Motor vehicle locking system for a locking element of a motor vehicle

Abstract

The invention relates to a motor vehicle locking system for a locking element (2) of a motor vehicle (3), wherein the motor vehicle locking system (1) comprises a motor vehicle lock (4) and a control unit (5), wherein the motor vehicle lock (4) comprises a locking mechanism (8) with a lock latch (9) and a pawl (10), wherein the lock latch (9) is adjustable into a closed position and an open position, wherein the pawl (10) is adjustable into several positions, wherein the pawl (10) locks the lock latch (9) in the closed position in a locking position and releases the lock latch (9) in a releasing position, wherein the motor vehicle lock (4) comprises a drive (13) with an electric drive motor (14), wherein the pawl (10) is repeatedly adjustable via the drive (13) in the course of a respective adjustment process,wherein the locking pawl (10) is adjusted from one of the positions to another of the positions during the respective adjustment process, wherein the control unit (5) controls the drive motor (14) during the respective adjustment process by the control unit (5) effecting a current supply process (15) of the drive motor (14). It is proposed that the control unit (5) adapts the current supply process (15) of the drive motor (14) for the respective adjustment process depending on at least one environmental variable (18).

Description

[0001] The present invention relates to a motor vehicle locking system for a closure element of a motor vehicle according to the preamble of claim 1 and to a method for operating a motor vehicle locking system according to claim 13.

[0002] The motor vehicle locking system in question, comprising a motor vehicle lock and control unit, can generally be used in various types of motor vehicles. The motor vehicle lock is assigned to a locking element, such as a side door, a tailgate, or similar. The control unit can be used to motorize the motor vehicle lock, allowing the locking element to open automatically, for example.

[0003] The known prior art (DE 10 2021 102 105 A1), from which the invention is based, relates to a motor vehicle locking system according to the preamble of claim 1. The known motor vehicle locking system comprises a motor vehicle lock with a locking mechanism, which in turn has a lock latch and a pawl. The pawl can be adjustable into several positions. In a locking position, the pawl locks the lock latch in a closed position. In the closed position, the lock latch can be in holding engagement with a locking element, such as a striker or the like, whereby, for example, a locking element associated with the motor vehicle lock can be held in a closed position. In a releasing position, the pawl releases the lock latch.The lock latch can be moved from the closed position to the open position, for example, due to a preload force, which releases the locking element so that the locking element can be moved to an open position. To operate the locking mechanism, the motor vehicle lock has a drive with an electric drive motor. The drive can be used to adjust the pawl during each adjustment process, allowing the pawl to be automatically moved from one position to another.

[0004] Although not explicitly described in the prior art, the motor vehicle locking system comprises, in addition to the motor vehicle lock, a control unit via which the drive motor can be controlled. To control the drive motor during the respective adjustment process, the control unit initiates an energization process for the drive motor. During such an energization process, the drive motor is energized, i.e., a specific motor voltage is applied to the drive motor for a specific energization duration. How the energization process is to be carried out is often specified at the factory, for example by the manufacturer of the motor vehicle lock and / or the motor vehicle locking system and / or the motor vehicle, and usually for the respective motor vehicle lock depending on its design. For example, a fixed value for the motor voltage and a fixed value for the energization duration are specified.When determining the power supply process, an estimate is always made "on the safe side" based on the varying operating conditions of the vehicle lock, and the corresponding values ​​for the motor voltage and power supply duration are set accordingly. This ensures that the drive motor is sufficiently powered to adjust the pawl in every case, even under potentially adverse operating conditions, which may be associated with increased friction between the components of the vehicle lock. This results in a high level of operational reliability for the vehicle lock and the vehicle locking system.

[0005] Although this type of power supply, in which the drive motor is supplied with a specific, fixed motor voltage for a specific, fixed duration, has proven to be effective, the drive motor always experiences the same power supply. In the vast majority of operating cases, this can result in the drive motor being provided with more energy than is actually required under the prevailing operating conditions. This can result in impaired acoustic performance of the vehicle lock, as any impact noises from the vehicle lock components during the adjustment process can be correspondingly loud.

[0006] Against this background, the invention is based on the problem of designing and developing the known motor vehicle locking system in such a way that a motor vehicle locking system with optimized acoustic behavior and, at the same time, high operational reliability is created.

