Control assembly for operating motor vehicle locking system

Abstract

The invention relates to a control assembly for operating a motor vehicle locking system (2), the motor vehicle locking system (2) having a drive (3) with a drive motor (4), the control assembly (1) controlling the drive (3) in order to provide a motor locking function for an adjustable locking element (5) of a motor vehicle (6), the control assembly (1) having a rechargeable electrical energy store (10), in emergency operation, in particular when the normal supply voltage is interrupted, the energy store (10) provides an emergency supply voltage, the control assembly (1) having a charging circuit (11) for providing a target state of charge of the energy store (10) by means of a predetermined charging strategy. According to the invention, a plurality of operating modes are provided for the driving state of the motor vehicle (6), which operating modes each correspond to a respective charging strategy, and the charging strategy corresponding to the current operating mode of the motor vehicle (6) is executed by the charging circuit (11).

Description

[0001] The present invention relates to a control component for operating a motor vehicle locking system according to the preamble of claim 1, a motor vehicle locking system according to claim 12, and a method for operating a motor vehicle locking system according to the preamble of claim 14.

[0002] The motor vehicle locking system discussed here refers to all types of motor locking functions for the locking elements of motor vehicles. These specifically include locking elements such as side doors, rear doors, tailgates, tailgates, engine hoods, etc. These locking elements can, in principle, be designed as revolving doors or sliding doors. The motor locking function specifically relates to the motor vehicle locks assigned to the motor vehicle locking system.

[0003] The prior art upon which this invention is based (DE 10 2019 122 109 A1) relates to the operation of a motor vehicle locking system having a latch and a locking pawl as locking elements. The latch can be brought to a locked position, in which the latch remains engaged with the locking portion, and in which the latch is secured by the pawl. The motor vehicle lock is also equipped with an electric actuator that can lift the pawl, allowing the latch, which releases the locking portion, to be adjusted to its open position.

[0004] To meet the power supply safety requirements of such vehicle locks, a rechargeable energy storage device can be installed, so that even in emergencies, especially when the normal power supply voltage is interrupted, the power supply of the vehicle lock system can be ensured by an emergency power supply voltage.

[0005] One challenge is that, as a safety-related factor, the energy storage device must maintain a reliable state of charge throughout the entire lifespan of the vehicle's locking system. Maintaining a high state of charge over extended periods and at varying temperatures places high demands on the energy storage device's resistance to aging.

[0006] The core issue of this invention is how to design and improve known control components to further improve the reliability of emergency power supply.

[0007] The above problem is solved by the features of claim 1.

[0008] This invention is based on the understanding that energy storage devices do not necessarily have the highest possible state of charge under all operating conditions of a motor vehicle. The basic consideration is that, under certain driving conditions of a motor vehicle, the setting of the state of charge can be selectively changed to reduce the load on the energy storage device.

[0009] Specifically, it is recommended to set up multiple operating modes for the driving status of motor vehicles and assign corresponding charging strategies to these operating modes, with the charging circuit executing the charging strategy corresponding to the current operating mode of the motor vehicle.

[0010] According to the design described in claim 2, it is particularly preferred to distinguish between the parking mode and the driving mode of the motor vehicle. Since the probability of emergency operation is lower in the parking mode than in the driving mode, a charging strategy that has a smaller impact on the lifespan of the energy storage device can be implemented for the parking mode.

[0011] Particularly preferably, according to claim 3, different target charging states can be mapped for different operating modes. However, different designs for other aspects of the charging strategy can also be considered, such as the charging power related to the operating mode.

[0012] The solution proposed in this invention allows, but is not limited to, the use of at least one capacitor for energy storage devices while ensuring a high level of operational safety, which is the subject of claim 4. In particular, the lifespan of the double-layer capacitor can be optimized, providing high power density for emergency operation of vehicle locking systems.

[0013] A preferred design for the charging strategy in parking mode and driving mode is given in claim 5. Reducing the target state of charge by at least 5%, more preferably at least 10%, in parking mode has been shown to extend the lifespan of the energy storage device while also providing rapid energy delivery when switching to driving mode.

