Sensor device and method for actuating a moving part of a motor vehicle

Abstract

Sensor device (11) for actuating a movable part (1, 33), in particular a flap (1) of a motor vehicle, with at least one sensor (21, 22, 23) to enable detection (3) of an object (4) in at least one detection area (5, 6, 40) adjacent to the motor vehicle (2), such that the actuating of the movable part (1, 33) can be activated via the detection (3), wherein an authentication process (31) of a security system of the motor vehicle is provided, which checks to what extent the object (4) is authorized to actuate the movable part (1, 33), characterized in that the sensor device (11) has at least a first (21) and a second sensor (22) and the sensors (21, 22) have different detection areas (5, 6, 40), wherein the different detection areas (5, 6, 40) are of different sizes, wherein the Sensors (21, 22, 23) and the safety system are designed in such a way,to actuate the moving part (1, 33) if the object (4) has been detected in both detection areas (5, 6, 40) and positive authentication has occurred in at least one detection area (5, 6, 40).

Description

[0001] The invention relates to a sensor device for actuating a movable part, in particular a flap of a motor vehicle, comprising at least one sensor to enable detection of an object in at least one detection area adjacent to the motor vehicle, so that the actuation of the movable part can be activated via the detection. The actuation is preferably contactless. The invention is further directed to an actuation method.

[0002] For the contactless operation of moving parts of a motor vehicle, sensor devices are known which sense the presence and in particular the movement of a person in order to detect the desire to open the moving part of the motor vehicle. The moving part of the motor vehicle can be a flap, and in particular a tailgate, or a side door or bonnet of the motor vehicle. Movable window elements are also known, such as a movable rear window in a tailgate, which can then be advantageously opened or closed by a generic sensor device when manual operation of the tailgate is not possible or only possible with difficulty. For the sake of simplicity, the movable part is referred to below as the flap.

[0003] The object detected by the sensor device can be a person approaching the vehicle with the intention of opening the tailgate. Actuation of the tailgate describes both an opening process, for example, when the person wants to place an object into the trunk with both hands, and actuation of the tailgate refers to a closing process of the tailgate, for example, when the person has removed an object from the trunk with both hands and then closes the tailgate.

[0004] The known sensor device comprises at least one sensor arranged on the motor vehicle via a carrier body. The sensors for tailgate operation are usually mounted on the inside of the bumper, so that the carrier body is formed by the bumper itself. It is known to glue or laminate the sensors to the inside of the bumper surface, with the sensors being designed as capacitively acting wire-like or film-like electrodes. The wires or films of the sensors formed by electrodes are attached at least over part or preferably over the entire width of the bumper of the motor vehicle. Consequently, the tailgate of the motor vehicle can be operated from various areas in the immediate vicinity of the rear of the motor vehicle.The sensors are therefore part of the rear bumper, either glued to the inside of the bumper or attached to it with fasteners. In particular, it is known to incorporate the sensors into the plastic injection molding process for manufacturing the bumper, resulting in a one-piece component with overmolded sensors.

[0005] The disadvantage is that the installation effort for such sensor devices is high.

[0006] Further known devices are disclosed in the documents EP 1 688 326 A1, DE 10 2006 062 772 A1 and EP 1 902 912 B1.

[0007] It is also an object of the present invention to provide a sensor device for actuating a movable part, in particular a flap of a motor vehicle, which enables safe handling or actuation of the movable part and can be produced cost-effectively.

[0008] This object is achieved by a sensor device having all the features of claim 1. Advantageous developments of the invention are specified in the dependent claims.

[0009] The invention provides a sensor device for actuating a movable part, in particular a flap of a motor vehicle, which is designed with at least one sensor to enable detection of an object in at least one detection area adjacent to the motor vehicle, so that actuation of the movable part can be activated via the detection, wherein an authentication process of a security system of the motor vehicle is provided which checks the extent to which the object is authorized to actuate the movable part.

[0010] The sensor device has at least a first sensor and a second sensor, and the sensors have different detection areas, wherein the different detection areas are of different sizes, wherein the sensors and the security system are designed to carry out an actuation of the movable part when detection of the object has occurred in both detection areas and positive authentication has occurred in at least one detection area.

[0011] One advantage is that a individually handleable module is created which can be easily attached to the motor vehicle, in particular to the rear area. For this purpose, a module unit with a carrier body can be provided, on which the sensor device with the at least one sensor is arranged. Furthermore, corresponding fastening elements can be provided on the module unit, with which the module unit can be reliably arranged on the motor vehicle. In this case, the module unit can be fastened to a motor vehicle part in a form-fitting, force-fitting and / or material-fitting manner. For example, it is conceivable that the module unit can be latched, clipped or inserted into a motor vehicle part. An adhesive connection is also conceivable. The module unit, in particular the carrier body, can be made at least partially from plastic. The sensors can be capacitive, optical or contact sensors, in particular piezo sensors.

[0012] It may be advantageous for an electrical unit, in particular a control unit, connected to the sensor device to be arranged on the carrier body. This electrical unit can forward the signals transmitted by the sensors to a main electrical unit, which can be arranged, for example, on the motor vehicle side. In one possible embodiment, the electrical unit can wirelessly transmit signals from the main electrical unit on the motor vehicle side. In one conceivable embodiment, the electrical unit can simultaneously function as the main electrical unit of the motor vehicle. In one possible embodiment, the sensor device can be integrated into the electrical unit.

[0013] The module unit can be designed in such a way that at least one sensor has a lateral arrangement on the motor vehicle, i.e. it is not arranged on the rear of the motor vehicle, but on a side area of ​​the motor vehicle.

[0014] It is also conceivable for the carrier body to be fastened to the motor vehicle in a form-fitting, force-fitting, and / or material-fitting manner, wherein, in particular, the carrier body can be fastened to the motor vehicle via a snap-in connection or can be inserted into the motor vehicle. The corresponding vehicle-side part on which the carrier body is arranged can be designed with corresponding fastening elements that interact with the fastening elements of the carrier body for reliable fixation.

[0015] In one variant, the module unit is arranged on the emblem of the motor vehicle or has an emblem of the motor vehicle, wherein the emblem is visibly arranged on the motor vehicle.

[0016] Typically, the motor vehicle has a pivoting tailgate. It is also conceivable for a rear-view camera device to be provided as a parking aid on the motor vehicle, in particular on the tailgate. In this case, it is conceivable for the module unit to be integrated on the tailgate and / or at least partially on the rear-view camera device. The module unit can comprise a first and a second sensor arranged within the rear-view camera device. It is also possible for the camera of the rear-view camera device to act as a sensor of the sensor device in order to detect an object located in the vicinity of the motor vehicle. At the same time, the camera of this rear-view camera device can, of course, serve as a parking aid in a different mode of operation.

[0017] Preferably, the sensor has an elongated extension, and in particular, the sensor is designed to be flexible. One of the advantages of a flexible sensor device is that it offers advantages during installation.

[0018] The sensor device and / or the electrical unit can be attached to the carrier body in a form-fitting, force-fitting, and / or material-fitting manner. Alternatively, the sensor device and / or the electrical unit can be integrated into the carrier body, in particular, the sensor device and / or the electrical unit can form a monolithic component with the carrier body. To ensure reliable detection of an object, the sensor device has an extension that runs in the width direction of the motor vehicle, with the sensors, in particular, running essentially parallel to one another.

