particularly solved using the method according to the invention for adjusting adjustment components on a vehicle, which can be achieved by an adjustment system for adjusting adjustment components on the vehicle side.

[0007] Accordingly, it is proposed to store, at least for a limited time period, curves of control signals generated by the electronic detection device and / or curves of first measurements (based on which potential obstacles in the adjustment path of the adjustment member are identified), and curves of at least one second measurement that change significantly in the event of a collision between the adjustment member and an obstacle.

[0008] Therefore, using the proposed solution, curves that can be correlated with specific measurement parameters and / or signal parameters are stored so that conclusions can be subsequently drawn, for example, from the corresponding curves, regarding possible malfunctions of the electronic detection device or forced operation of the regulating component. Here, at least one second measurement value can come from at least one sensor belonging to the detection device, and / or the second measurement value can come from at least one sensor on the vehicle side, and especially on the regulating component side, which is networked with the electronic detection device via a vehicle bus system. The sensor generates a second measurement value that changes significantly when the regulating component collides with an obstacle, i.e., it undergoes a characteristic rise or fall, and thus provides additional evaluable parameters, so that whether a collision with an obstacle actually occurred can be identified based on the change in the second measurement value. By temporally correlating the control signals and / or first measurement values ​​of the electronic detection device with such second measurement values, it is possible to subsequently examine to what extent the control signals and / or first measurement values ​​generated before and at the time of the collision make the specific scenario of the regulating component colliding with the obstacle seem reasonable. Therefore, utilizing the proposed solution is particularly relevant to the expansion of the collision avoidance protection sensor system provided by the electronic detection device, in order to allow for subsequent analysis and / or reconstruction of potential collision scenarios. This is especially helpful in obtaining an afterthought of the circumstances and causes of a possible collision between the regulating component and an obstacle, as well as in better estimating the potential warranty risks for the manufacturer of the electronic detection device.

[0009] As described above, at least one second measurement can originate from a vehicle-side sensor networked with the electronic detection device and, if necessary (at least not primarily), associated with obstacle detection. Crucially, subsequent plausibility checks are made possible by combining different signals and / or measurements and storing them, for example, in a readable manner as an event log. In principle, a collision between an obstacle and an adjusting component is understood here specifically as a collision between the adjusting component and the obstacle during adjusting movement, or conversely, a collision between a moving obstacle and a stationary adjusting component.

[0010] Here, in principle, for example, when a potential obstacle is detected in the adjustment path of an adjusting component via an electronic detection device, the storage of the curve can always be automatically triggered. Therefore, for example, when a potential obstacle is detected in the adjustment path of an adjusting component that is yet to be adjusted or in the adjustment path of an adjusting component that has already undergone adjustment, the storage of the curve can be automatically triggered. Storage then continues until a time endpoint predetermined by control electronics, for example, by a defined duration, such as 5 seconds, and / or by a specific adjustment event of the adjusting component. Storage until a specific adjustment event can be understood, for example, as starting from the detection of a potential obstacle in the adjustment path of the adjusting component and continuing until the respective adjusting component occupies one of two possible end positions on the vehicle, such as a fully closed position. For example, after detecting an obstacle in the adjustment path of an adjusting component configured as a door, recording and storing the curve continues until the door is fully closed again and / or locked to the vehicle body by the operation of the door lock.

[0011] Alternatively or additionally, the time period used for storing the curve can be automatically defined by means of an electronic detection device and depends on the triggered adjustment movement of the adjustment component. Thus, in this embodiment, the electronic detection device triggers the storage of the corresponding curve, for example, when the adjustment component begins manual or externally manipulated adjustment monitored by the electronic detection device, or when a potential obstacle in the adjustment path of the adjustment component is detected by the electronic detection device. The curves for the control signals and / or the first and second measurements are not recorded or stored beforehand, for example, and at least not persistently stored, but these signals and measurements are still generated or detected.