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

[0008] The fundamental consideration is that the power supply to the drive motor is adapted for each adjustment process. This takes into account the prevailing operating conditions by adjusting the power supply depending on at least one environmental variable, such as temperature or humidity. Instead of a factory-defined power supply with a specific, fixed motor voltage and a specific, fixed power supply duration, as is known from the prior art, the power supply in the proposed motor vehicle locking system is adapted to the prevailing operating conditions, in particular specifically. This can be achieved in particular by adjusting the motor voltage and / or the power supply duration. The power supply processes of several, in particular consecutive, adjustment processes can differ from one another in this respect.This ensures operational reliability at all times, especially during the respective adjustment process. At the same time, it allows for the acoustic behavior to be optimized for each adjustment process.

[0009] If, for example, unfavorable operating conditions, such as low temperatures or high humidity, lead to increased friction in the components of the vehicle lock, the power supply for the respective adjustment process can be adjusted in such a way that the adjustment of the pawl continues to be effected reliably. This can be achieved, for example, by increasing the motor voltage and / or the power supply duration, thus ultimately making more energy available to the drive motor. If, for example, favorable operating conditions, such as higher temperatures or low humidity, lead to reduced friction in the components of the vehicle lock, the power supply for the respective adjustment process can be adjusted in such a way that, on the one hand, the adjustment of the pawl continues to be effected reliably and, on the other hand, the acoustic behavior is optimized.This can be achieved, for example, by reducing the motor voltage and / or the current supply duration, thus providing the drive motor with less energy, which (under favorable operating conditions) is sufficient to enable the pawl to be adjusted reliably, but at the same time reduces any impact noise during the adjustment.

[0010] The friction of the components of a vehicle lock can be influenced by factors such as temperature- and / or humidity-dependent lubricating properties of a lubricant, temperature-dependent material expansion, or similar factors. It is also fundamentally possible that, above a certain temperature and / or humidity, operating conditions become more or less favorable, which can be taken into account when adjusting the power supply. For example, performance losses of the drive motor at particularly high temperatures, a tendency for certain components of the vehicle lock to ice over, etc., can occur, all of which can be taken into account accordingly.

[0011] In detail, it is proposed that the control unit adapts the current supply process of the drive motor for the respective adjustment process depending on at least one environmental variable.

[0012] Claims 2 to 4 relate to advantageous embodiments in which various adjustment options for the current supply process are specified, which are comparatively easy to implement yet equally functional. By adjusting a maximum voltage value (claim 3) and / or different phases of a voltage curve (claim 4), the acoustic behavior can be further optimized, particularly with regard to the closing behavior of the motor vehicle lock, for example, with regard to the adjustment of the pawl by the drive during the adjustment process.

[0013] Claims 5 and 6 provide advantageous embodiments that specify how the current supply process can be adapted depending on the environmental variables. A fairly flexible adjustment of the current supply process, in particular of the motor voltage, is possible, for example, through pulse-width modulation (claim 5). The provision of an assignment rule (claim 6) can enable clear control, in particular regarding the extent to which the current supply process should be adjusted in light of the environmental variables.

[0014] Claim 7 relates to an advantageous embodiment in which the environmental variable comprises the temperature or the humidity of the environment. Preferably, the adjustment of the power supply process is additionally dependent on another environmental variable, so that both the temperature and the humidity can be taken into account accordingly. It has been found that, in particular, the temperature and / or the humidity can have a comparatively large influence on the operating behavior. Adapting to one or both of these environmental variables can further optimize the acoustic behavior.

[0015] According to a further advantageous embodiment according to claim 8, the environmental variable or variables are determined by one or more sensors. Providing the sensor or sensors is relatively simple to implement, but is equally functional.

[0016] Claims 9 and 10 relate to advantageous embodiments characterized by further increased operational reliability. An emergency power supply (claim 9) ensures that in emergency operation, for example, in the event of an accident or similar, the adjustment process can be carried out regardless of any possible disadvantages regarding the acoustic behavior. A fault power supply (claim 10) ensures the adjustment process even in the event of a faulty adjustment process.

[0017] Claim 11 proposes a further advantageous embodiment relating to the adjustment process. If, during the respective adjustment process, the pawl is moved from the locking position to the release position and the current supply process is adjusted in the process, the acoustic behavior with regard to the unlocking of the lock latch can be optimized. If, during the respective adjustment process, the pawl is moved from the release position to a retracted position and the current supply process is adjusted in the process, the acoustic behavior with regard to the resetting of the pawl to a position from which it can retract into the locking position can be optimized. By adjusting the current supply processes during both adjustment processes, the acoustic behavior can be optimized even further.