[0019] One measure may provide for the electrical unit to be in data communication, in particular connected, with at least one further third sensor arranged on the motor vehicle. The third sensor may be arranged in the tire, on the rear camera device, on a license plate lighting unit, on a trim strip, on a bumper, on a locking cylinder of a locking unit, in a locking unit for locking the steering, in a windshield wiper assembly, in a rear light, or in a handle of the motor vehicle. The third sensor may, for example, be a heat sensor, a distance sensor, a voice sensor, or an image sensor, in particular for field of vision recognition.

[0020] To further increase ease of installation, positioning means can be provided to ensure clear attachment of the carrier body to the motor vehicle.

[0021] The positioning means can, for example, be recesses or cutouts molded onto the carrier body that can only be arranged in one position on the component of the motor vehicle to be attached. This ensures that the sensors arranged on the carrier body are also positioned in the desired position for reliable detection of an object in the area of ​​the motor vehicle.

[0022] The electrical unit preferably comprises a circuit board on which the sensors are arranged, with the circuit board and sensors being integrated within a potting compound. Alternatively, the module unit can also comprise a plastic housing within which the sensor device, including the electrical unit, is located. The housing can be secured to the motor vehicle using appropriate fastening means.

[0023] In one possible embodiment of the module unit, at least one sensor can be integrated within the carrier body as a partial sensor, with at least one contact point of the partial sensor protruding from the carrier body. This means that a first partial sensor is located within the carrier body, a second partial sensor is attached to the carrier body, and both partial sensors are connected via contact points, so that both partial sensors form an overall sensor.

[0024] Preferably, the carrier body has a receptacle in which the electrical unit is located, in particular a cover element sealingly closes the receptacle. The cover element can, for example, be designed with a suitable seal so that no dirt, moisture, etc., can enter the receptacle and thus impair the functionality of the electrical unit.

[0025] The carrier body expediently has at least one stiffening element, which in particular also serves as the sensor. The stiffening element can, for example, be a metal strip or metal plate that reinforces the carrier body's structure. In this embodiment, this stiffening element can serve as an electrode, which thus assumes the function of the sensor and becomes part of the sensor device.

[0026] Advantageously, a testing module is provided that checks the functionality of the sensor device. The testing module can be located, for example, near the respective sensor, with the testing module preferably being attached to the carrier body. Of course, in an alternative embodiment, it is also conceivable for such a testing module to be arranged on the motor vehicle side and thus perform the testing of the functionality of the sensor device from a greater distance.

[0027] In a further embodiment of the modular unit, an externally accessible emergency switch can be provided, which can be activated by a tactile action from the user. If the modular unit or the sensor device malfunctions, touching the emergency switch can also trigger a signal that can activate the movable part.

[0028] Activation of the movable part following positive detection by the sensor device means that the movable part can be moved from its closed position to its open position and vice versa. However, it should be noted that actuation of the movable part, i.e. movement of the movable part, into its open and / or closed position, only occurs after positive authentication with the object has also taken place. This authentication is usually carried out via an ID transmitter carried by the authorized person. The ID transmitter has a corresponding identification code, which is checked by the vehicle for authentication purposes. The corresponding actuation of the movable part only occurs after positive authentication.

[0029] In one possible embodiment, the power supply to the electrical unit can be inductive. For example, the electrical unit has a coil element that interacts with a counter-coil element, and a corresponding power supply to the electrical unit can be provided inductively.

[0030] In one possible variant, a lighting unit can be provided that is activated particularly during detection. It is conceivable that the lighting unit provides feedback to the user via a defined lighting pattern. For example, indicators or taillights can serve as lighting units that illuminate or flash during or after successful detection and / or authentication. Additionally or alternatively, an acoustic signal can also provide the user with appropriate feedback during or after successful detection and / or authentication.

[0031] One measure may include a threshold control that detects the user's actual touch of the moving part. If the user leans directly against or touches the moving part without actually intending to activate the moving part, the threshold control detects the moving part and prevents the opening process of the moving part from being activated.

[0032] It is also conceivable that at least one sensor is arranged between the carrier body and the motor vehicle-side component, wherein in particular the carrier body is designed with a profile which is directed towards the motor vehicle-side component and offers the sensor a specific installation position which is in particular sealed to the outside.

[0033] Furthermore, it is conceivable that the electrical unit can be fastened to the vehicle or to the carrier body of the module unit in a form-fitting and / or force-fitting manner using holding elements and counter-holding elements. These holding elements can be designed as latching elements or clip elements or the like in order to securely fasten the electrical unit, in particular the control unit, to the vehicle or the carrier body of the module unit. In this case, it is conceivable, for example, that the holding elements are integrated into the housing of the electrical unit in order to be able to interact mechanically with the vehicle, for example. It is also conceivable that the holding elements are integrated into the vehicle, in particular the bumper, the door sill or the like, or the carrier body of the module unit. These holding elements cooperate with counter-holding elements on the other element.The electrical unit can be attached to the vehicle directly or indirectly via the holding elements, for example, in a hanging or upright position. It is also conceivable that, in addition to the holding elements provided, buffer elements are provided with which the electrical unit is supported on the vehicle-side element or the support body of the modular unit and which absorb a significant portion of the weight of the electrical unit. These buffer elements can cushion and / or dampen tolerances and vibrations that inevitably arise in a vehicle in order to protect the electrical unit as far as possible from mechanical influences. It can also be provided that the holding elements are integrated with the buffer elements in order to attach the electrical unit to the vehicle or to the support body of the modular unit.Furthermore, it is conceivable that only the buffer elements are used to fasten the electrical unit, wherein the buffer elements advantageously interact in a form-fitting manner with the corresponding counter-elements on the vehicle or on the carrier body. Both the holding elements and the buffer elements can be molded, welded, glued, screwed, or otherwise attached directly to the housing in order to securely accommodate the electrical unit on the vehicle. Corresponding counter-elements, which can consist of a bore, for example, or also of locking elements, can be attached in the same way as the holding elements, for example to the bumper, door sill, or carrier body of the module unit, or the like. The holding elements can have additional metal clips, or screw elements, or the like, which serve to fasten the electrical unit.

[0034] Advantageously, all technical features listed for the modular unit or disclosed in the method according to the invention can be provided for the sensor device. Thus, it is not absolutely necessary for the sensor device according to the invention to also be constructed as a modular unit via a carrier body.

[0035] As already mentioned, at least one sensor can be designed as a wire or a conductor foil, which in particular has an elongated extension. It is also conceivable for at least one sensor to be designed as a foil or sheet, wherein in particular the elongated extension is designed to be significantly greater than the width of the corresponding sensor. As already mentioned, the sensor can be arranged on the motor vehicle in the bumper area or in the door sill area or lower door area of ​​the side doors. The carrier body from the module unit can be used for this purpose. It is also conceivable for this sensor to extend across the entire width or only a partial area of ​​the width of the bumper or door sill. It is also conceivable for several sensor devices or several module units to be used in a motor vehicle, for example to actuate the side doors, the trunk lid and / or the engine compartment lid as a movable part.At least one sensor can also be mounted directly on the moving part. This arrangement is particularly advantageous on side doors, as there is limited space to install the sensor device on the stationary body of the vehicle.

[0036] The installation of a sensor in or on the moving part also offers the possibility of the moving part following the object within the detection range by controlling a drive for the moving part through the sensor device. This makes it possible, for example, for the side door to be opened automatically by the operator's hand or foot (the object) simply by attempting to remove the hand from the sensor's detection range. The sensor detects this movement and instructs the drive to allow the moving part to follow the object so that it remains within the sensor's detection range.

