Electronic system and method for externally operated adjustment of an adjusting part

Abstract

Electronic system for a vehicle (F) with at least one acceleration sensor (4), characterized in that the at least one acceleration sensor (4) is provided on or in a lock (S) and the electronic system comprises control electronics (3) which, on the basis of at least one measurement signal (s4, s N ) of the acceleration sensor (4) controls at least one drive device (2) for the externally operated adjustment of an adjustment part (1) of the vehicle (F).

Description

[0001] The proposed solution includes, among other things, an electronic system for a vehicle with at least one acceleration sensor.

[0002] The use of acceleration sensors within a vehicle is widely known, e.g., from DE 10 2017 106 749 A1, DE 10 2012 023 393 A1, DE 10 2005 020 820 A1, or DE 10 2013 226 128 A1. In particular, acceleration sensors are used to trigger restraint systems and airbags within a vehicle. Furthermore, it is known to use different types of sensor devices to, for example, detect non-contact operating events for adjusting a control element on a vehicle, such as a side or rear door, and / or to detect a potential entrapment situation.

[0003] DE 10 2013 104 724 A1 further discloses a safety system for a motor vehicle, comprising a lock that can be brought into at least two states to lock and / or unlock a movable part of the motor vehicle, a sensor element that can be activated by a user to influence the state of the lock, and an electronic unit that is in signal communication with the lock and the sensor element. DE 10 2013 104 724 A1 additionally proposes an accident detection sensor whose operation is designed such that, in an accident situation, the accident detection sensor prevents the lock from changing state.

[0004] However, there is still a need for electronic systems for vehicles, especially motor vehicles, which can improve user comfort and / or integrate a larger number of different functions.

[0005] Against this background, an electronic system according to claim 1 is particularly proposed.

[0006] According to one aspect of the proposed solution, an electronic system for a vehicle is provided with at least one acceleration sensor and control electronics, in which the control electronics, based on at least one measurement signal from the acceleration sensor, controls at least one drive device for the externally actuated adjustment of an adjustment part of the vehicle.

[0007] According to the proposed solution, a motorized drive unit, for example, is controlled based on at least one measurement signal from an acceleration sensor. This unit enables the externally operated adjustment of a vehicle component. Such a component could be, for example, a side or rear door, particularly a tailgate, or a trunk lid. The proposed solution incorporates the measurement signal from at least one acceleration sensor for the externally operated adjustment of the component.

[0008] This includes, for example, one implementation variant where the control electronics are configured to determine the adjustment position of the adjusting element within an approved adjustment range based on at least one measurement signal. In systems known from practical experience, where externally actuated adjustment is achieved via an electric motor drive, the adjustment position of an adjusting element is typically detected by sensors on the motor, for example, by at least one Hall sensor. However, determining the adjustment position of the adjusting element solely by the motor can be disadvantageous if manual adjustment of the adjusting element is also permitted.For manual adjustment, for example, a drive motor is disengaged to prevent damage to the drive motor, so that a drive shaft of the drive motor is not moved when the adjusting part, for example a vehicle door, is adjusted manually.

[0009] In such a situation, the current adjustment position of the adjusting element can no longer be determined using a sensor system with a motor-side Hall sensor. Instead, an additional absolute angle sensor, for example, must be provided to determine the current opening angle of a pivotable adjusting element.

[0010] In the proposed design, an accelerometer is used additionally or alternatively as part of a sensor system to determine the adjustment position of the actuator based on its measurement signal. This utilizes the fact that an accelerometer always measures the force of gravity and thus a weight force acting on it. By determining the angle at which the weight force acts on the accelerometer, its position in space can be deduced. This, in turn, allows the adjustment position of an actuator incorporating the accelerometer to be determined. For example, the opening angle of a vehicle door can be inferred from the measurement signals of an accelerometer mounted on the door.

[0011] In principle, the acceleration sensor can be configured to generate at least one measurement signal during manual adjustment of the adjusting element. The acceleration sensor's measurement signal is thus generated in a usable form when the adjusting element is manually adjusted. The control electronics are then further configured to provide at least one parameter value, determined based on the at least one measurement signal and representative of the specific adjustment position of the adjusting element, for a subsequent externally driven adjustment of the adjusting element. This can, for example, prevent the situation described above, where information about the current adjustment position of the adjusting element is no longer available when the drive motor is disengaged for manual adjustment.The acceleration sensor ensures that the adjustment position can be determined even during manual adjustment, and therefore also when a drive motor of the drive unit is disengaged.