[0018] Claim 12 specifies an advantageous embodiment of the motor vehicle locking system, which is characterized by a comparatively particularly high operational reliability, whereby the adaptation of the current supply process can lead to a significantly improved acoustic behavior.

[0019] According to a further teaching according to claim 13, which has independent significance, a method for operating a motor vehicle locking system is claimed. The motor vehicle locking system is designed according to the proposal.

[0020] Reference may be made to all statements relating to the proposed vehicle locking system.

[0021] In the following, the invention is explained in more detail with reference to a drawing which merely represents exemplary embodiments. In the drawing, Fig. 1 a proposed motor vehicle locking system with a motor vehicle lock and a control unit in perspective views, wherein in a) one side of the motor vehicle lock is shown and in b) another side of the motor vehicle lock is shown in a reduced form, Fig. 2 the motor vehicle lock and the control unit in accordance with Fig. 1a), Fig. 1b) in a schematic representation and Fig. 3 different current supply processes in several diagrams (U over t), whereby in a) and b) several current supply processes of respective adjustment processes are shown, in c) a current supply process including a PWM signal, in d) a fault current supply process which follows a current supply process and in e) an emergency current supply process and a current supply process in regular operation (dashed).

[0022] In the Fig. 1a) and Fig. 1b) depicts a preferred embodiment of a motor vehicle locking system 1. The motor vehicle locking system 1 can be associated with a locking element 2 of a motor vehicle 3. The term "locking element" is to be understood broadly in this context and encompasses, for example, a tailgate, a trunk lid, a hood, a side door, a cargo area flap, a window pane, a pop-up roof, or the like of the motor vehicle 3. Here, and preferably, the locking element 2 is designed as a side door.

[0023] The motor vehicle locking system 1 comprises a motor vehicle lock 4 and a control unit 5. The motor vehicle lock 4 can, as here, be arranged on the locking element 2 or on a body 6 of the motor vehicle 3. Here and preferably, the control unit 5 is arranged within, in particular within a housing 7, the motor vehicle lock 4. However, it is also possible for the control unit 5 to be arranged, for example, in the locking element 2 or at another position on the motor vehicle 3. The control unit 5 can, for example, be a central control unit 5 of the motor vehicle 3.

[0024] The motor vehicle lock 4 has a locking mechanism 8 with a lock latch 9 and a pawl 10. The lock latch 9 is in a closed position, which in Fig. 1a) and into an open position, which is shown in Fig. 1b). In the closed position, the lock latch 9 is in holding engagement with a locking element 11, such as a striker, or can be brought into holding engagement with the latter. In the open position, the locking element 11 is released or can be released by the lock latch 9. In the exemplary embodiment, the open position corresponds to a position in which the lock latch 9 is in relation to the closed position according to Fig. 1a) is rotated counterclockwise.

[0025] The locking pawl 10 can be adjusted to several positions. In a locking position of the locking pawl 10, which is Fig. 1 a), this locks the lock latch 9 in the closed position. In this state of the motor vehicle lock 4, the motor vehicle lock 4 is locked and the locking element 2 can be kept closed. In a releasing position of the pawl 10, this releases the lock latch 9, in particular such that the lock latch 9 is moved from the closed position to the open position. In this state of the motor vehicle lock 4, the motor vehicle lock 4 is unlocked and the locking element 2 can be opened. Here and preferably, the pawl 10 is lifted out in the released position. The released position of the pawl 10 in the exemplary embodiment corresponds to a position in which the pawl 10 is in relation to the locking position according to Fig. 1a) the pawl 10 is pivoted clockwise and the bearing point 12 of the pawl 10, about which the pawl 10 is pivotable, is adjusted upwards.

[0026] The motor vehicle lock 4 further comprises a drive 13 with an electric drive motor 14. The drive 13 can comprise a drive element, which, as here, is preferably designed as a drive wheel. The drive 13 can further comprise a worm gear arranged on the drive motor 14 and meshing with the drive element. The locking pawl 10 can be repeatedly adjusted via the drive 13 during a respective adjustment process. During each adjustment process, the locking pawl 10 is moved from one of the positions to another of the positions. The adjustment of the locking pawl 10 can thus take place automatically, in particular by the drive 13. "Repeatedly" in this context is to be understood as meaning that the locking pawl 10 can be adjusted via the drive 13 in several, in particular consecutive, adjustment processes. The adjustment processes do not have to follow one another directly.It is also possible that a further adjustment of the pawl 10 takes place between the adjustment processes, for example in the course of a respective further adjustment process.