[0037] To simplify handling of the sensor device for actuating the movable part, the detection area of ​​the sensors should not extend into the pivoting range of the movable flap, as this could result in collisions with the object to be detected. Unless the corresponding sensor is used to allow the movable part to follow the object, as previously described.

[0038] Furthermore, it can be provided that the sensor device first carries out a reference measurement with at least one sensor in order to initially detect disruptive influences such as weather, obstacles or the like. This reference measured value can be stored in the electrical unit, in particular in the control unit, as a reference value. After the reference measurement has been carried out, the sensor can then metrologically detect the detection of an object in the detection area. In this way, malfunctions when the movable part is actuated can be reliably avoided. For example, it is conceivable for the sensor device to carry out the aforementioned reference measurement during or shortly after the parking process in order to detect, for example, objects in the detection area that could later lead to measurement errors when the movable flap is actuated.This reference measurement can also be used to establish threshold values ​​for subsequent measurements. It should be mentioned at this point that it is optionally possible to switch the sensor device on or off using an additional switch in the vehicle. Activation of the sensor device can also be controlled by the vehicle's electronics, e.g., via the steering wheel lock, the ignition switch, a switch on the gear lever, or similar.

[0039] It is also possible for at least one sensor or all sensors in the sensor system to be monitored for faulty plug connections, soldered connections, or broken wires. For this purpose, a sensor can be equipped with a terminal resistor located at the end of the sensor electrode. A comparative measurement can then be used to determine whether the resistance is still measurable or not. If the terminal resistor is no longer detected, it can be assumed that there is a defect or break in the sensor somewhere, which can be detected as an error by the control unit, for example, and reported to the vehicle electronics.

[0040] It is also conceivable for at least one sensor to be designed as a continuous conductor and thus have no terminal end, in which case the total resistance of the sensor can be clearly measured. If this total resistance of the sensor exceeds a predetermined resistance value, this clearly indicates an electrical defect in the sensor. To avoid having to connect the corresponding sensor at two different locations, the sensor element can be designed in a loop-shaped or U-shaped manner, so that the input and output connections of the sensor element can be arranged side by side.

[0041] It is also conceivable for at least one sensor to be equipped with a shielding element. This shielding element can be partially wrapped around the sensor as a shielding film in order to define the sensor's detection range more precisely. The sensor's detection range is then geometrically predetermined at the exposed areas of the sensor that are not covered or concealed by the shielding film. For example, a sensor designed across the entire width of a motor vehicle can be directed only at the corners of the vehicle (transition from the rear to the side area) thanks to the shielding element. It is also conceivable for one or each sensor to be used with an active shield in order to direct the detection range forwards away from the active shield. The respective sensor is thus arranged between its detection range and its active shield.The respective sensor can be partially or completely encased in plastic or rubber, including the shielding element and / or the active shield. The sensor can be encased, for example, using an injection molding or extrusion process. Thus, the respective sensor forms an inseparable component with its shielding element and / or active shield. The sensor can also be mounted separately from its shielding element and / or active shield.

[0042] The sensor can also be attached directly or indirectly to the vehicle or the support part of the module unit using a mat or net, with the sensor fully or partially embedded in the mat or net. The mat or net can then be attached indirectly using additional retaining elements, particularly locking elements or clips, as described above. An additional connection can be made in the area of ​​the clips for improved sensing.

[0043] It is also conceivable for the sensor device to be provided on the motor vehicle with a first sensor having a first horizontal detection range and at least one second sensor having a second vertical detection range, thus detecting not only the entry of the object into the detection range of a sensor, but also the corresponding movement of the object. By using at least two sensors in the sensor device, two consecutive different directions of the object in the respective detection ranges can also be detected.

[0044] To further improve the measurement accuracy or measurement capabilities of the sensor devices, it can be provided that at least one capacitive coupling of a sensor is variable. It is also conceivable that the capacitive coupling of the other sensors is also designed to be variable or that this only occurs after a change in a first sensor. In this case, the capacitive change can also be controlled via a threshold value, so that, for example, the first sensor is triggered, but the second sensor detects that the object has already entered its detection range but is not yet fully present. In this way, the actuation of the movable part can also be specifically controlled by the object only partially entering the detection range of a sensor.

[0045] It should be mentioned at this point that, for example, an access authorization system and / or a security system is only activated when at least one sensor of the sensor device detects an object in its detection range. Likewise, the access authorization system or the security system can only be activated when it is ensured that this object actually requests access to the vehicle. This can occur, for example, through the successful detection of a movement sequence of the object or when two or more sensors detect the object in the detection range. Thus, it is also conceivable that the access authorization system and / or the security system is only activated when the measured value of a sensor falls or will fall below a predetermined threshold.

[0046] Typically, access to the vehicle is only granted once the access authorization system and / or the security system with a mobile ID transmitter has successfully completed a security query for the access code. However, this query can be made dependent on the measurement result of the sensor device, as described above.

[0047] It is also conceivable for at least one sensor of the sensor device to serve as an antenna or as an additional antenna for the access authorization system and / or the security system. The query of the access authorization system, for example via the mobile ID transmitter or a keyless go card, can – but does not have to – serve to activate the sensor device. Rather, the sensor device can also serve to wake up the access authorization system and / or the security system. The additional query of the ID transmitter merely represents a further security improvement to prevent unauthorized opening of the movable part of the motor vehicle.

[0048] For the sake of completeness, it should be mentioned that the detection of an object can occur both when the vehicle is locked and when it is open.

[0049] The sensor device can also be used to control or activate the operation of the camera device, in particular the rear camera device, in order to avoid, for example, mechanical collisions of the vehicle or even just the movable part with the environment during the opening process. It is also conceivable that other technical means are provided in addition to the aforementioned camera to prevent a collision of the movable part with an obstacle or object during opening or closing. This could, for example, also be another proximity sensor, a radar system, an ultrasonic sensor, or the like. This ensures that the opening or closing process of the movable part takes place - for example, only after possible authentication - when it is certain that no object or obstacle is present in the movement range of the movable part.This can be particularly important in low-ceilinged garages. The sensor system can also be used to detect depressions and elevations in the floor within the detection range of its sensors to prevent vehicle collisions. The sensor readings can be output to the vehicle's occupants, for example, as warnings.

[0050] It is also conceivable that at least one sensor of the sensor device is used to determine whether an object, in particular a person, is located within the movement range of the moving part. Only when the sensor ensures that no object is detected can the control of the moving part by the electronic unit, in particular the control unit, be released to actuate the moving part. This can effectively reduce the risk of entrapment. Of course, other internal vehicle sensor systems, such as the parking system, the distance warning system, or the like, can also be used to determine whether a person at risk is present outside the danger zone of the moving part.

[0051] Furthermore, it is conceivable for a sensor of the sensor device to be mounted on the vehicle by means of retaining elements, in particular on the inside of the bumper or the movable part, or in the door sill area. The retaining elements themselves can be designed as clips or locking elements. The clips themselves can also be designed to be adhesively bonded, for example, to hold the sensor firmly in place. Form-fitting loops or retaining means can also be provided on the clips for fastening the sensor.

[0052] In principle, at least one sensor can be connected to the module unit via the carrier body. It is also conceivable for a separate carrier body to be provided for each sensor to form the module unit. Of course, multiple sensors can also be arranged side by side, parallel to one another, or one behind the other on a single carrier body. It is also conceivable for at least one sensor element to be arranged outside the module unit, with another sensor being provided on the carrier element of the module unit.