[0012] Alternatively or additionally, the control electronics can be configured to generate a control signal for the drive unit based on at least one measurement signal. This control signal is then superimposed on a motor signal to control an electric drive motor of the drive unit. The motor signal to which the control electronics' control signal is superimposed could, for example, be a motor current signal for the drive motor. The drive motor is thus controlled, in particular, depending on the measurement signal from the at least one acceleration sensor.

[0013] In one variant based on this, the control electronics are configured, for example, to generate the control signal for active noise compensation of operating noise occurring during the operation of the electric drive motor. The control electronics then have, for example, a compensation algorithm that generates the control signal to be superimposed on the motor signal with a view to noise compensation. The control electronics are therefore configured and designed for active noise cancellation based on at least one measurement signal from the accelerometer. Using the compensation algorithm of the control electronics, a corresponding inverted signal can thus be generated, which, when superimposed on the motor signal, leads to quieter operation of the electric drive motor.Thus, at least one measurement signal from the acceleration sensor can serve as a measure of structure-borne noise occurring during the operation of the drive unit and generating operating noise. If a control signal inverted to the structure-borne noise measured in this way (indirectly) is generated, which is then superimposed, for example, on a target current signal, the overall amplitude of the structure-borne noise can be reduced. The control electronics are therefore configured and designed for active negative feedback for noise compensation based on at least one measurement signal from the acceleration sensor.

[0014] In the embodiment described above, the acceleration sensor can be part of a drive control unit and / or be designed as a MEMS sensor for measuring the acceleration and angular velocity of an adjustable component. The acceleration sensor, which generates a measurement signal as a measure of structure-borne sound occurring during the operation of the drive unit and producing operating noise, then functions, for example, as a kind of control unit-side "microphone" for structure-borne sound emitted by and / or generated by a drive motor of the drive unit.

[0015] In one embodiment, the control electronics are configured to generate a control signal for the drive unit based on at least one measurement signal, in response to which at least partial decoupling of the adjusting part to be adjusted from a drive motor of the drive unit is triggered, or in response to which a currently executed adjusting movement of the adjusting part is varied.

[0016] For example, the control electronics are configured to generate a control signal for actuating an overload clutch in the drive unit, thereby triggering at least partial decoupling of the adjustable part from the drive motor. For instance, the at least one measurement signal from the at least one acceleration sensor on a vehicle door can detect whether the vehicle door is being manually accelerated (too) strongly. Any excessive acceleration can then be electronically detected as an instance of misuse by the acceleration sensor, triggering the actuation of an overload clutch to prevent damage to the drive motor caused by the manually applied force on the vehicle door. Thus, a switchable clutch is provided, which can be activated as an overload clutch depending on a measurement signal from the acceleration sensor.In this case, a complex mechanical overload clutch is not required. Instead, an overload situation can be detected electronically by at least one acceleration sensor, which can then be used to engage the clutch accordingly.

[0017] Furthermore, particularly in the aforementioned embodiment with a switchable clutch, the control electronics may be configured to prevent regenerative operation of an electric drive motor of the drive unit. In this case, the control electronics may be configured to disengage the drive unit via the clutch if the speed of the adjustable element is too high (i.e., exceeding a stored threshold). Alternatively or additionally, the control electronics—based on at least one measurement signal from the acceleration sensor—may detect highly dynamic manual intervention on the adjustable element.This includes, for example, the detection that the adjusting element, particularly a vehicle door, is being rapidly moved in a specific direction by a user, such as by opening or closing it with a short impulse. In response to such an adjustment event detected by the control electronics – and based on at least one measurement signal from the accelerometer – the control electronics activate the drive unit, causing the adjusting element to follow the direction of the short impulse and, for example, to move the element more quickly, adjusted to the force applied by the user. After a certain period of time and / or after a defined adjustment distance has been covered, the adjusting element then slows down.especially at "normal" adjustment speed, it is further adjusted in the adjustment direction in order to, for example, fully open or close the adjustment part.

[0018] In one version, when an adjustment event is detected by applying a pulse to the adjusting element, for example, a vehicle door, a clutch within the drive unit is opened, thus freeing the drive unit. In this way, the user only feels the movement of the freely moving adjustable element, which is perceived as pleasant to the touch. After the user has applied the pulse to the adjusting element and the element has been adjusted as a result of this pulse, the clutch can then be re-engaged and the drive motor re-engaged, so that the adjusting element is subsequently (again) moved by external force using the motor drive.