[0012] To improve the manageability and temporal relevance of the stored curves, these curves can be stored together with at least one electronic timestamp. This includes, for example, recording and storing the curves in relation to the vehicle's synchronized time system. These curves can be stored discretely, particularly in a separate vehicle-side controller, especially in the controller of an electronic detection device, and / or discretely in the memory of multiple sensors providing signals and measurements, and stored together with the synchronized timestamp.

[0013] To effectively utilize the memory capacity reserved for storing curves, one embodiment configures a temporary cache for the curves of the adjustment component. Therefore, for example, the curve can only be persistently stored in the memory device if a potential obstacle in the adjustment path of the adjustment component is detected. In other words, in such an embodiment, each time the adjustment component is adjusted, the detected curve is first temporarily and volatilely cached. In subsequent adjustments, such as the third, fourth, or fifth adjustment of the adjustment component, the curve cached in this way is overwritten by new data. Thus, only a limited number of previous adjustment cases of the adjustment component are stored in the temporary memory. Persistent storage only occurs when a potential obstacle in the adjustment path of the adjustment component is detected. Here, for example, in response to the detected obstacle, the corresponding curve is copied to or transferred to the memory device for persistent, non-volatile storage. Therefore, when a potential obstacle is detected in the adjustment path of an adjustment component that is manipulated by external force or can be manually adjusted by an electronic detection device, the curve and its associated data points, which were originally only temporarily stored, are permanently stored in a readable manner in a separate memory area provided for this purpose.

[0014] Alternatively or additionally, when a collision between an obstacle and the adjusting component is detected, the curve initially temporarily cached can be permanently stored in a memory device. Here, the permanent storage of the curve is triggered when a collision between an obstacle and the adjusting component is detected electronically. For example, such a collision is detected based on at least one second measurement, and the curve of the first measurement and / or control signal, along with the second measurement, is permanently stored. In this way, for example, it can be used to subsequently identify whether a collision with an obstacle has been detected without adjustment of the adjusting component. Thus, for example, it can be subsequently analyzed whether the obstacle might have collided with the vehicle at a door without the door moving. Therefore, a so-called parking collision can be identified based on the stored curve or data.

[0015] In particular, it can be configured that curves are temporarily cached between two adjustments of the adjusting component. Therefore, the corresponding system always temporarily stores curves between two adjustments of the adjusting component. If a collision occurs between an obstacle and the adjusting component between these two adjustments, the curves that can be correlated with each other are persistently stored, regardless of whether the adjusting component is adjusted, so that the detected collision can be analyzed later. For example, between two adjustments of the adjusting component, the curves are repeatedly temporarily cached for a limited duration. Therefore, for example, from the start of the adjusting component adjustment, the curves can be temporarily cached for at least 2 or 3 hours to ensure that data for later analysis is available for a limited period of time after the adjustment is completed. This includes, for example, performing and / or having to perform curve caching within a limited short time window after the vehicle stops (and, if necessary, after detecting the opening and subsequent closing movement of a door or tailgate), until the readjustment movement of the respective door or tailgate is detected. Only from that point in time are the temporarily cached curves overwritten again.

[0016] Alternatively or supplementarily, the curve can be temporarily buffered as long as the vehicle is detected to be stationary electronically. In particular, the curve is temporarily buffered from the point when the vehicle stops so that if a collision event is detected while the vehicle is stationary, it can be determined that the collision occurred when the adjusting component was not moving, and therefore it is not attributed to a possible malfunction of the detection device.

[0017] At least one second measurement that changes significantly when the regulating component collides with an obstacle may, for example, represent the acceleration of the regulating component, the speed of the drive used to regulate the regulating component by means of external force, or the motor current of the drive used to regulate the regulating component by means of external force. Therefore, at least one second measurement may be based, for example, on signals from at least one acceleration sensor, at least one speed or rotational speed sensor, or at least one current sensor. In addition to storing curves of control signals and / or curves of first measurements, multiple such second measurements may be stored in a manner that allows for parallel reading and correlation among them for subsequent rationality checks.