[0014] In the design of claim 6, the use of the energy storage device is further optimized by considering temperature dependence in at least one charging strategy. The design of claim 7 relates to temperature dependence for driving modes, wherein reducing the target state of charge at higher temperatures extends the lifespan.

[0015] In particular, according to claim 8, the charging strategy in parking mode can be temperature-independent, wherein the state of charge of the energy storage device is sufficiently reduced in parking mode to accommodate high temperatures. Conversely, claim 9 relates to a design that employs a temperature-dependent charging strategy in parking mode, thereby specifically keeping the difference in the state of charge between different operating modes at a low level, thus allowing for rapid switching between operating modes.

[0016] In the design according to claim 10, to optimize the state of charge, the energy storage device is first targeted to reach a higher state of charge, thereby easily compensating for subsequent self-discharge of the energy storage device. Accordingly, particularly reliable switching can be made between operating modes, especially between different charging states.

[0017] According to another teaching as described in independent claim 12, protection is sought for a motor vehicle locking system having an actuator and a control assembly proposed in this invention, the actuator having a drive motor for providing motor locking functionality for an adjustable locking element of the motor vehicle. See all embodiments relating to the control assembly proposed in this invention.

[0018] In the preferred design according to claim 13, a motor vehicle lock for a locking element of a motor vehicle is further provided, wherein an electric drive for lifting a motor-driven locking pawl of the motor vehicle lock is provided. In this case, the proposed solution can take into account the special security requirements of the motor vehicle lock.

[0019] According to another teaching as described in independent claim 14, a method for operating a motor vehicle locking system is claimed. Its innovation lies in providing multiple operating modes for different driving states of the motor vehicle, each corresponding to a corresponding charging strategy, which is executed by a charging circuit according to the charging strategy corresponding to the current operating mode of the motor vehicle. Reference can be made to all embodiments of the proposed control component and the proposed motor vehicle locking system.

[0020] The invention will be explained in more detail below with reference to the accompanying drawings, which illustrate embodiments only. In the drawings:

[0021] Figure 1 This is a perspective view of a vehicle door with a vehicle locking system, which includes a vehicle lock and the control components proposed in this invention.

[0022] Figure 2 A schematic diagram of the control component proposed in this invention, and

[0023] Figure 3 a) is an exemplary process of changing the state of charge. Figure 3 b) Temperature correlation of charging strategies under different operating modes.

[0024] This invention relates to a control component 1 for operating a motor vehicle locking system 2. The motor vehicle locking system 2 has a driver 3 with a drive motor 4, which, in normal operation, is powered, in particular by a normal supply voltage, to provide a motor locking function for an adjustable locking element 5 of the motor vehicle 6.

[0025] In this context, the term "drive motor" 3 encompasses all types of electric actuators, particularly rotary and linear actuators. The drive motor 4 is preferably a rotary motor, and more preferably designed as a brushed DC motor or a brushless DC motor. The normal power supply voltage used during normal operation is preferably the supply voltage of the vehicle's onboard electrical network, which is preferably provided by the central battery of the vehicle 6. The central battery is preferably a battery that provides the electrical energy required to start and / or drive the vehicle 6.

[0026] The motor locking function should be understood as the adjustable locking element 5 of the motor vehicle 6 being adjusted, opened or closed, and / or locked or unlocked directly or indirectly by the movement generated by the electric actuator 3. Regarding the design of the locking element 5, reference can be made to the introductory embodiment, in which case... Figure 1 The working principle of a motor vehicle locking system 2 for use as a locking element 5 designed for a side door is shown. However, all embodiments are equally applicable to all other types of locking elements in a motor vehicle 6.

[0027] Control component 1 preferably has an electronic control device for performing control tasks related to the motor locking function. Here, control component 1 controls the electric drive 3, wherein a drive controller 7 is preferably provided to control the drive 3, which, for example, controls the drive unit 8 for driving the motor 4. Drive controller 7 also monitors the presence of operational events, which are transmitted, for example, as operational signals by an operating element (such as a door handle 9). Upon receiving an operational signal, control of the drive 3 can be triggered by control component 1. Drive controller 7 is preferably equipped with a microcontroller.