[0019] To ensure the smoothest possible movement of the adjusting element when the drive motor re-engages in the aforementioned design variant, the disengaged drive motor can be brought up to a predefined speed for engagement while in freewheel mode. For this purpose, the adjustment speed of the adjusting element is measured, for example, by an existing sensor within the drive unit, and the necessary motor speed is calculated and then regulated. This allows the clutch to close smoothly.

[0020] One design variant provides, as an alternative or supplement, for the control electronics to operate a servo-driven motor. In this servo mode, the user is assisted when manually adjusting a component. However, a potential disadvantage is that the drive motor must be temporarily switched off to prevent damage from overheating. This can occur, for example, if a user moves a component back and forth for too long. If the drive motor is deactivated, the user must manually move the entire drive mechanism, including the drive motor, to adjust the component.In this scenario, it can also be provided that the control electronics are set up to actuate the clutch; however, not depending on a measurement signal from an acceleration sensor, but rather depending on another sensor, and thus, for example, depending on a parameter signal that signals, for example, the exceeding of a temperature threshold at the drive motor.

[0021] In one embodiment, the control electronics are configured to generate a control signal for actuating a brake on the drive unit and / or opening a motor terminal of an electric drive motor in order to vary the currently executed adjustment movement of the adjusting element. This embodiment also assumes that, based on at least one measurement signal from the acceleration sensor, any potential misuse can be detected, in which the adjusting element is manually adjusted (too) quickly by a user, even though a motor-driven adjustment of the adjusting element is currently intended. Overload protection can be provided by controlling the motor drive in the opposite direction of adjustment and / or by reducing friction between the adjusting element and a body-mounted component.For example, depending on at least one measurement signal from the acceleration sensor, opening a motor terminal on an adjusting part in the form of a vehicle door reduces hinge friction between the vehicle door and the vehicle body.

[0022] When using a drive motor as part of the drive system, it is generally possible to control the drive motor via S-shaped control signals that vary over time. An S-shaped curve, in this context, refers specifically to a control signal that follows a sigmoid function over time. This includes, for example, the use of S-shaped acceleration and / or deceleration ramps for speed control of the drive motor when a setpoint is specified. Such an S-shaped curve exhibits no discontinuities. The setpoint curve thus results in an adjustment movement with only smooth transitions. The movement of the adjustment element is therefore smoother. Furthermore, undesirable (after-)oscillations are avoided. Higher accelerations are also possible than would be achievable with linear ramps.

[0023] According to one design variant, at least one measurement signal from the acceleration sensor can additionally serve to provide damage data that is representative of possible damage to the vehicle.

[0024] One implementation variant, for example, provides that at least one acceleration sensor is configured to detect a knock against a vehicle component, and that the at least one measurement signal is representative of a detected knock. The acceleration sensor thus detects damage events, such as those caused by a person or other means, that involve knocking against a component, as this generates at least local accelerations on a vehicle component that can be measured by the acceleration sensor. For instance, the at least one acceleration sensor could be configured to detect a knock against the vehicle's outer skin.In particular, the control electronics can then determine at least one frequency and / or at least one amplitude of the at least one measurement signal, and possibly several consecutive measurement signals, to provide the damage data. An evaluation of the frequency and / or amplitude of the at least one measurement signal allows, for example, conclusions to be drawn about the type, location, and / or severity of any damage to the vehicle. This makes it easy, for instance, to distinguish between raindrops striking a component, a hailstorm, or an impact against the vehicle's exterior.

[0025] For example, the control electronics are configured to distinguish at least two different types of potential damage based on at least one determined frequency and / or at least one determined amplitude. Consequently, the control electronics can be configured to classify different types of damage based on at least one determined frequency and / or at least one determined amplitude, for example, by comparing them with reference values ​​stored in memory. The control system can then provide this classification as part of the damage data. A type of damage determined through this classification is, for example, indicative of the location, nature, and / or severity of the potential damage detected by the at least one measurement signal from the accelerometer.