[0018] For example, the detection device includes at least one capacitive sensor, at least one ultrasonic sensor, at least one lidar sensor, or at least one radar sensor to infer the presence of potential obstacles in the adjustment path of the adjustment component without contact.

[0019] To facilitate simple, and especially automated, evaluation of the stored data using the proposed solution, one implementation variant includes at least one collision sensor that stores at least one collision information point upon detecting a collision between the adjustment component and an obstacle. This collision information indicates that a collision with the obstacle has been detected by the sensor. Therefore, the corresponding event log includes, for example, a description of the detected collision event. This includes, for example, assigning a "1" value to the corresponding data field in the event of a detected collision, and otherwise assigning a "0" value or no value. In this way, the stored data and curves can be selectively filtered based on detected collisions, and thus evaluated in a more targeted manner.

[0020] In one implementation variant, additionally or alternatively, at least one person-specific parameter is stored in addition to the stored curve. This person-specific parameter, for example, allows for the assessment of the presence of a person in the vehicle's surrounding environment, particularly in the environment surrounding the adjusting component, during the adjustment of the component. This specifically means that the person-specific parameter can be used to assess whether a person is present at least briefly, i.e., for a duration exceeding a stored threshold, within a defined radius around the vehicle during the adjustment of the adjusting component. To store the person-specific parameter, signals indicating the presence of a person can be assessed and / or stored, for example, from a vehicle-coupled key transponder, a vehicle-coupled mobile device (especially a smartphone with a corresponding software application), and / or the vehicle's environmental sensors. From this, it can be inferred whether the adjustment of the adjusting component is indeed performed under the user's preset supervision, and / or how likely the adjusting component is to collide with human obstacles during the respective adjustment process. In particular, the evaluation of the key transponder or mobile device here allows for the storage of personnel-specific parameters that do not merely indicate the existence of any location near the vehicle when the adjustment component is adjusted. Rather, it allows for the evaluation of whether the vehicle user authenticated via the key transponder and / or mobile device is nearby.

[0021] Alternatively or additionally, the stored personnel-specific parameters may include at least one authentication information that can be associated with a specific user of the vehicle. For example, if the vehicle is unlocked by a specific authenticated user (and, if necessary, multiple potentially authenticated users) before adjusting their respective adjustment components, the authentication information associated with that user is stored as a personnel-specific parameter, for example, in the form of a specific authentication number. Such associative authentication information can, for example, facilitate the use of the vehicle as a taxi or car-sharing service, so as to match potential damage to the adjustment components with the specific user of the vehicle.

[0022] Curves can be stored locally in vehicle-side memory and / or in cloud memory via an internet connection. In principle, curves can also be stored locally, either fully or redundantly, and in cloud memory. The local vehicle-side memory may, for example, include a local storage area of ​​an electronic detection device, where the system time of at least one second measurement value and / or electronic timestamp is subsequently provided to this storage area, for example, via the vehicle bus system, and for this purpose, transmitted, for example, to the controller of the electronic detection device. The vehicle-side memory may also be configured, for example, for the aforementioned temporary and volatile caching of curves, while additional cloud memory is used for non-volatile storage of curves when potential obstacles are detected in the adjustment path of the adjustment component.

[0023] Another aspect of the proposed solution relates to a method for monitoring the adjustment of an adjustment component on a vehicle. Here, the adjustment of the adjustment component is also controlled using an electronic detection device that detects potential obstacles in the adjustment path of the adjustment component based on at least one first measurement value and generates at least one control signal to control the adjustment of the adjustment component. Furthermore, it is configured to store, at least for a defined time period, a) curves of the control signals and / or curves of the first measurements and / or curves of positioning measurements indicating the adjustment positioning of the adjustment component, and b) at least one second measurement value that changes significantly upon collision with an obstacle. This storage is done in a manner that allows for reading and correlation with each other for subsequent rationality checks.

[0024] The basic idea behind this alternative solution is to provide data that can be correlated with each other, based on which it can be verified to determine the extent to which the electronic detection device operates as prescribed and / or the extent to which the adjustment of the regulating component has actually occurred when the regulating component collides with an obstacle.