[0028] The control component 1 has a rechargeable energy storage device 10, which provides emergency power supply voltage to the power drive 3 during emergency operation, especially in cases of normal power supply voltage interruption or collision accidents. Based on the energy storage voltage of the energy storage device 10, it provides emergency power supply voltage and, in addition to the drive 3, can also provide power to other components of the control component 1 (such as the drive controller 7) during emergency operation.

[0029] Furthermore, the control component 1 also includes a charging circuit 11 for providing a target charging state of the energy storage device 10 according to a predetermined charging strategy. The charging circuit 11 implements a charging strategy designed to adjust the charging state of the energy storage device 10 to the target charging state and maintain that state substantially. The charging circuit 11 may, for example, have a charging regulation function to adjust the charging state to the target charging state. In particular, the charging control can perform timed (e.g., periodic) charging and / or discharging of the energy storage device 10. Therefore, the charging strategy does not necessarily require that the charging state of the energy storage device 10 be maintained at the target charging state at all times.

[0030] Charging is preferably performed based on the normal supply voltage. In a preferred design, the charging circuit 11 has a pulse module 12 for pulse charging (especially pulse width modulation charging). In this case, the pulse module 12 preferably provides the pulse charging voltage directly to the energy storage unit 10 without the need for additional components that would change the charging voltage. Similarly, a converter capable of reducing the normal supply voltage to the charging voltage can also be provided.

[0031] In addition to the corresponding target state of charge, the charging strategy preferably also includes general provisions regarding how the target state of charge is provided. In this regard, the charging strategy may include one or more parameters that collectively determine the flow of the charging process. Taking the aforementioned periodic charging as an example, the charging strategy can be used to determine the charging cycle.

[0032] The important thing now is to provide multiple operating modes for the driving state of the motor vehicle 6, assign corresponding charging strategies to them, and have the charging circuit 11 execute the charging strategy corresponding to the current operating mode of the motor vehicle 6.

[0033] The operating mode is based on the driving state of the vehicle 6. Therefore, the current operating mode is determined based on factors related to the driving state, such as the activation or deactivation of the driving actuator, the speed of the vehicle 6, changes in the status of the vehicle locking system 2 (e.g., unlocking or anti-theft of the vehicle 6), operator entry, and registration of collision signals.

[0034] For example, the current operating mode can be transmitted to the control component 1 through other components of the vehicle 6 (such as the central vehicle controller 13). Similarly, the control component 1 can also determine the current operating mode itself when the current operating mode is determined, for example, by the state of the vehicle locking system 2 (such as unlocked or anti-theft).

[0035] Preferably, the corresponding charging strategy (e.g., by the target charging state and the values ​​of other parameters) is stored in the control component 1 and invoked when switching operating modes.

[0036] Particularly preferably, the parking mode and driving mode of the motor vehicle 6 are set as an operating mode, and the parking mode is assigned a different charging strategy than the driving mode. The parking mode is preferably used when the motor vehicle 6 is stationary, particularly when the driving drive is off and / or the motor vehicle 6 is in an anti-theft state. The driving mode can correspond to the activated drive, the motor vehicle 6 reaching a minimum speed, unlocking and / or activating the automatic central locking device, thereby initiating the driving operation of the motor vehicle 6.

[0037] This design is based on the understanding that the motor vehicle 6 is typically in a parked mode most of the time, during which the risk of emergency operation (especially emergency operation due to a collision) is low. Therefore, the charging strategy in parked mode can prioritize extending the lifespan of the energy storage device 10. Conversely, in driving mode, to improve safety, the energy storage device 10 should be charged to the maximum extent possible.