[0053] In principle, at least one sensor can be arranged in a meandering or loop-like configuration to form its detection zone. This sensor configuration is particularly important when the sensor is not only intended to detect whether an object is completely within the detection zone or not, but also when the sensor is intended to detect whether the object has fully or partially penetrated its detection zone. This sensor configuration is therefore particularly suitable when threshold values ​​are used for measurement. Of course, multiple sensors of the sensor device can also be configured in this way.

[0054] It is also conceivable that the sensor device could additionally support a parking system or a driving guidance system, or even completely replace it for short distances, i.e., less than 2 m. The measurement signals recorded by the sensor device can thus also be used to support the driving safety of the vehicle, especially when parking or at low speeds.

[0055] It is also conceivable for a sensor to be additionally equipped with a heating element or for a corresponding heating element to be located near a sensor in order to evaporate any water in the area of ​​the sensor as quickly as possible through additional heat. This heating element can also be used to thaw frozen water that has frozen onto the sensor or in its immediate vicinity. This can significantly increase measurement accuracy, as water in particular causes significant measurement interference with a capacitive sensor. It is also conceivable for the heating element to be temporarily switched on and off by the electrical unit depending on the weather conditions in order to regularly ensure that the immediate vicinity of the respective sensor is free of water. It should also be mentioned that it is conceivable to use the sensor itself or, for example, a shielding element for the sensor as the heating element.The control unit can ensure this, for example, by switching on the sensor or shielding element as a heating element once and using it as a sensor or shielding element once. Of course, an additional heating element can also be present to generate the required heat. For the sake of completeness, it should be mentioned that the heating element, the sensor, and possibly the shielding element can be combined into a single component, for example, by means of a casing or insulation.

[0056] It is expedient to additionally arrange water guidance elements either directly on the sensor, the support body for the module unit, or on the bumper, door sill, or the like. These elements attempt to divert any water present from the detection zone of the corresponding sensor as far as possible. This is intended to minimize the previously described interference or negative measurement influences on the respective sensor caused by any water present. The water guidance elements themselves can be designed as projections or tear-off edges, or as drainage channels or holes. This is intended to prevent a water film from forming, particularly in the direct detection zone of the sensor. The water guidance elements can, for example, be wedge-shaped, creating a tear-off edge for a watercourse, at which the water droplets then separate from the water guidance element.The water-guiding element can also consist of a single tear-off edge incorporated into the support body or the bumper or the like. Water channels or openings for draining or guiding the water away from the sensor are also conceivable, which are arranged on the support body or the vehicle, in particular the bumper, the door sill, or the like.

[0057] The invention is also achieved by a method having all the features of claim 14. Further possible embodiments of the method are proposed in the respective method subclaims.

[0058] The method serves to actuate a movable part, in particular a flap of a motor vehicle, with a sensor device in order to enable detection of an object in at least one detection area adjacent to the motor vehicle, so that the actuation of the movable part can be activated via the detection, wherein an authentication process of a security system of the motor vehicle is provided which checks the extent to which the object is authorized to actuate the movable part.

[0059] The sensor device has at least a first and a second sensor, wherein the sensors have different detection areas, wherein the different detection areas are of different sizes.

[0060] The actuation of the movable part is carried out when the object has been detected in both detection areas and positive authentication has occurred in at least one detection area.

[0061] For example, it is conceivable that a first and a second sensor are provided, whereby the object, in particular the authorized user, performs a conscious action that is detected by the first or second sensor. The conscious action can, for example, be the user approaching the first or second sensor with their arm or hand. Of course, it is also possible for the module unit to operate with just one sensor for the corresponding detection of an object, whereby the actuation of the movable part can be activated via the detection.

[0062] For example, in one possible embodiment it is conceivable that the first sensor is activated first and then the second sensor for detection or that both sensors are activated simultaneously for detection.

[0063] In a further alternative, a conscious leg or foot movement of the user is detected by the first sensor and a further body movement of the user is detected by the second sensor.

[0064] Furthermore, it can be provided that during the detection at least one lighting unit of the motor vehicle has a defined lighting mode.

[0065] In one possible embodiment, the module unit can be arranged at the rear and / or side door area of ​​the motor vehicle, in particular below a side sliding door. The sliding door can be opened by detecting a person near the side sliding door of the motor vehicle. This embodiment is particularly useful for vehicles designed as commercial vehicles, in particular vans or small vans.

[0066] Advantageously, the electrical unit is connected to at least one third sensor and / or switch arranged inside the motor vehicle, in particular the third sensor and / or switch is arranged in the motor vehicle in such a way that it can be actuated via the user's foot, knee, elbow, shoulder, and / or head. Furthermore, it is conceivable that actuation of the third sensor and / or switch can trigger an opening and / or closing movement of the side sliding door. If the user is inside the motor vehicle, actuation of the third sensor and / or switch can also close the sliding door of the motor vehicle. The side sliding door can also be opened again by actuating the third sensor and / or switch. The third sensor and / or switch can be designed as a proximity sensor, a contactless sensor, or a tactile pressure switch.

[0067] Advantageously, the third sensor and / or switch for triggering an opening and / or closing movement of the side sliding door of the motor vehicle is arranged in or on the side sliding door. It is also conceivable to arrange it in or on the door panel, on the vehicle seat, in the floor area, or on various decorative elements within the motor vehicle.

[0068] In one possible embodiment, a closing movement of the side sliding door can be triggered, for example, by the user activating the internal third sensor and / or switch. It is also conceivable that when exiting the vehicle, the user must first activate the internal third sensor and / or switch. Subsequently, further detection by the sensor of the module unit is necessary to trigger an actual closing process of the side sliding door. Furthermore, it is also conceivable that the internal third sensor can be triggered via a defined movement pattern.

[0069] Conveniently, the third sensor can be deactivated depending on the operating state of the vehicle. This means that when the engine is running or activated, the third sensor and / or switch for opening the side sliding door is deactivated. However, it can be provided that such deactivation can be deactivated by the user, so that the user can trigger a closing and / or opening movement of the side sliding door via the third sensor and / or switch even when the engine is running.

[0070] It can also be provided that an unlocking and / or locking of another motor vehicle door and / or tailgate and / or fuel tank flap can be triggered by actuating the third sensor.

[0071] Furthermore, it is possible that the speed of the opening and / or closing movement of the sliding door can be changed, in particular the electrical unit controls and / or regulates the speed of the opening and / or closing movement of the sliding door.

[0072] The method can be designed such that the actual activation of the movable part occurs after a defined time and / or depending on a defined distance that the user must maintain from the module unit. In this case, it can be provided that a defined time is specified which triggers the opening of the movable part with a time delay after a positive detection and / or after a positive authentication process. Likewise, due to the design of the motor vehicle, in particular of the movable part, it can be advantageous for the movable part to only open when the user is at a defined distance from the movable part. This means that the necessary distance to the user is determined via the sensor device located in the module unit.In one possible embodiment, it may be necessary for the user to first move away from the moving part in order for the moving part to be actuated.

[0073] The module unit can also be equipped with its own light unit, which communicates the required distance to the user based on its lighting mode. If the user is still too close to the vehicle, the light unit can, for example, signal the user with a first color. Once the user is at a sufficient distance from the module unit, the light unit changes color, and the opening movement of the movable part can begin.