[0026] The detection of potential vehicle damage and the automated, electronically controlled provision of related damage data can, for example, include forwarding this data to mobile application software. This allows, for instance, the generated damage data to be made available to a user via an app. This is particularly advantageous for vehicles belonging to a rental car or car-sharing provider. If the provider's vehicles are equipped with an electronic system according to the aforementioned implementation variant, the provider can be automatically notified of potential damage incidents that cause at least a local acceleration in a vehicle component and are thus detectable via a measurement signal from an acceleration sensor.Alternatively or additionally, information about damage that is currently occurring or has occurred on a rented vehicle can be provided to the user.

[0027] In principle, the at least one acceleration sensor that can be used to provide damage data can also be configured and designed to provide a primary sensor function that is independent of detecting potential damage to the vehicle. The detection of potential damage to the vehicle thus constitutes a second sensor function fulfilled by the at least one acceleration sensor. Primarily, the acceleration sensor can, for example, be used to determine the adjustment position of an adjustable component or to measure structure-borne sound at or within the adjustable component. Accordingly, the at least one acceleration sensor can, for example, be arranged on or within an adjustable component for the vehicle in order to detect an adjustment movement of the component.At the same time, this acceleration sensor can then be used to detect possible damage to this adjustment part.

[0028] Typically, acceleration sensors – at least in vehicle door drives – are located in a control unit of the drive system that also houses the control electronics. Due to the typically limited installation space in a vehicle door, it is not readily possible to position the control unit for adjusting the vehicle door as far away as possible from the door's hinge axis. However, it can be advantageous to position the acceleration sensor as far away from the hinge axis as possible, since this allows the acceleration sensor to detect a comparatively large signal amplitude when the vehicle door is adjusted. Against this background, the solution according to the invention provides for the acceleration sensor to be integrated into a lock for the adjusting element, in particular into a lock that is designed and intended to lock the adjusting element in a closed position on the vehicle.Since, for example, the lock for a vehicle door is located at a relatively large distance from the door's pivot point, an acceleration sensor integrated into the lock is also positioned relatively far from the door's pivot point. This allows for better measurement of the acceleration acting on the sensor, as a comparatively large signal amplitude can be detected when the vehicle door is moved and the accelerometer is positioned in this way.

[0029] Furthermore, an electronic system for a vehicle can be provided with at least one sensor device comprising an acceleration sensor on or in a lock for detecting a knock against a component of the vehicle and control electronics, wherein the control electronics provide damage data on the basis of at least one measurement signal from the sensor device, which are representative of possible damage to the vehicle as a result of a detected knock.

[0030] It is therefore assumed that a sensor device may be provided to evaluate knock signals and automatically infer any damage to the vehicle from them. In accordance with the above explanations, such a sensor device includes at least one acceleration sensor.

[0031] Furthermore, an electronic system with at least one sensor device for providing a first sensor function is proposed. This electronic system includes control electronics that, based on at least one measurement signal from the sensor device comprising at least one motion sensor on or in a lock, independently provides damage data representative of potential damage to the vehicle, regardless of the sensor device's first sensor function. The electronic system thus includes a sensor device used for two different functions: a first sensor function and a second sensor function related to providing damage data.

[0032] Alternatively or additionally, the sensor device is configured and designed to detect a person-initiated operating event via its first sensor function without physical contact, whereby an externally driven adjustment of a control element on the vehicle can be controlled in response to the detected operating event. A corresponding sensor device can therefore, for example, be configured and designed to detect a person's gesture via its first sensor function without physical contact, at least as part of an operating event for adjusting a control element on the vehicle. At least one measurement signal from the sensor device is then additionally used for a second sensor function to detect potential damage events and provide corresponding damage data.

[0033] In particular, sensor devices known from the prior art for the contactless detection of gestures for adjusting adjustable parts are known, comprising a capacitive sensor, an ultrasonic sensor, a radar sensor, and / or an optical sensor, such as a time-of-flight (TOF) camera. Such sensors can also be used to draw conclusions about any damage events that may have occurred on the vehicle. This includes, in particular, the possibility of using such sensors to log when an adjustable part was gesture-controlled and if a potential damage event was detected before or after.

[0034] The proposed solution also includes a vehicle with a variant version of a proposed electronic system.

[0035] Especially in a vehicle of this type, several different control electronics units may be used to control various functions. In such cases, it can be advantageous to network the individual control electronics units, or rather, the control units that integrate them. Specifically, a logical link between individual or all control units can be implemented, for example, to synchronize different functions controlled by them. For instance, a door control unit for a window regulator and a door control unit for adjusting a vehicle door can be networked together. This then allows, for example, the synchronized adjustment of a window in a vehicle door and the vehicle door itself, optionally even for multiple doors simultaneously.This involves, for example, adjusting the respective motor control to ensure that all doors and windows reach their respective end positions simultaneously in one version. This may also reduce the load on the vehicle's electrical system.