[0027] The control unit 5 controls the drive motor 14 during the respective adjustment process. The control unit 5 and the drive motor 14 can be connected to one another as shown in the Fig. 1a), Fig. 1b) and Fig. 2, are interconnected for control purposes. The control of the drive motor 14 by the control unit 5 occurs when the control unit 5 initiates a current supply process 15 of the drive motor 14. The term "current supply process" is to be understood broadly in the present case and includes, in particular, a process during which an electrical voltage, in particular a motor voltage 16, is applied to the drive motor 14 over a period of time, in particular an current supply period 17.

[0028] What is essential in the motor vehicle locking system 1 is that the control unit 5 adapts the current supply process 15 of the drive motor 14 for the respective adjustment process depending on at least one environmental variable 18, in particular one that can be changed over several adjustment processes. It is possible for the current supply process 15 to be adapted depending on several environmental variables 18. This will be explained below.

[0029] The operating conditions of the motor vehicle lock 4 depend, among other things, on the environmental variable 18, such as temperature, pressure, or humidity. Over several adjustment processes, the environmental variable 18 and thus the operating conditions will change. By adapting the current supply process 15 for the respective adjustment process depending on the environmental variable 18, the prevailing operating conditions can be taken into account. The current supply processes 15 of several adjustment processes can therefore differ from one another.

[0030] Under unfavorable operating conditions, the energization process 15 can be adjusted such that the locking pawl 10 can be reliably adjusted. The acoustic behavior can be optimized in this case. Under favorable operating conditions, the energization process 15 can be adjusted such that the locking pawl 10 can be reliably adjusted and the acoustic behavior of the motor vehicle lock 4 is optimized. The energization process 15 of the adjustment process, which occurs under unfavorable operating conditions, differs in this respect from the energization process 15 of the adjustment process, which occurs under favorable operating conditions.

[0031] It has proven particularly preferable if the energization process 15 comprises controlling a motor voltage 16 with which the drive motor 14 is actuated, and controlling a motor voltage 16 or the energization duration 17 over which the drive motor 14 is actuated. Adjusting the energization process 15 can in turn comprise adjusting the motor voltage 16 and / or the energization duration 17 depending on the environmental variable 18. The motor voltage 16 can be adjusted in particular by regulating the motor voltage 16 and / or by regulating the current intensity by the control unit 5.

[0032] This is evident from the Fig. 3a) and Fig. 3b), each of which depicts the adjusted current supply process 15 for two different adjustment processes. The solid line and the dashed line represent one of the current supply processes 15. In Fig. 3a), the adjustment of the respective current supply process 15 includes the adjustment of the motor voltage 16, which is why the motor voltages 16, in particular the temporal voltage curves 19 of the motor voltages 16, differ from each other for the current supply process 15 of the different adjustment processes. Fig. 3b) the adjustment of the respective current supply process 15 includes the adjustment of the motor voltage 16 and the current supply duration 17.

[0033] In this context, it is preferably provided that the motor voltage 16 reaches a maximum voltage value 20 at least temporarily over the current supply period 17 and that the adjustment of the motor voltage 16 includes an adjustment of the maximum voltage value 20. The "maximum voltage value" within the meaning of this application is the maximum voltage value reached during the current supply process 15. In Fig. 3a) shows the adjustment of the maximum voltage value 20 for the respective current supply process 15. In Fig. 3b) the maximum voltage value 20 is not adjusted for the respective current supply process 15.

[0034] In principle, it is possible that the motor voltage 16 is kept constant over the current supply period 17, as is the case, for example, Fig. 3c). Nevertheless, it is preferably provided that the motor voltage 16 varies over the current supply period 17 and forms a voltage curve 19, in particular a time-dependent voltage curve. This is shown, for example, in the Fig. 3a), Fig. 3b) and Fig. 3d). The motor voltage 16 of the current supply process 15 varies here over the current supply period 17.