[0025] In this principle, a collision between an adjusting component and an obstacle is also understood to mean that a moving adjusting component may collide with a stationary obstacle, or a moving obstacle may collide with a stationary adjusting component. The conditions under which a collision was detected can be assessed in conjunction with at least one second measurement value, based on control signals, a first measurement value, and / or a positioning measurement value. Thus, a positioning measurement value may, for example, represent the opening angle of a door or tailgate. If, for example, the positioning measurement value indicates that the respective adjusting component was fully closed when a collision with the adjusting component was detected, it is more likely that a moving obstacle collided with a stationary adjusting component. Therefore, a collision between the adjusting component and an obstacle is irrelevant to potential damage to the electronic detection device. This situation, for example, refers to a so-called parking roof collision when the vehicle is parked.

[0026] The proposed solution also relates to an adjustment system for adjusting at least one adjustment component on a vehicle. Here, the proposed adjustment system includes an electronic detection device configured to detect potential obstacles in the adjustment path of the adjustment component based on at least one first measurement value, and to generate at least one control signal for controlling the adjustment of the adjustment component, specifically for braking, stopping, and / or reversing the adjustment movement of the adjustment component. Here, the adjustment system is configured to implement a variation of the proposed method, and therefore, in particular, stores, for at least a defined time period, curves of the control signals and / or curves of the first measurements, as well as curves of at least one second measurement value from a vehicle-side sensor that shows a significant change upon collision between the adjustment component and the obstacle.

[0027] The proposed regulation system here specifically includes an interface for reading stored data including curves and / or an interface to a cloud storage, wherein the data including curves is stored in the cloud storage in a readable manner.

[0028] Furthermore, the proposed solution includes a computer program product for an electronic control device for regulating the system. This computer program product contains instructions that, when executed, cause at least one processor controlling the electronic device to implement a variant of the proposed method. Attached Figure Description

[0029] The accompanying figures exemplify possible implementation variations of the proposed solution.

[0030] in:

[0031] Figures 1 to 4 The diagram illustrates different exemplary signal and measurement curves for different scenarios of the adjustment movement of the adjustment component in the form of a car door;

[0032] Figure 5 The vehicle is shown in a side view and truncated, having an implementation variant of the proposed adjustment system used to generate Figures 1 to 4 The visible signal and measurement curves. Detailed Implementation

[0033] Figure 5 The vehicle F is shown truncatedly from the driver's side, wherein the body opening O in the body K of the vehicle F can be closed by an adjusting member in the form of a lateral door 1. The door 1 can be pivoted along an adjusting path from a fully closed position to a maximum open adjusting position on the body K. Figure 5The car door 1 can be opened and closed manually. Alternatively or additionally, it is also possible to adjust the car door 1 by means of external force. The respective pivot position of the car door 1, and thus the adjustment positioning of the car door 1, is determined by the opening angle. To limit. This opening angle. As a positioning measurement that can be detected and evaluated electronically, this positioning measurement is indicative of the current adjusted positioning of door 1 relative to the body K.

[0034] Regardless of the type of adjustment, an electronic detection device 2 is provided to detect obstacles in the adjustment path of the door 1. Therefore, the electronic detection device 2 monitors the adjustment area of ​​the door 1 when it is opened to prevent the door 1 from colliding with an obstacle. In the case of manual adjustment, the electronic detection device 2 generates an alarm signal, and / or increases the operating force required for adjustment, and thus makes it more difficult for the user to open the door 1 further. When the door 1 is adjusted by external force, the triggered adjustment of the door 1 is prohibited when an obstacle is detected in the adjustment path, thereby keeping the door 1, for example, in its closed position. Alternatively or additionally, when an obstacle is detected, the adjustment movement of the door 1, which is operated by external force or is motor-controlled, is stopped and / or reversed to prevent the door 1 from colliding with an obstacle when opening (or closing).