[0038] Particularly preferred is that the control component 1 specifies a target state of charge for the energy storage 10 in the charging strategy, related to the operating mode, particularly a target energy storage voltage. The state of charge typically refers to a quantitative measure of the energy stored in the energy storage 10. Different target state of charge values ​​can be set for different operating modes. Specifically, for the electrochemical energy storage 10, a target state of charge lower than the maximum permissible state of charge can be selected for certain operating modes (e.g., shutdown mode).

[0039] Similarly, it is conceivable that the control component 1 specifies the target charging process (Soll-Ladeverlauf) of the energy storage 10 in the charging strategy, which is related to the operating mode, and in particular by the target charging power. For example, for certain operating modes (e.g., parking mode), the charging circuit 11 may use a target charging power that is reduced relative to the driving mode.

[0040] In a particularly preferred design, the energy storage device 10 has at least one capacitor 14, preferably at least one double-layer capacitor. The double-layer capacitor has an electrochemical double layer, also known as a "Helmholtz layer." Such double-layer capacitors are also referred to as "supercapacitors," "supercapacitors," "ultra-large capacitors," etc. In this case, an emergency power supply voltage is preferably provided based on the capacitor voltage of at least one capacitor 14. When multiple capacitors 14 are used, the capacitors 14 can, in principle, be connected in series and / or in parallel. In addition to the capacitors 14, the energy storage device 10 may also have other storage elements, such as primary batteries and / or secondary batteries.

[0041] In a particularly preferred design, the energy storage unit 10 has a single capacitor 14, particularly a single double-layer capacitor. In this case, the energy storage unit 10 preferably has a boost stage 15 connected after at least one capacitor 14. The boost stage 15 is used to boost the capacitor voltage of at least one capacitor 14 to an emergency power supply voltage.

[0042] The control component 1 can specify a target capacitor voltage for at least one capacitor 14 related to the operating mode in the charging strategy. Therefore, the capacitor voltage can serve as a measure of the state of charge of the energy storage device 10.

[0043] As previously mentioned, in a preferred design, the target state of charge for the parking mode is set lower than that for the driving mode. Preferably, the target state of charge (specifically the target energy storage voltage) selected for the parking mode is at least 5% lower than that for the driving mode, more preferably at least 10% lower.

[0044] Figure 3 a) An example is shown showing the capacitor voltage U. SC The process of change related to time t. Before time point t1 and after time point t2, vehicle 6 is in driving mode "D". Between time points t1 and t2, vehicle 6 is in parking mode "P". As mentioned above, the target capacitor voltage selected for each operating mode is different, represented by dotted lines. Actual capacitor voltage U SC Represented by solid lines.

[0045] As an alternative or supplementary solution, other aspects of the charging process can be specified through different charging strategies. For example, the charging power in parking mode is lower than that in driving mode, preferably at least 5% lower, and more preferably at least 10% lower.

[0046] exist Figure 3 In the preferred design shown in a), the charging strategy implements periodic charging of the energy storage device 10. In this case, it is preferable to select different cycles based on the driving mode and parking mode, considering both the duration of the charging process and / or the time interval between charging processes. Figure 3 In a), during the corresponding active phase represented by Δt, the charging state remains consistent with the target charging state, while the charging circuit 11 pauses between active phases. The charging state (here, the capacitor voltage U) SC The level decreases accordingly through self-discharge between active phases.

[0047] Particularly preferably, at least one charging strategy, and in particular the target state of charging contained in the charging strategy, is specified according to temperature.

[0048] Preferably, at least one parameter of the target state of charge and / or charging strategy is both related to the operating mode and a function of the temperature value. The temperature value preferably represents the temperature of the control component 1, particularly the temperature of the energy storage unit 10. Specifically, the control component 1 has a temperature sensor for measuring the temperature value. The temperature sensor may be integrated into a component of the control component 1, and / or mounted on the energy storage unit 10, for example, mounted on the capacitor 14. Furthermore, it is conceivable that the temperature value of the control component 1 may be transmitted, for example, by the central vehicle controller 13, whereby the temperature value may also represent the ambient temperature of the vehicle 6.