[0036] Alternatively or additionally, it can be provided that the networked control units are used to selectively control different functions sequentially. This would ensure, for example, that a vehicle door is closed first, followed by a window of that vehicle door.

[0037] The proposed solution also further includes the use of an acceleration sensor on or in a lock for controlling an externally operated adjustment of an adjusting part on a vehicle and the use of an acceleration sensor on or in a lock to provide damage data representative of possible damage to the vehicle.

[0038] As already explained, the use of a sensor device is also included, which includes an acceleration sensor on or in a lock and is installed and intended on a vehicle to provide a first sensor function, in order to additionally provide damage data via the sensor device that is representative of possible damage to the vehicle, irrespective of the first sensor function of the sensor device.

[0039] Furthermore, a method for the electronic provision of damage data is explained, in which the damage data is provided using at least one sensor device by detecting a knock against a component of the vehicle using at least one sensor device.

[0040] The attached figures illustrate possible implementation variants of the proposed solution.

[0041] This shows: Fig. 1. Sectional view of a vehicle with a variant version of a proposed electronic system on a side door of the vehicle; Fig. 2. A section of a vehicle with an electronic system according to the proposed solution on a tailgate of the vehicle; Fig. 3 a schematic representation of a control system for a drive motor of a drive device, for example for adjusting an adjusting part according to the design variants of the Fig. 1 and Fig. 2, based on a measurement signal from an acceleration sensor for active noise compensation for an operating noise of the drive motor; Fig. 4 An exemplary curve of a sigmoid function for a setpoint curve during the control of the drive motor.

[0042] The Fig. Figure 1 shows a section of a vehicle F in which a side body opening O in a body K of vehicle F can be closed by a pivotally mounted vehicle door 1 as an adjusting element. The vehicle door 1 can pivot about a pivot axis along two opposing adjustment directions Vo and Vs to open or close the vehicle door 1. Starting from a closed position on the body K, the vehicle door 1 can be adjusted along the adjustment direction Vo towards a maximally open end position. Here, an opening angle φ defines the degree of pivoting of the vehicle door 1 from the fully closed end position.

[0043] The vehicle door 1 is externally operated and adjustable by means of a drive unit 2. The drive unit 2 comprises, for example, a (for example, electric) drive motor as well as a gearbox and / or a clutch. An adjustment force applied by the drive unit 2 to position the vehicle door 1 is controlled, for example, by control electronics 3. An acceleration sensor 4 is also arranged inside the vehicle door 1, which is used, for example, to determine whether the vehicle door 1 is currently being adjusted. According to the invention, the acceleration sensor 4 is provided, for example, on a lock S of the vehicle door 1. This ensures that the acceleration sensor 4 is at most a distance from a pivot axis of the vehicle door 1, which in turn results in a comparatively large and thus easily detectable signal amplitude when the vehicle door 1 is accelerated.

[0044] In the illustrated embodiment, the acceleration sensor 4 is used alternatively or additionally to control the power-operated adjustment of the vehicle door 1 and / or to provide damage data representative of potential damage to the vehicle F. For this purpose, the acceleration sensor 4 transmits measurement signals s4 to the control electronics 3. Based on these measurement signals s4, the control electronics 3 can, for example, generate a parameter value representative of the current adjustment position of the vehicle door 1 when the vehicle door 1 is adjusted manually. The generated parameter value is then available, for example, for a subsequent power-operated adjustment of the vehicle door 1, so that the current adjustment position is known during a subsequent power-operated adjustment using the drive unit 2, even if a drive motor of the drive unit 2 was not active.

[0045] Alternatively or additionally, in response to a measurement signal s4 from the acceleration sensor 4, a partial decoupling of the vehicle door 1 from a drive motor of the drive unit 2 can be triggered. Alternatively, a currently executed adjustment movement of the vehicle door 2 can be varied, for example by applying a brake or reversing an adjustment movement.