[0035] To detect potential obstacles in the adjustment path of the door 1, the electronic detection device 2 includes at least one obstacle sensor, currently in the form of, for example, a radar or ultrasonic sensor 20. Based on a first measurement generated by the radar or ultrasonic sensor 20, it can be electronically inferred whether an obstacle exists in front of the door 1 to be adjusted, and thus in the adjustment path of the door.

[0036] The first measurement value detected by the radar or ultrasonic sensor 20 is transmitted to the control electronics 21 of the electronic detection device 2. The control electronics 21 has evaluation logic, which is implemented, for example, in a microcontroller having at least one processor. In the control electronics 21, the presence of an obstacle in the adjustment path of the door 1 can be evaluated by comparing the received first measurement value from the radar or ultrasonic sensor 20 with at least one stored threshold.

[0037] The control electronics 21 can send control signals to the drive unit 3 on the door side to control the adjustment movement of the door 1. Therefore, the corresponding control signal via the electronic control device 21 can, for example, generate a braking force resisting adjustment when the door 1 is manually adjusted, resulting in an increase in the operating force required for adjustment. In the case of adjusting the door 1 by external force, the drive unit 3 can stop and / or reverse the adjustment movement of the door 1 in response to the corresponding control signal from the control electronics 21, thereby preventing collisions with obstacles in the adjustment path of the door 1.

[0038] exist Figure 5 In the illustrated embodiment, the control electronics 21 of the electronic detection device 2 is additionally coupled to the accelerometer 4 on the door side, or the control electronics 21 has the accelerometer 4. The accelerometer 4 can generate an acceleration signal representing the acceleration of the door 1. Furthermore, the drive unit 3 can transmit a speed or rotational speed signal to the control unit 21, representing the speed at which the motor driver of the drive unit 3 drives the door 1. Alternatively or supplementarily, a motor current signal can be transmitted from the drive unit 3 to the control electronics 21, and thus a (further) second measurement value representing the motor current required to drive the motor of the drive unit 3.

[0039] The second measurement value provided by the drive unit 3 and / or the acceleration sensor 4 can be combined with the first measurement value from the radar or ultrasonic sensor 20 to draw conclusions about possible malfunctions of the electronic detection device 2 and possible forced or erroneous operation of the door 1. For this purpose, the controller with control electronics 21 can be networked with the controller of the drive unit 3 of the vehicle F or a controller utilizing the acceleration signal from the acceleration sensor 4, particularly via the vehicle bus system.

[0040] One implementation variant of the proposed solution involves storing in memory device 5, at least for a limited time period, curves of first measurements provided by radar or ultrasonic sensors 20, curves of control signals transmitted to drive unit 3 by control electronics 21, and curves of at least second measurements from acceleration sensor 4 and / or drive unit 3, in a manner that allows for reading and correlation for subsequent rationality checks. Memory device 5 has an interface for reading the data stored therein. Memory device 5 can be locally located within the controller of electronic detection device 2. Alternatively or additionally, memory device 5 can be part of a cloud storage system, which the control electronics 21 of electronic detection device 2 can address via the Internet interface of vehicle F.

[0041] By storing in memory device 5 curves representing the adjustment movement of door 1, or data formed from them, subsequent evaluations and thus reasonableness checks can be performed, for example: whether the electronic detection device 2 correctly identifies an obstacle in the adjustment path of door 1 but door 1 still collides with the obstacle, or whether a collision occurs, for example, because the electronic detection device 2 previously erred in detecting the absence of an obstacle. This has considerable economic benefits, particularly in terms of potential warranty claims. The proposed solution provides the technical premise for this.

[0042] In this example, the electronic detection device 2 automatically triggers the storage of the aforementioned curves during the adjustment of the door 1. These curves are initially stored temporarily and then volatilely with each adjustment of the door 1, so that from a certain number of adjustments onwards, the previous curves are overwritten. If the electronic detection device 2 of the adjustment system detects an obstacle in the adjustment path during the adjustment of the door 1, the previously temporarily cached curves are transferred to the memory device 5, where they are then permanently and non-volatilely stored. These curves are stored along with at least one electronic timestamp and are therefore synchronized, for example, with the vehicle-side time system, allowing the curves and the resulting data to be evaluated as an event log. This event log includes, for example, not only possible control commands and opening angles... The curve and / or acceleration detected by acceleration sensor 4, and also include the state information of each sensor, the possible tilt attitude of vehicle F, and the opening angle at the time of collision detection. Information and / or available information from other sensors, such as so-called "corner radar," which is set up to identify cyclists when changing lanes or turning at vehicle F.