[0049] Furthermore, it is preferably configured such that the driving mode is assigned a temperature-dependent charging strategy. Preferably, the charging strategy assigned to the driving mode sets a temperature-dependent target state of charge, wherein the higher the temperature value, the lower the target state of charge. The target state of charge is preferably a monotonically decreasing function of the temperature value. The resulting effect of reduced state of charge at high temperatures helps optimize the lifespan of the energy storage device 10, especially when using at least one capacitor 14.

[0050] In another design, a temperature-independent charging strategy is assigned to the parking mode. In particular, the reduction in the target state of charge caused by switching to parking mode makes the temperature dependence in parking mode negligible.

[0051] In this case, it is preferable that the charging strategy assigned to the parking mode sets a target charging state independent of temperature, which is less than or equal to the minimum target charging state assigned to the charging strategy assigned to the driving mode. This easily ensures that even when the maximum temperature is reached while using the vehicle locking system 2, it will not affect the energy storage unit 10 in the parking mode.

[0052] However, in an alternative design, the parking mode is assigned a temperature-dependent charging strategy. The charging strategy assigned to the parking mode can set a temperature-dependent target state of charge, where a higher temperature corresponds to a lower target state of charge.

[0053] In principle, at least within the temperature range used for parking mode, the target state of charge can be set lower than that for driving mode. Preferably, at least within the temperature range, particularly the entire temperature range set for the operation of the vehicle locking system 2, the target state of charge (in particular the target energy storage voltage) for parking mode is selected to be at least 5% lower than that for driving mode, more preferably at least 10% lower.

[0054] It is conceivable to assign a temperature-dependent charging strategy to parking mode and a temperature-independent charging strategy to driving mode. Figure 3 In b), a particularly preferred design based on the target capacitor voltage for different temperatures is provided, in which a corresponding temperature-dependent charging strategy is set for both parking mode and driving mode.

[0055] According to another design, in at least one charging strategy, and particularly for switching the current operating mode from parking mode to driving mode, the charging circuit 11 first charges the energy storage 10 to a predetermined overcharge state higher than the target charging state, and then brings it to the target charging state.

[0056] When switching operating modes, it is preferable to first charge the device to an overcharged state. Accordingly, the energy storage device 10 is first targeted to reach a higher voltage or a higher state of charge to compensate for self-discharge effects, thereby achieving the target charging state quickly and reliably. Figure 3 As exemplified in a), the target capacitor voltage is increased selectively and temporally after time point t2.

[0057] The phrase "to bring it to the target charging state" refers to the control component 1 taking active and passive measures suitable for achieving the target charging state. This includes stopping further charging by the charging circuit so that the target charging state can be achieved, for example, through self-discharge. Active measures could include specifically discharging the energy storage device 10.

[0058] In a preferred design, typically in at least one charging strategy, and particularly for switching the current operating mode from driving mode to parking mode, the control component 1 actively discharges the energy storage device 10. “Active discharge” here means that the control component 1 takes measures beyond the pure self-discharge range of the energy storage device 10 to discharge the energy storage device 10.

[0059] In a particularly preferred design, the control component 1 operates at least one component, preferably at least the drive controller 7, to actively discharge the energy storage 10. For example, at least one component of the control component 1 can remain active for a limited time and be powered by the discharge of the energy storage 10 until a target charging state is reached.

[0060] Particularly preferably, in order to switch operating modes while reducing the target state of charge, particularly to switch the current operating mode from driving mode to parking mode, the control component 1 can draw power from the energy storage unit 10 to achieve active discharge. For example, the control component 1 will only use the normal supply voltage available during normal operation to power itself when the target state of charge corresponding to the parking mode has been at least partially reached.

[0061] In another design, the charging circuit 11 has a discharge resistor to which an energy storage voltage is applied for active discharge. Therefore, the charging state can be quickly adjusted, especially when the target state of charge decreases due to switching the current operating mode.