[0046] Alternatively or additionally, a possible vibration on the outer surface of the vehicle door 1, caused by tapping on the outer surface or other vibration generation, can be detected via the at least one acceleration sensor 4 and a measurement signal s4 it generates. A corresponding measurement signal s4 can thus indicate the occurrence of a possible damage event on the outer surface of the vehicle door 1. The control electronics 3 are then configured and designed to generate corresponding damage data and store it for further processing. For this purpose, the damage data can be transferred to a storage device 6 coupled to the control electronics 3. Alternatively or additionally, the device 6 can be an output device that then sends the damage data, for example, to a server and / or a user's mobile device.Based on a transmission signal s6 from the control electronics 3 to the device 6, the corresponding damage data can therefore, for example, only be stored in readable form or transmitted further.

[0047] In one embodiment, a gesture sensor 5 is additionally integrated into the vehicle door 1. This gesture sensor 5 comprises, for example, a capacitive sensor, an ultrasonic sensor, a radar sensor, and / or an optical sensor to detect a gesture performed by a person in the vicinity of the vehicle door 1 as a possible operating event for opening or closing the vehicle door 1. To trigger an adjustment of the vehicle door 1 in response to a detected gesture-based operating event, a measurement signal s5 from the gesture sensor 5 is transmitted to the control electronics 3, which can then control the drive unit 2 for adjusting the vehicle door 1. Furthermore, in one embodiment, a measurement signal s5 received from the gesture sensor 5 can also be used to generate damage data concerning any damage events that may have occurred.

[0048] In one embodiment, a measurement signal s is also generated by the control electronics 3. N The acceleration signal is obtained and evaluated from an acceleration sensor integrated into the drive unit 2. A drive-side acceleration sensor is used to generate the measurement signal s. N is provided, for example, in the form of a MEMS sensor and serves (primarily) to determine the acceleration of vehicle door 1. Based on the proposed solution, this measurement signal can be NThe acceleration sensor on the drive side – alternatively or additionally to the measurement signal s4 of the other acceleration sensor 4 – can be used to superimpose a motor current signal for controlling an electric drive motor of the drive unit 2 with a control signal generated by the control electronics 3 in order to achieve active noise compensation of operating noises occurring during the operation of the electric drive motor. In this way, a corresponding acceleration sensor can be used as a "microphone" for structure-borne sound emitted and / or generated by the drive motor. A measurement signal from the corresponding acceleration sensor thus serves as a measure of the structure-borne sound, and an inverted control signal can also be generated, which, when superimposed with an actual target current signal for controlling the drive motor, serves to reduce the overall amplitude of the structure-borne sound.

[0049] As demonstrated by the execution variant of the Fig. As illustrated by example in Figure 2, the proposed solution can also be used, for example, in connection with a tailgate 1 as an adjusting part on the vehicle F.

[0050] The Fig. Figure 3 further illustrates, by way of example, the procedure outlined above for active noise compensation. The measurement signal s4 and / or s generated by the acceleration sensor 4 and / or a drive-side acceleration sensor N The signal is fed here to an evaluation logic 3c of the control electronics 3, which is equipped with a compensation algorithm and is based on the measurement signal s4 and / or s N of the acceleration sensor 4 a control signal i soll, z determined. This control signal i soll, z a motor control signal i soll, n superimposed, based on a target speed n sollis generated by a speed controller 3a of the control electronics 3. The superposition results in a setpoint signal i. soll, which is fed to a current controller 3b of the control electronics 3. The current controller 3b in turn generates a motor current signal i. M for an electric drive motor 2a of the drive unit 2. A drive torque generated by this drive motor 2a is supplied to a gearbox 2b and then leads to the adjusting force for the adjustment of the respective adjusting part 1, which is in the Fig. 3 is represented by a load L.

[0051] The Fig. Figure 4 illustrates an example of a sigmoid function and thus an S-shaped curve for a motor current signal to the electric drive motor 2a of the drive unit 2. This S-shaped curve with smooth transitions can, in principle, be used to operate the drive motor 2a relatively smoothly and therefore more quietly. Reference symbol list 1 Vehicle door / tailgate (adjustment part) 2 Drive unit 2a gearbox 2b Motor 3 Control electronics 3a Speed ​​controller 3b Current regulator 3c Evaluation Logic 4 Accelerometer 5 Gesture sensor 6 Output / Storage Setup F vehicle K bodywork L Last O Body opening S Castle s4, s5, s6 signal s N signal Vo, Vs adjustment direction φ Opening angle