[0074] It can also be provided that the authentication process is started and the sensor device is activated via an ID transmitter carried by the user, especially when the user is outside the detection range. In this case, the method offers the option of the user being able to activate the ID transmitter from a greater distance from the motor vehicle, so that the authentication process is initially triggered. Only when the user is near the motor vehicle, in particular the module unit, does a corresponding detection take place via the sensor device in order to activate the actuation of the movable part. This means that the authentication process can precede the detection process for actuating the movable part. The sensor device can already be activated after positive authentication.

[0075] It is also conceivable for the movable part to be actuated depending on a speed signal. This means that the movable part can only be actuated when the motor vehicle is stationary and not moving. In another possible alternative, a third sensor is provided, whereby positive detection by the first and second sensors opens the flap, positive detection by the first and third sensors opens a disc arranged on the flap, and positive detection by the second and third sensors closes the flap.

[0076] Features and details described in connection with the method naturally also apply to the sensor device, and vice versa. The method according to the invention can be carried out with the module unit or sensor device.

[0077] Further advantages, features, and details of the invention will become apparent from the following description, which describes several embodiments of the invention in detail with reference to the drawings. The features mentioned in the claims and in the description may be essential to the invention individually or in any combination. They show: Fig. 1 a module unit with sensor device, carrier body and electrical unit, Fig. 2 an alternative arrangement of the module unit on the motor vehicle, Fig. 3 a possible fastening alternative of the module unit according to Fig. 2, Fig. 4 a possible design of the module unit for reliable fixation to the motor vehicle, Fig. 5 another alternative design of the module unit, Fig. 6 another alternative of the module unit with three sensors, Fig. 7 another alternative design of the module unit, which is designed as a license plate lighting unit, Fig. 8 another alternative design of the module unit, Fig. 9 another alternative embodiment of the module unit integrated in a rear camera device, Fig. 10 a possible alternative for fastening the electrical unit to the support body of the module unit, Fig. 11 a schematic representation of a possible arrangement of the module unit which is in data communication with a main electrical unit, Fig. 12 another embodiment of the modular unit, Fig. 13 another alternative design of the module unit, Fig. 14 another alternative design of the module unit, Fig. 15 a schematic flow diagram taking into account the authentication process and the detection process, Fig. 16 another alternative design for the positioning of the module unit, Fig. 17 a possible attachment of the electrical unit to the vehicle or carrier body, Fig. 18 additional mounting options for the electrical unit comparable to Fig. 17, Fig. 19 a possible design of water guiding elements in the area of ​​the sensors, Fig. 20 further design of the water guiding elements in the area of ​​the sensors, Fig. 21 further designs of water guiding elements for the sensors and Fig. 22 a schematic, three-dimensional view of an elongated sensor with water guiding elements.

[0078] Fig. 1 shows, purely schematically, a possible embodiment of the module unit 10, which is designed with a sensor device 11 for actuating a movable part, in particular a flap of a motor vehicle. This will be discussed in more detail below. The module unit 10 has a carrier body 12, on which the sensor device 11 with at least one sensor 21 is arranged. The sensor 21 is fastened to the carrier body 12 via fastening means 35. The sensor 21 has an elongated configuration that extends transversely to the direction of the vehicle. Parallel to the schematically illustrated sensor 21, a further sensor 22 can be fastened to the carrier body 12 at a distance therefrom, which is not explicitly shown. A third sensor 23 can also be fastened above the sensor 11 in the region of the fastening means 35, which are located at the upper edge area of ​​the module unit 10.

[0079] The module unit 10 further comprises an electrical unit 13, which is connected both to the sensor device 11 and to a motor vehicle-side main electrical unit 27, which is shown as an example in Fig. 11 is shown. In addition, a testing module 26 is arranged on the module unit 10, which checks the functioning of the sensor device 11, in particular of the individual sensors 11. The carrier body 12 is made of a plastic. The carrier body 12 and the module unit 10 are designed as individually handleable modules such that the module unit 10 can be easily attached to the motor vehicle. This means that the module unit 10 with all in Fig. 1 can be attached to a motor vehicle part by the worker during assembly.

[0080] For attaching the module unit 10 to the motor vehicle 2, fastening elements 14 are shown purely schematically in the present embodiment, with which a fixation to the motor vehicle can be achieved. Furthermore, an emergency switch 28 is provided, which can be activated by the user via tactile feedback. If the sensor device 11 malfunctions, the user can actuate this emergency switch 28 to trigger a corresponding activation of the movable part 1.

[0081] In Fig. 2 shows a motor vehicle 2 having an emblem 15 on which, for example, the vehicle brand may be displayed. In the present embodiment, the emblem 15 is integrated into the module unit 10. As shown in Fig. 2 as well as in the other embodiments up to Fig. 15, the sensor device 11 has at least two sensors 21, 22. In Fig. 3 is a possible sectional view in the area of ​​the emblem 15 according to Fig. 2. As clearly shown in Fig. 3, the motor vehicle 2 has two fixing elements 36 on the inside, within which the module unit 10 is fastened. A first sensor 21 and a second sensor 22 are fastened in the carrier body 12. The emblem 15 is visibly attached to the outside. It is also conceivable that the carrier body 12 is designed as an independent component visible from the outside to the user, wherein the carrier body 12 bears the emblem 15 on its outer surface alone, which is shown schematically in Fig. 2. The first sensor 21 has a first detection area 5 and the second sensor 22 has a second detection area 6. As in Fig. 3 as well as in the other embodiments up to Fig. 14, the detection areas 5, 6 can be of different sizes.

[0082] It is also conceivable that the module unit 10 can be designed as a license plate lighting unit 9, which in Fig. 2 and in Fig. 7. Here, the module unit 10 has two lighting units 29, 32, which serve to illuminate the license plate of the motor vehicle. Furthermore, the module unit 10 is designed with the electrical unit 13. In the center, the sensor device 11 is designed with a third sensor 23. The sensor 23 can function as a parking aid. The first sensor 21 and the second sensor 22 are also arranged on the module unit 10, with the third sensor 23 being arranged centrally between the first sensor 21 and the second sensor 22. Of course, other positionings of the first sensor 21 and the second sensor 22 are conceivable.

[0083] According to Fig. 2, a further embodiment is indicated in which the module unit 10 can communicate with a third sensor 23, which is integrated on the motor vehicle side, in particular on a windshield wiper arrangement 16.

[0084] In Fig. Figure 4 shows the carrier body 12, on which the first sensor 21 and the second sensor 22 are arranged. Furthermore, the carrier body 12 has four positioning means 17 to ensure that the installer can securely fix the carrier body 12 to the motor vehicle component when attaching the module unit 10. These positioning means are designed as recesses. Alternative geometric embodiments and alternative positioning means are also conceivable.

[0085] In Fig. 5, the module unit 10 is shown with the sensor device 11, wherein the electrical unit 13 has a circuit board 18 on which the first sensor 21 and the second sensor 22 are arranged. A shielding element 37 is provided between the two sensors 21, 22. If the sensors 21, 22 are capacitive sensors, the shielding element 37 contributes to ensuring satisfactory functioning of the overall arrangement. Furthermore, the first detection area 5 is assigned to the first sensor 21 and the second detection area 6 to the second sensor 22. The electrical unit 13 is enclosed in a potting compound 19, which acts as a carrier body 12. The module unit 10 can, as in Fig. 1 already discussed, can be fixed to the vehicle using various fastening options.