[0043] In the illustrated embodiment, the detected curves can also be temporarily stored while vehicle F is parked, particularly regardless of the adjustment movement of door 1. If a collision with an obstacle is electronically detected at door 1 while vehicle F is parked, the previously temporarily stored curves are permanently stored in memory device 5. Therefore, even when door 1 is not moving, it is easy to detect whether a stationary door 1 has collided with a moving obstacle via radar or ultrasonic sensor 20. Based on the permanently stored curves at that time, it is possible to determine whether the collision occurred while door 1 was stationary, and in particular, whether the collision could be attributed to a possible malfunction of electronic detection device 2. Instead, the collision could be a so-called parking bump or other collision indicating damage to door F by a third party.

[0044] In principle, persistently stored curves can also be stored in association with date Latin and time indications.

[0045] In one implementation variant, the control electronics 21 of the electronic detection device 2 may also acquire at least one person-specific parameter via the vehicle bus system for storage in the memory device 5. For example, this person-specific parameter may signal whether a person, particularly an authenticated user, is in the vicinity of door 1 during door 1 adjustment. Alternatively or additionally, the at least one person-specific parameter may include authentication information associated with a specific user of vehicle F, such as an authentication number associated with that user or with a specific vehicle key or mobile device used to open vehicle F before door 1 is adjusted.

[0046] As according to Figures 1 to 4 As illustrated by the different signal curves, it is easy to analyze whether and how a possible collision event occurred at door 1 by means of the recorded and stored curves that can be read in small quantities and correlated with each other.

[0047] Here, Figure 1 The diagram illustrates different signal curves with respect to time t when the door 1 is opened without obstruction from the fully closed position on vehicle F. The control electronics 21 of the electronic detection device 2 here predetermines a control signal in the form of a target angle signal r(t) based on a first measurement generated by the radar or ultrasonic sensor 20. In the case of unobstructed adjustment, this target angle signal r(t) is always higher than the maximum possible opening angle of the door 1. 最大 In other words, during barrier-free opening, the opening angle of door 1... (t) can approach this maximum opening angle 最大 And eventually reach the maximum opening angle, but the drive device 3 of the door 1 does not send a signal to stop the opening movement of the door 1 in advance via the predetermined target angle signal r(t).

[0048] According to Figure 1 As illustrated by the curves of the motor current i(t), the acceleration a(t) of the door 1 measured by the acceleration sensor 4, and the speed v(t) of the drive motor of the drive unit 3 that drives the opening movement of the door 1, the corresponding signal curves show a consistent scenario in this respect. Therefore, the door 1 is initially accelerated and then decelerated again at the end of the adjustment movement. The initial acceleration of the door 1 is accompanied by an increase in current demand, which then remains relatively constant and decreases again at the end of the adjustment movement. Accordingly, the drive motor also initially rotates at an increasing speed until it reaches the constant adjustment speed of the door 1, and then decreases again before reaching the maximum opening position.

[0049] Figure 2The signal and measurement curves are based on a scenario where, according to regulations, the electronic detection device 2 detects obstacles in the adjustment path of the door 1 without contact, and accordingly restricts and stops the adjustment movement of the door 1. Here, different storage curves are shown... Figure 1 Different, yet still representative, scenarios. Therefore, the target angle signal r(t) predetermines a maximum permissible opening angle due to the detection of obstacles in the adjustment path; this maximum permissible opening angle is less than the maximum opening angle. 最大 Therefore, door 1 is only opened until time point t. H And it opens only to a small opening angle. At the end of the adjustment movement, the speed v of the drive motor and its motor current i decrease in a defined manner so that the door 1 stops in front of the potential obstacle. The door 1 is correspondingly and purposefully negatively accelerated, and therefore at time t H It previously experienced negative acceleration 'a'.