Claims

[1] Electronic system for a vehicle (F) with at least one acceleration sensor (4), characterized by , that the at least one acceleration sensor (4) is provided on or in a lock (S) and the electronic system comprises control electronics (3) which, on the basis of at least one measurement signal (s4, s N ) of the acceleration sensor (4) controls at least one drive device (2) for the externally operated adjustment of an adjustment part (1) of the vehicle (F). [2] Electronic system according to claim 1, characterized by , that the control electronics (3) is set up, based on at least one measurement signal (s4, s N ) to determine an adjustment position of the adjusting part (1) within an approved adjustment range. [3] Electronic system according to claim 2, characterized by , that the acceleration sensor (4) is set up, which provides at least one measurement signal (s4, s N) of the acceleration sensor (4) during a manual adjustment of the adjustment part (1), and the control electronics (3) is set up to generate at least one based on the at least one measurement signal (s4, s N ) determined and representative parameter value for the specific adjustment position of the adjusting part (1) for a subsequent externally operated adjustment of the adjusting part (1). [4] Electronic system according to any of the preceding claims, characterized by , that the control electronics (3) is set up, based on at least one measurement signal (s4, s N ) a control signal (i soll, z ) to generate for the drive unit (2) which is a motor signal (i soll, n ) for the control of an electric drive motor (2a) of the drive unit (2) is superimposed. [5] Electronic system according to claim 4, characterized by , that the control electronics (3) are set up, the control signal (isoll, z ) to generate active noise compensation for operating noise occurring during the operation of the electric drive motor (2a). [6] Electronic system according to any of the preceding claims, characterized by , that the control electronics (3) is set up, based on at least one measurement signal (s4, s N ) to generate a control signal for the drive unit (2) in response to which at least partial decoupling of the adjusting part to be adjusted from an electric drive motor (2a) of the drive unit (2) is triggered or a currently executed adjusting movement of the adjusting part (1) is varied. [7] Electronic system according to claim 6, characterized by, that the control electronics (3) is configured to generate a control signal for actuating an overload clutch of the drive unit in order to trigger at least partial decoupling of the adjusting part to be adjusted from the electric drive motor (2a) of the drive unit (2). [8] Electronic system according to claim 7, characterized by , that the control electronics (3) is configured to generate a control signal for actuating a brake of the drive unit (2) and / or for opening a motor terminal of the electric drive motor (2a) of the drive unit (2) in order to vary the currently executed adjustment movement of the adjustment part (1). [9] Electronic system according to any of the preceding claims, characterized by, that, for the provision of damage data, at least one acceleration sensor (4) is installed to detect a knock against a component (K, 1) of the vehicle (F), and that at least one measurement signal (s4, s N ) is representative of a detected knocking. [10] Electronic system according to claim 9, characterized by , that at least one acceleration sensor (4) is set up to detect a knock against an outer skin of the vehicle (F). [11] Electronic system according to claim 9 or 10, characterized by , that the control electronics (3) is set up to provide at least one frequency and / or at least one amplitude of the at least one measurement signal (s4, s N ) to determine the availability of damage data. [12] Electronic system according to claim 11, characterized by that the The control electronics (3) are set up to distinguish at least two different types of possible damage on the basis of at least one determined frequency and / or on the basis of at least one determined amplitude. [13] Electronic system according to any one of the preceding claims, characterized by , that the control electronics (3) is set up to provide the damage data for forwarding to application software for a mobile device. [14] Electronic system according to any one of the preceding claims, characterized by , that the at least one acceleration sensor (4) which can be used to provide damage data is additionally set up and provided for the provision of an initial sensor function which is independent of the detection of any possible damage to the vehicle (F). [15] Electronic system according to claim 14, characterized by, that the at least one acceleration sensor (4) is provided for arrangement on or in an adjusting part (1) for the vehicle (F) in order to detect an adjusting movement of the adjusting part (1). [16] Vehicle with an electronic system according to any of the preceding claims. [17] Use of an acceleration sensor (4) on or in a lock (S) for controlling an externally operated adjustment of an adjusting part (1) on a vehicle (F) and for providing damage data representative of possible damage to the vehicle (F). [18] Use according to claim 17, characterized by , that via the acceleration sensor (4) which is used to provide damage data, at least one further first sensor function is provided which relates to the control of an externally operated adjustment of an adjusting part (1) on a vehicle (F). [19] Use of a sensor device comprising at least one acceleration sensor on or in a lock (S) and installed and provided on a vehicle (F) to provide a first sensor function, to provide damage data representative of possible damage to the vehicle (F), irrespective of the first sensor function.

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