[0086] In Fig. 6, the module unit 10 has a first sensor 21 and a second sensor 22. In addition, a third sensor 23 can be integrated into the module unit 10. The third sensor 23 has a third detection area 40. The tailgate 1 can be opened via a positive detection via the first sensor 21 and the second sensor 22. A positive detection via the first sensor 21 and the third sensor 23 can open a window 33 movably arranged on the tailgate 1. The object only has to approach the first sensor 21. The movement of the window 33 is then activated by a foot movement in the detection area 40. The tailgate 1 and / or the window 33 can be closed again via a positive detection via the second sensor 22 and the third sensor 23.

[0087] According to Fig. 8 schematically shows a motor vehicle 2, which is designed at its rear with a modular unit 10 having a first sensor 21 and a second sensor 22, each equipped with different detection zones 5, 6. The detection process can be carried out in such a way that both the first sensor 21 and the second sensor 22 detect an object simultaneously. The detection ranges of the detection zones are of different sizes. The detection zone 5 has a small effective range, meaning that the object must approach very closely to the modular unit 10 to be detected by the sensor 5. The detection zone 6 operates at a greater distance than the first detection zone 5.

[0088] According to Fig. 8, detection can occur in such a way that an object 4 is first detected by the second sensor 22. The object must then come very close to the first sensor 21 for a positive detection to occur, thus activating a corresponding actuation of the movable part 1. It is also conceivable that the object 4 is first detected by the first sensor 21 and then the second sensor 22 is activated to detect the object 4 within its second detection range.

[0089] It is also according to Fig. 8 it is conceivable that the object 4, according to the schematically illustrated double arrow, still has to move away from the motor vehicle after successful detection by both sensors 21, 22 in order for a corresponding activation of the movable part 1 to be triggered.

[0090] According to Fig. Figure 9 shows a purely schematic representation of a further embodiment in which the module unit 10 is arranged within a rear camera device 7 of a tailgate 1. Both sensors 21, 22 are integrated within the rear camera device 7. A third sensor 23 is located on the motor vehicle side on a bumper and has its detection area 40. The third sensor 23 can be activated via a leg or foot movement of the user. Alternatively, it is also conceivable for the third sensor 23 to be arranged within the tire 8. The third sensor 23 within the tire 8 can be activated by a targeted kick against the tire 8. The sensor 23 within the tire 8 can, for example, be a pressure sensor that detects such a tire impact.

[0091] With regard to the module unit 10 within the rear camera device 7, it can alternatively also be stated that the camera of the rear camera device 7 can act as the first sensor 21 or the second sensor 22.

[0092] Fig. 10 shows, purely schematically, a possible embodiment of the carrier body 12, on which a first sensor 21 and a second sensor 22 are arranged, each having its respective detection areas 5 and 6. The carrier body 12 has a corresponding profile 38 with a receptacle 24 in which the electrical unit 13 is arranged. For reliable sealing of the electrical unit 13, a cover element 25 is placed on the profile 38, which is additionally designed with a seal 34. Alternatively, the electrical unit 13 can be completely cast within the module carrier 10. The module carrier 10 is attached to the motor vehicle 2 or to the movable part 1.

[0093] In Fig. 12, the first sensor 21 is designed as a stiffening element. The first sensor 21 is located within the carrier body 12, with a contact point 20 of the first sensor 21 protruding from the carrier body 12. The electrical unit 13 is mounted on the contact point 20. The second sensor 22 is attached to the carrier body 12 at a distance from the first sensor 21. The second sensor 22 is connected to the electrical unit 13 via a cable element. The module unit 10 is attached to a motor vehicle part 1, 2.

[0094] Fig. Figure 13 shows a further embodiment of a module unit 10, wherein a sensor 21 is integrated as a partial sensor within the carrier body 12. The second partial sensor 21 is located on the inside of the carrier body 12. Both partial sensors are electrically connected to each other, wherein both partial sensors form the first sensor 21, which as in Fig. 12 has an external contact point 20 to which the electrical unit 13 is connected. The electrical unit 13 is connected to the carrier body 12 via a screw connection. The second sensor 22 is also formed by two partial sensors, with the first partial sensor being mounted on the inside of the carrier body 12 and the second partial sensor running within the carrier body 12. The second sensor 22 also has a corresponding external contact point 20, which is connected to the electrical unit 13. The module unit 10 can be attached to a motor vehicle part 1, 2.

[0095] According to Fig. 14, the module unit 10 has a corresponding profiling 38 on the carrier body 12. Within the inner profiling 38, a receptacle 24 is provided, within which the electrical unit 13 is arranged. Furthermore, the profile 38 is also arranged on the outside, with the outer profile 38 also forming a receptacle 24, within which the first sensor 21 is arranged. The outer profile 38 is designed with web-like extensions that bear directly against the motor vehicle part 2 and ensure reliable sealing and insulation of the first sensor 21. The first sensor 21 is connected to the electrical unit 13. Furthermore, a second sensor 22 is integrated within the carrier body 12. The sensor 21 is also formed by the partial sensor 21 located within the carrier body 12 and the partial sensor 21 located within the outer profile 38.Of course, it is conceivable that only one sensor element 21 is arranged in the respective receptacle 24 of the outer profile 38. In the present exemplary embodiment, the first sensor 21 is located at least partially between the carrier body 12 and the motor vehicle part 2.

[0096] Referring to Fig. 1 as well as the other embodiments, it is conceivable both that the sensor device 11 is located between the carrier body 12 and the motor vehicle part 1,2 and that the carrier body 12 is positioned between the sensor device 11 and the motor vehicle part 1,2.

[0097] Fig. 16 shows a further alternative for a possible positioning of the module unit 10. In the present exemplary embodiment, the module unit 10 is located on the door sill of the side sliding door 42 of the motor vehicle 2. The side sliding door 42 is displaceable according to the double arrow illustration. In the present exemplary embodiment, the side sliding door 42 is in an open state. The module unit 10 can have a design which, for example, is shown in the Fig. 1 to 15. If the sliding door 42 is in the closed state, the sensor device of the module unit 10 can detect an authorized user in the vicinity of the sliding door 42, whereby a corresponding actuation or opening movement of the side sliding door 42 can be triggered. As in Fig. 16, a third sensor 23 or at least one of the following third sensors, which are provided with the reference numerals 23.1, 23.2, 23.3, 23.4 and 23.5, can be arranged within the motor vehicle 2. The sensor 23.1 can be actuated via the user's foot. The sensor 23.2 can be actuated via the user's knee. The sensor 23.3 can be actuated via the user's elbow and / or shoulder. The sensor 23.4 can be actuated via the user's head. The sensor 23.5 can be actuated via the user's foot, knee or elbow. If the user is inside the motor vehicle 2, a closing movement of the side sliding door 42 can be triggered by actuating one of the third sensors 23 mentioned.The third sensors 23 are connected to the electrical unit 13, in particular the control unit, so that both the sensors within the module unit 10 and the internal sensors 23 communicate with the same electrical unit.

[0098] If the authorized user is inside the motor vehicle 2 and the sliding door 42 is closed, the user can trigger the opening movement of the side sliding door 42 by activating a third sensor 23 located inside. In this case, authentication can take place in parallel, verifying the extent to which the user is actually the authorized user in order to realize such an opening movement. Authentication is typically performed using an ID transmitter, which will be discussed further below. It is also conceivable that no authentication takes place.

[0099] The speed of the opening and / or closing movement of the sliding door 42 can be variable. For example, it is conceivable that such a speed setting could be controlled or regulated via the electrical unit within the modular unit 10. For example, the electrical unit could be connected to a rain sensor. Depending on the intensity of the rain detected by the rain sensor, the control unit could, for example, provide a high speed for the opening and / or closing movement.