[0050] In contrast, Figure 3 The signal curve is exemplary for a malfunction of the electronic detection device 2. Here, the reduced opening angle of the door 1 is not predetermined via the target angle signal r(t). Therefore, the electronic detection device 2, and especially its radar or ultrasonic sensor 20, fails to detect an obstacle in the adjustment path of the door 1. However, at time point t... H The car door 1 suddenly stopped, as can be seen from the characteristic drops in acceleration, motor current, and speed signals. Furthermore, at time point t... H Then, open the angle Maintain at an angle below the maximum opening angle 最大 The constant value remains unchanged.

[0051] In contrast, Figure 4 The signal curve in the diagram reveals a scenario where the electronic detection device 2 has detected a potential obstacle in the adjustment path of the door 1 and, for this purpose, determines a predetermined reduction in the opening angle of the door 1 via the target angle signal r(t). When the adjustment movement of the door 1 is to be stopped accordingly by the drive device 3, manual intervention occurs, causing the door 1 to continue adjusting in the opening direction. The drive device 3, exemplarily, switches to servo operation due to the manual intervention, thus keeping the motor current signal i(t) constant. This switch can be detected electronically and can also be stored via corresponding parameters. Without switching to servo operation, the motor current i(t) will increase again before the door 1 suddenly stops due to a significant collision with an obstacle.

[0052] Figures 1 to 4The different curves clearly demonstrate that different signal curves synchronized with timestamps can provide readable and correlated data for subsequent plausibility checks of the measurements and signals detected and generated by the electronic detection device 2, as well as hypothetical collision events. Therefore, different “cases” can be distinguished from each other via targeted and automatically stored signal curves traceable to the electronic detection device 2 and its sensing system with radar or ultrasonic sensors 2, as well as vehicle-side or door-side sensors networked with the electronic detection device 2. Based on these signal curves, for example, it is easy to distinguish between interference-free functions (such as barrier-free door opening or obstacle avoidance by stopping in front of a detected obstacle) and obstacle collisions caused by others or component failures of the electronic detection device 2. Based on signals of the door 1's acceleration a, rotational speed v, and the motor current i of the drive motor of the drive unit 3, combined with the measurements and / or signal curves of the electronic detection device 2, it is easy to reconstruct whether the door 1 collided with a rigid obstacle or a softer obstacle. This also allows for subsequent inspections to confirm any damage that may be found on the door or the plausibility of the scenario on which such damage is based.

[0053] List of reference numerals

[0054] 1. Car door (adjustable parts)

[0055] 2. Detection device

[0056] 20 Radar / Ultrasonic Sensors (Obstacle Sensors)

[0057] 21 Control Electronic Devices

[0058] 3. Drive unit

[0059] 4. Accelerometer

[0060] 5. Memory devices

[0061] Vehicle F

[0062] K body

[0063] O Body opening

[0064] Opening angle (positioning measurement value)

Claims

1. A method for adjusting an adjusting component (1) on a vehicle (F), wherein, The adjustment of the regulating component (1) is controlled by using an electronic detection device (2), which detects potential obstacles in the adjustment path of the regulating component (1) based on at least one first measurement value and generates at least one control signal (r(t)) to control the adjustment of the regulating component (1). Its features are, The control signal (r(t)) and / or the curve of the first measurement value, and the curve of at least one second measurement value (a(t), i(t), v(t)) that changes significantly when the adjustment component (1) collides with the obstacle, are stored in a manner that allows them to be read and correlated with each other for at least a limited time period.

2. The method according to claim 1, characterized in that, When a potential obstacle is detected in the adjustment path of the adjustment component (1) via the electronic detection device (2), the storage of the curve is automatically triggered.

3. The method according to claim 1, characterized in that, The time period for storing the curve is automatically defined by the electronic detection device (2) and is also defined by the triggered adjustment movement of the adjustment component (1).