[0062] According to another teaching, a motor vehicle locking system 2 is proposed, which has an actuator 3 and a control component 1 proposed in this invention, the actuator having a drive motor 4 for providing a motor locking function for an adjustable locking element 5 of a motor vehicle 6. Reference can be made to all embodiments relating to the control component 1 proposed in this invention.

[0063] Further, preferably, the vehicle lock 16 is provided with a locking element 5 for the vehicle 6, the vehicle lock 16 is equipped with a latch 17 for maintaining engagement with the locking portion and a locking pawl 18 assigned to the latch 17, and an electric actuator 3 is used to motorly lift the locking pawl 18. Particularly preferably, the control assembly 1 is integrated into the housing of the vehicle lock 16.

[0064] Figure 1 The diagram shows a perspective view of a partially disassembled vehicle lock 16, which includes a pivotable latch 17 for engaging with a locking portion (not shown) and at least one locking pawl 18 assigned to the latch 17. The locking portion may be a locking bracket, locking bolt, etc. For example, the vehicle lock 16 is arranged on a locking element 5, while the locking portion is fixed to the body of the vehicle 6.

[0065] At least one locking pawl 18 forms a locking pawl system and can enter a locked state (not shown), in which the locking pawl system holds the latch 17 in a locked position. Furthermore, the locking pawl system can be opened by an electric actuator 3 under the action of a motor, so that the locking pawl system releases the latch 17. For this purpose, the drive motor 4 is connected to the locking pawl system via the drive train 19 of the actuator 3.

[0066] As an alternative to the above-described solution of integrating control component 1 into the vehicle lock 16, control component 1 can also be part of a separate control device 20 for the vehicle lock 16. Examples of such control device 20 are valve control devices and door control devices, which can also implement other electronic functions in the locking element 5.

[0067] In addition to, or in lieu of, the locking function of the vehicle lock 16 as explained in more detail herein, the vehicle locking system 2 may also have a drive assembly for motor adjustment of the aforementioned locking element 5 of the vehicle 6, wherein the drive assembly is used for motor adjustment of the locking element 5, particularly for opening and / or closing. Further examples of the locking function include the motor adjustment of operating elements and internal and external components of the vehicle 6, such as fan elements, interior rearview mirrors, side rearview mirrors, lighting, etc.

[0068] According to another teaching, a method for operating a motor vehicle locking system 2 is proposed, wherein the motor vehicle locking system 2 has a driver 3 with a drive motor 4, wherein a control component 1 controls the driver 3 according to an operation event to provide a motor locking function for an adjustable locking element 5 of a motor vehicle 6, wherein the control component 1 has a rechargeable energy storage device 10 that provides an emergency power supply voltage in emergency operation, particularly when the normal power supply voltage is interrupted, and the control component 1 has a charging circuit 11 that provides a target charging state for the energy storage device 10 through a predetermined charging strategy.

[0069] The system includes multiple operating modes for different driving states of the motor vehicle 6, each corresponding to a specific charging strategy. The charging circuit 11 executes the charging strategy corresponding to the current operating mode of the motor vehicle 6. Reference can be made to all embodiments of the control component 1 and the motor vehicle locking system 2 according to the invention.

Claims

1. Control assembly for operating a motor vehicle locking system (2), wherein the motor vehicle locking system (2) has a drive (3) with a drive motor (4), wherein the control assembly (1) controls the drive (3) in order to provide a motor lock function for an adjustable locking element (5) of the motor vehicle (6), wherein the control assembly (1) has a chargeable electrical energy store (10), which provides an emergency supply voltage in an emergency operation, in particular when the normal supply voltage is interrupted, wherein the control assembly (1) has a charging circuit (11) for providing a target state of charge of the energy store (10) by a predetermined charging strategy, characterized in that a plurality of operating modes for a driving state of the motor vehicle (6) are provided, which each correspond to a corresponding charging strategy, and the charging strategy corresponding to the current operating mode of the motor vehicle (6) is executed by the charging circuit (11). The parking mode and the driving mode of the motor vehicle (6) are provided as operating modes, and the parking mode is assigned a different charging strategy than the driving mode. The control assembly (1) specifies a target state of charge of the energy store (10), in particular a target energy store voltage, in the charging strategy in relation to the operating mode, and / or the control assembly (1) specifies a target charging progress of the energy store (10), in particular by a target charging power, in the charging strategy in relation to the operating mode. The energy store (10) has at least one capacitor (14), preferably at least one double-layer capacitor, and the control assembly (1) specifies a target capacitor voltage of the at least one capacitor (14) in the charging strategy in relation to the operating mode.