[0100] In Fig. 15 shows purely schematically that the detection process 3, in which the sensor device 11 is active, can simultaneously be an authentication process 31, in which it is checked to what extent the authorized person is allowed to trigger an actuation of the movable part. If the person carries a corresponding "correct" ID transmitter, a positive authentication takes place. This authentication 31 can take place before the detection 3, during the detection 3 and after the detection 3. The detection here only includes the verification of a possible person or a possible object in the vicinity of the module unit 10, whereupon in the Fig. 1 to 16 have been discussed in detail. In step 39, the subsequent activation of the actuation of the movable part, i.e., the opening or closing process of the movable part, takes place, but only if both a positive authentication 31 and a positive detection 3 are present.

[0101] In the Fig. 17, for example, shows a three-dimensional view of the attachment of the electronics unit 13. Here, the electrical unit 13 has a housing with two beam-shaped feet 51. With these two feet 51, the housing of the electrical unit 13 is supported on the support body 12, in particular a lower cross member 12.2, of the module unit 10. The feet 51 are shown in the present Fig. 17, however, is not attached to the carrier body 12, so that additional holding elements 50 are used, which are also attached to the carrier body 12, in particular an upper cross member 12.1. In the present case from Fig. 17, the two holding elements 50 are arranged in the upper rear area on the left and right sides of the housing of the electrical unit 13. These holding elements 50 are, for example, integrally connected to the housing in order to enable a mechanically secure hold. The holding elements 50 themselves interact with counter-holding elements 50' on the support 12, in particular a first cross member 12.1. For this purpose, conical or ramp-shaped projections can be provided on the U-shaped holding elements 50, which interact in a form-fitting manner with the counter-holding elements 50' designed as bores on the first cross member 12.1. Thus, the electrical unit 13 is securely fastened to the support body 12 or the bumper or the door sill or the like, directly or indirectly on the vehicle 2, even under strong mechanical influences. In the present case, the upper cross member 12.1 and the lower cross member 12 are also attached to the support body 12.2, which more or less form a U-shaped receptacle 24 for the electrical unit 13. The electrical unit 13 rests with its feet 51 on the lower cross member 12.2, although a suspended attachment to the first cross member 12.1 would also be conceivable. The feet 51 in the . Fig. 17 can themselves be made of an elastic material to absorb mechanical shocks. It is also conceivable that the electrical unit 13 is connected to the support body 12 or the vehicle 2 only via the feet 51, in a form-fitting and / or force-fitting and / or material-fitting manner.

[0102] In the further Fig. 18, which provides further fastening of the electrical unit 13 to Fig. 17, the feet 51 are arranged in U-shaped buffers 52 to enable, on the one hand, a positive fastening and, on the other hand, a shock-absorbing mounting of the electronic unit 13 on the vehicle 2 or carrier body 12. In the Fig. 18, the U-shaped receptacle in the buffer elements 52 is designed to be open towards the front, although it can also be closed so that the electrical unit 13 is also fastened to the carrier element 12 at the front by the buffer elements 52. Of course, it is also conceivable that, instead of the illustrated beam-shaped feet 51, cylindrical feet 51 or the like are used, which interact with corresponding, complementary buffer elements 52 on the vehicle 2 or carrier body 12. It should also be mentioned at this point that it is conceivable to exchange the feet 51 and the buffer elements 52 in order to achieve a complementary attachment of the electrical unit 13 on the vehicle 2. In the present case, Fig. 18, the U-shaped retaining elements 50 have basic metal clips 53 that engage in the upper cross member 12.1 of the support body 12, thus holding the electrical unit 13 positively and / or non-positively to the support body 12. The electrical unit 13 shown has two sensor connections 21', 22' for the first sensor 21 and the second sensor 22. Of course, a third or additional sensor can also be provided. Only one sensor 21 can also be present for the sensor device 11 or module unit 10.

[0103] In the Fig. Figures 19 to 22 illustrate various variants of the design of water-guiding elements 54, which attempt to direct existing water as quickly as possible from the detection area 5, 6 of sensors 21, 22, and 23. Capacitive sensors, in particular, react strongly to water, especially salt water, which can often occur in winter with snow and black ice.

[0104] In the Fig. 19, a first water-guiding element 54 in the form of a wedge-shaped element is provided above the first sensor 21 on the outside of the support body 12 or on the bumper of the motor vehicle 2. If the water 55 (see arrow 57) now runs along the outside, that is, the side facing away from the sensors 21 and 22, it reaches the first water element 54 under the influence of gravity. Due to the existing adhesion forces, the water 55 flows along the ramp-shaped water-guiding element 54 and detaches itself from the support body 12 or the bumper, door sill, or the like at the lower separation edge of the water-guiding element 54. The water 55 then drips from this separation edge onto the ground, reliably preventing it from flowing further along the outside and reaching the detection area 5 of the first sensor 21.This ensures that the water briefly passes through the detection area 5, but is not constantly present there, as in an exemplary flow movement. Further down on the carrier body 12, there is another water-guiding element 54, which is approximately triangular in shape and also forms a separation edge for the water 55 flowing along it. This also reliably prevents the water 55 from moving further along the outside of the carrier body 12 into the detection area 6 of the second sensor 22. The detection areas 5 and 6 are shown purely schematically in FIG. Fig. 19 for the two sensors 21 and 22. To the right of the second sensor 22, also on the opposite side of the sensor element 22, another water guide element 54 is arranged, which is designed similarly to the previously described triangular water guide element. This right-hand water guide element 54 ensures that water 55 from the right side is also guided past the detection area 6.

[0105] In the further Fig. 20 and at comparable points to Fig. 19, different water guide elements 54 are shown for the two sensors 21 and 22. Here, the water guide elements 54 consist of a separation edge for the water 55. Thus, these water guide elements 54 are also intended to ensure that the water 55 does not simply flow along the outer surface or, if applicable, the inner surface of the support 12 or bumper, door sill, or the like and enter the detection area 5, 6 of the sensors 21, 22. The middle water guide element 54, which is arranged to the left on the outer side of the second sensor 22, has a triangular or wedge-shaped notch to form a separation edge for the water 55. The arrow 57 shown represents the normal flow direction for the water 55. The additional arrow 56 indicates the wind direction for a moving vehicle 2, which also influences the flow direction of the water 55. In the Fig. 20, the right water guide element 54 is also shown only as a tear-off edge for the sensor 22.

[0106] In the further Fig. 21 are among the Fig. 19 and Fig. 20, inner water guide elements 54 are also provided for the sensors 21, 22. Thus, a projection is provided above the first sensor 21, which serves as a water guide element 54. The lower edge of the projection-like water guide element 54 serves as a separation edge for the water droplets 55 flowing along it. In addition, a triangular water guide element 54 is provided on the outer side of the carrier body 12. The two inner and outer water guide elements 54 for the first sensor 21 are arranged at approximately the same height on the carrier body 12. What is important with this geometric arrangement, however, is that a separation of the flowing water on the surface of the carrier body 12 is achieved upstream of the detection area 5.

[0107] As can be seen in the lower second sensor 22, a bore, aperture, or elongated hole or the like is provided in the carrier body 12 so that the water 55 accumulated within the carrier body 12 can escape. This water-guiding element 54 can also be arranged to the left and right of the second sensor 22 in order to prevent the water droplets 54 present in the detection area 6 of the second sensor 22 from flowing away.