4. The method according to claim 1, characterized in that, The curve is stored together with at least one electronic timestamp.

5. The method according to claim 1, characterized in that, First, temporarily cache the curve, and a) When a potential obstacle is detected in the adjustment path of the adjustment component (1), and / or b) When a collision between an obstacle and the adjustment component (1) is detected, The curve is permanently stored in the memory device (5).

6. The method according to claim 5, characterized in that, The curve is temporarily buffered each time the adjustment component (1) is adjusted.

7. The method according to claim 5, characterized in that, The curve is temporarily buffered between two adjustments of the adjustment component (1).

8. The method according to claim 7, characterized in that, The curve is temporarily buffered repeatedly for a limited minimum duration between two adjustments of the adjustment component (1).

9. The method according to claim 1, characterized in that, The at least one second measurement value (a(t), i(t), v(t)) represents the acceleration of the regulating component (1), the speed of the driver (3) used to regulate the regulating component (1) by means of external force manipulation, or the motor current of the driver (3) used to regulate the regulating component (1) by means of external force manipulation.

10. The method according to claim 1, characterized in that, The electronic detection device (2) includes at least one capacitive sensor, ultrasonic sensor, lidar sensor or radar sensor (20).

11. The method according to claim 1, characterized in that, When the adjustment component (1) is detected to have collided with an obstacle, at least one collision information is additionally stored, the collision information indicating that the obstacle has been detected by the electronic detection device (2).

12. The method according to claim 1, characterized in that, In addition to the curves mentioned above, at least one parameter that varies from person to person is also stored. - It can be assessed via the personnel-dependent parameters whether anyone is near the vehicle (F) during the adjustment of the adjustment component (1), and / or - The personnel-specific parameters include at least one authentication information that can be associated with a specific user of the vehicle (F).

13. The method according to claim 1, characterized in that, The curve is stored locally in a vehicle-side storage device (5) and / or stored in a cloud storage via an Internet connection.

14. A method for monitoring the adjustment of an adjustment component (1) on a vehicle (F), wherein, The adjustment of the regulating component (1) is controlled by using an electronic detection device (2), which detects potential obstacles in the adjustment path of the regulating component (1) based on at least one first measurement value and generates at least one control signal (r(t)) to control the adjustment of the regulating component (1). Its features are, The curves of the control signal (r(t)) and / or the first measurement, and the curve of at least one second measurement that changes significantly when the regulating component (1) collides with the obstacle, are stored, at least for a limited time period, in a manner that allows them to be read and correlated with each other for subsequent rationality checks.

15. The method according to claim 14, characterized in that, At least for a limited time period, the positioning measurements indicating the adjustment position of the adjustment component (1) are stored in a manner that allows them to be read and correlated with each other for subsequent reasonableness checks. The curve of ).

16. An adjustment system for adjusting at least one adjustment component (1) on a vehicle (F), the adjustment system comprising an electronic detection device (2) configured to detect potential obstacles in the adjustment path of the adjustment component (1) based on at least a first measurement value, and to generate at least one control signal (r(t)) to control the adjustment of the adjustment component (1), wherein, The regulating system is also configured to implement the method according to claim 1.

17. A computer program product for an electronic control device (21) for a vehicle (F) regulating system, the computer program product comprising instructions that, when executed, cause at least one processor of the electronic control device (21) to perform the method according to claim 1.

18. An adjustment system for adjusting at least one adjustment component (1) on a vehicle (F), the adjustment system comprising an electronic detection device (2) configured to detect potential obstacles in the adjustment path of the adjustment component (1) based on at least a first measurement value, and to generate at least one control signal (r(t)) to control the adjustment of the adjustment component (1), wherein, The regulating system is also configured to implement the method according to claim 14.

19. A computer program product for an electronic control device (21) for a vehicle (F) regulating system, the computer program product comprising instructions that, when executed, cause at least one processor of the electronic control device (21) to perform the method according to claim 14.

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