2. The control assembly of claim 1, wherein, The target state of charge specified for the parking mode is lower than the driving mode, preferably the target state of charge, in particular the target energy store voltage, for the parking mode is at least 5% lower, more preferably at least 10% lower, than the driving mode.

3. A control assembly according to claim 1 or 2, wherein, The target state of charge, in particular the target energy store voltage, is specified in at least one of the charging strategies, and in particular in the charging strategy contained therein, as a function of the temperature, preferably the control assembly (1) has a temperature sensor for determining a temperature value.

4. The control assembly of claim 3, wherein, The driving mode is assigned a temperature-dependent charging strategy, preferably the charging strategy assigned to the driving mode specifies a temperature-dependent target state of charge, wherein the higher the temperature value, the lower the target state of charge.

5. A control assembly according to any one of the preceding claims, wherein, The parking mode is assigned a temperature-independent charging strategy, preferably the charging strategy assigned to the parking mode specifies a temperature-independent target state of charge, which is less than or equal to the lowest target state of charge of the charging strategy assigned to the driving mode.

6. A control assembly according to any one of the preceding claims, wherein, ​ 7. The control assembly of claim 6, wherein, ​ 8. The control assembly of claim 7, wherein, ​ 9. The control assembly of any one of claims 6 or 7, wherein, The parking mode is assigned a temperature-dependent charging strategy, preferably the charging strategy assigned to the parking mode sets a temperature-dependent target state of charge, wherein the higher the temperature value, the lower the target state of charge, further preferably at least in the temperature value range for the parking mode, a target state of charge is set which is lower than in the driving mode.

10. A control assembly according to any one of the preceding claims, characterised in that, In at least one charging strategy, and in particular for switching the current operating mode from the parking mode to the driving mode, the charging circuit (11) first charges the energy store (10) to a predetermined overcharge state of charge above the target state of charge and then brings it to the target state of charge.

11. A control assembly according to any one of the preceding claims, wherein, In at least one of the charging strategies, and in particular for switching the current operating mode from the driving mode to the parking mode, the energy store (10) is actively discharged by the control assembly (1).

12. A motor vehicle locking system with a drive (3) having a drive motor (4) for providing a motor lock function for an adjustable locking element (5) of a motor vehicle (6) and a control assembly (1) according to one of the preceding claims.

13. A motor vehicle locking system according to claim 12, characterised in that, A motor vehicle lock (16) for the locking element (5) of the motor vehicle (6) is provided, which is equipped with a latch (17) for maintaining engagement with a locking portion and a locking pawl (18) assigned to the latch (17), and the electric drive (3) is used to motorically lift the locking pawl (18).

14. A method for operating a motor vehicle locking system (2), wherein the motor vehicle locking system (2) has a drive (3) with a drive motor (4), wherein a control assembly (1) controls the drive (3) in accordance with operating events in order to provide a motor lock function for an adjustable locking element (5) of a motor vehicle (6), wherein the control assembly (1) has a chargeable electrical energy store (10) which, in an emergency mode, in particular when the normal supply voltage is interrupted, provides an emergency supply voltage, wherein the control assembly (1) has a charging circuit (11) which provides a target state of charge of the energy store (10) by means of a predetermined charging strategy, characterized in that a plurality of operating modes for driving states of the motor vehicle (6) are provided, which each correspond to a corresponding charging strategy, and the charging strategy corresponding to the current operating mode of the motor vehicle (6) is carried out by means of the charging circuit (11).

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