[0108] For clarification, the Fig. 22 shows a three-dimensional view of two slot-like water guide elements 54 below the sensor 22. As already mentioned, it is also expedient to arrange these slot-like water guide elements 54 to the left and right of the corresponding sensor 21, 22, which also facilitates attachment of the corresponding sensor 21, 22.

[0109] It should also be mentioned at this point that instead of the previously mentioned carrier body 12, a bumper, a door sill, a side sill, a stone chip protection or the like can also be used as a carrier for the sensors on the vehicle 2 - as already mentioned several times. List of reference symbols 1 moving part, flap, tailgate 2 motor vehicles 3 Detection 4 Object, User 5 Detection area, first detection area 6 Detection area, second detection area 7 Rear camera device 8 tires 9 License plate lighting unit 10 module units 11 Sensor device 12 carrier bodies 12.1 Cross member 12.2 Cross member 13 Electrical unit, control unit 14 fasteners 15 Emblem 16 Windscreen wiper arrangement 17 Positioning device for sensor 18 circuit boards 19 Potting compound 20 Contact point 21 first sensor 21' sensor connection 22 second sensor 22' sensor connection 23 third sensor 24 Recording of the carrier body 25 cover element 26 Verification module 27 Main electrical unit 28 emergency switches 29 Lighting unit of the motor vehicle 30 Outside 31 Authentication process 32 Lighting unit of the module unit 33 disc 34 Seal 35 fasteners 36 Fixing element 37 Shielding element 38 Profile 39 Opening process, closing process, activation process 40 third detection area 41 Side door area 42 sliding door 43 Door 50 holding element 50' counterholding element 51 Stand 52 Buffer element 53 metal clips 54 Water guiding element 55 drops of water 56 Wind direction 57 Flow direction of 55

Claims

[1] Sensor device (11) for actuating a movable part (1, 33), in particular a flap (1) of a motor vehicle, with at least one sensor (21, 22, 23) to enable detection (3) of an object (4) in at least one detection area (5, 6, 40) adjacent to the motor vehicle (2), so that the actuation of the movable part (1, 33) can be activated via the detection (3), wherein an authentication process (31) of a security system of the motor vehicle is provided, which checks to what extent the object (4) is authorized to actuate the movable part (1, 33), characterized byin that the sensor device (11) has at least a first (21) and a second sensor (22) and the sensors (21, 22) have different detection areas (5, 6, 40), wherein the different detection areas (5, 6, 40) are of different sizes, wherein the sensors (21, 22, 23) and the security system are designed in such a way as to carry out an actuation of the movable part (1, 33) when a detection of the object (4) has taken place in both detection areas (5, 6, 40) and a positive authentication has taken place in at least one detection area (5, 6, 40). [2] Sensor device (11) according to claim 1, characterized by that at least one sensor (21, 22, 23) serves as an antenna for the security system. [3] Sensor device (11) according to claim 1 or 2, characterized by that the sensor device (11) is designed to be controlled by vehicle-side electronics in order to activate the sensor device (11). [4] Sensor device (11) according to one of the preceding claims, characterized by that at least one sensor (21, 22, 23) is a capacitive sensor, wherein in particular the sensor (21, 22, 23) is equipped with a shielding element. [5] Sensor device (11) according to one of the preceding claims, characterized by that the sensors (21, 22, 23) are designed to activate the actuation of the movable part (1, 33) when two successive different directions of movement of the object (4) are detected and a positive authentication process with the object (4) has taken place. [6] Sensor device (11) according to one of the preceding claims, characterized by that the sensor device (11) has a carrier body (12) on which at least one sensor (21, 22, 23) is arranged, whereby a module unit (10) is created as an individually handleable module which can be fastened to the motor vehicle (2). [7] Sensor device (11) according to one of the preceding claims, characterized by that the sensor device (11) is designed to be attached in the form of a modular unit (10) to a tailgate (1) and / or to a rear camera device (7). [8] Sensor device (11) according to claim 6, characterized by that an electrical unit (13) connected to the sensor device (11), in particular in the form of a control unit, is arranged on the carrier body (12). [9] Sensor device (11) according to one of the preceding claims 6 to 8, characterized by that the carrier body (12) is designed to be fastened to the motor vehicle (2) in a form-fitting, force-fitting and / or material-fitting manner, wherein in particular the carrier body (12) can be fastened to the motor vehicle (2) via a snap-in connection or can be inserted into the motor vehicle (2). [10] Sensor device (11) according to one of the preceding claims, characterized bythat the sensor device (11) is designed to be arranged on the emblem (15) of the motor vehicle (2), or has an emblem (15) of the motor vehicle (2), wherein the emblem (15) can be arranged visibly on the motor vehicle (2). [11] Sensor device (11) according to one of the preceding claims, characterized by that the sensor device (11) and / or the electrical unit (13) are / is fastened to the carrier body (12) in a form-fitting, force-fitting and / or material-fitting manner. [12] Sensor device (11) according to one of the preceding claims, characterized by that the sensor device (11) and / or the electrical unit (13) are / is integrated in the carrier body (12), in particular the sensor device (11) and / or the electrical unit (13) form / forms a monolithic component with the carrier body (12). [13] Sensor device (11) according to one of the preceding claims, characterized bythat the module unit (10) can be arranged at the rear area and / or at the side door area (41) of the motor vehicle (2), in particular below a side sliding door (42). [14] Method for actuating a movable part (1, 33), in particular a flap (1) of a motor vehicle, with a sensor device (11) to enable detection (3) of an object (4) in at least one detection area (5, 6, 40) adjacent to the motor vehicle (2), so that the actuation of the movable part (1, 33) can be activated via the detection (3), wherein an authentication process (31) of a security system of the motor vehicle is provided, which checks to what extent the object (4) is authorized to actuate the movable part (1, 33), characterized byin that the sensor device (11) has at least a first (21) and a second sensor (22), wherein the sensors (21, 22) have different detection areas (5, 6), wherein the different detection areas (5, 6) are of different sizes, and the actuation of the movable part (1, 33) is carried out when detection of the object (4) has taken place in both detection areas (5, 6) and positive authentication has taken place in at least one detection area (5, 6). [15] Method according to claim 14, characterized by that the object (4), in particular the authorized user (4) performs a conscious action which is detected by at least one sensor (22). [16] Method according to claims 14 and 15, characterized by that for detection (3) first the first (21) and then the second sensor (22, 23) are activated or that for detection (3) both sensors (21, 22, 23) are activated simultaneously. [17] Method according to one of the preceding claims 14 to 16, characterized by that a leg or foot movement of the user (4) is detected by the first sensor (21) and a further body movement of the user (4) is detected by the second sensor (22, 23). [18] Method according to one of the preceding claims 14 to 17, characterized by that during the detection (3) at least one lighting unit (29) of the motor vehicle (2) has a defined lighting mode or that the sensor device (11) is designed with its own lighting unit (32) which communicates the necessary distance to the user (4) in particular according to its lighting mode. [19] Method according to one of the preceding claims 14 to 18, characterized by that the actual activation of the movable part (1, 33) takes place after a defined time and / or depending on a defined distance which the user (4) has from the sensor device (11). [20] Method according to one of the preceding claims 14 to 19, characterized by that an activation of the movable part (1, 33), in which the movable part (1, 33) is moved from a closed position to an open position and vice versa, only takes place after a positive detection (3). [21] Method according to one of the preceding claims 14 to 20, characterized by that an authentication process (31) takes place before the detection (3), after the detection (3) and / or during the detection (3). [22] Method according to one of the preceding claims 14 to 21, with which the sensor device (11) can be operated according to one of claims 1 to 13.

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