[0035] The voltage curve 19 preferably has a starting phase 21, in which the motor voltage 16 increases, in particular up to the maximum voltage value 20, and an operating phase 22, in which the motor voltage 16 is constant or decreases. Fig. 3a) For the respective current supply process 15, the motor voltage 16 increases in the start-up phase 21 up to the respective maximum voltage value 20 and remains constant in the operating phase 22. In the Fig. 3b) and Fig. 3d) the motor voltage 16 decreases for the respective current supply process 15 in the operating phase 22, whereby the current supply process 15 is followed by Fig. 3d) is followed by a fault current supply process 23 described below.

[0036] It is possible that in the starting phase 21, the drive motor 14 is actuated in such a way that the movement gaps, i.e. play, between the drive motor 14 and the pawl 10 are bridged. Movement gaps can arise in particular due to components of the motor vehicle lock 4, which are arranged between the drive motor 14 and the pawl 10, such as the drive element ( Fig. 1a)). Movement gaps can be attributed to tolerances of the components of the motor vehicle lock 4 and any inaccuracies during the assembly of the motor vehicle lock 4. It is possible that during the start-up phase 21, the locking pawl 10 initially remains unadjusted in its position, at least temporarily, in particular as long as the movement gaps are bridged. It is possible that the locking pawl 10 is adjusted by the drive 13 after at least 50%, preferably at least 75%, of the start-up phase 21 has elapsed until the operating phase 22.

[0037] In connection with the start-up phase 21 and the operating phase 22 of the voltage curve 19, it can be provided that the adjustment of the motor voltage 16 and / or the current supply duration 17 is carried out in such a way that the voltage curve 19 formed is adjusted, in particular exclusively, in the start-up phase 21 or in the operating phase 22. In Fig. 3b), for example, the voltage curve 19 is adjusted exclusively with respect to the operating phase 22. Accordingly, it is possible for the operating phase 22 (in the event that the voltage curve 19 is adjusted in the start-up phase 21) or the start-up phase 21 (in the event that the voltage curve 19 is adjusted in the operating phase 22) to remain constant for the current supply process 15 of different adjustment processes. It is fundamentally conceivable that the adjustment of the motor voltage 16 and / or the current supply duration 17 is carried out in such a way that the resulting voltage curve 19 is adjusted to a target voltage curve specified as a function of the environmental variable 18.

[0038] Although it is fundamentally conceivable to adapt the energization process 15 in different ways, it is preferably provided that the adaptation of the energization process 15 is carried out by the control unit 5 by means of pulse width modulation 24. This is shown schematically in Fig. 3c). In particular, the adjustment of the motor voltage 16 can be performed by the control unit 5 using pulse-width modulation 24. In this context, the motor voltage 16 can preferably be adjusted by adjusting the duty cycle of the pulse-width modulation 24, particularly at a substantially constant frequency. A higher duty cycle can lead to a higher motor voltage 16, and a lower duty cycle can lead to a lower motor voltage 16.

[0039] Furthermore, it is preferably provided here that the adjustment of the energization process 15, in particular the motor voltage 16 and / or the energization duration 17, is carried out by the control unit 5 taking into account an assignment rule 25. The assignment rule 25 specifies, against the background of the environmental variables 18, the extent to which the adjustment of the energization process 15, in particular the motor voltage 16 and / or the energization duration 17, is carried out. The assignment rule 25 can assign certain environmental variables 18 to certain motor voltages 16 and / or energization durations 17, thus in particular relating them to one another. The assignment rule 25 preferably comprises a rule, for example a conversion formula, and / or a table, as is the case for the exemplary embodiment in Fig. 2 is indicated schematically. The assignment rule 25 can be specified at the factory, for example by the manufacturer of the motor vehicle locking system 1 and / or the motor vehicle lock 4 and / or the motor vehicle 3. The control unit 5 can have a memory 26, as shown by way of example in Fig. 2, or can be coupled to an external memory 26 of the motor vehicle 3, wherein the allocation rule 25 is stored on the memory 26.

[0040] In principle, it is conceivable to take into account a wide variety of environmental variables 18 when adapting the energization process 15. Nevertheless, it has surprisingly been found that the temperature and / or humidity in particular can have a comparatively large influence on the locking behavior of the motor vehicle lock 4. Changes in temperature and / or humidity can, for example, lead to changes in the lubricating properties of lubricants within the motor vehicle lock 4 and to changes in the friction between components of the motor vehicle lock 4, which can ultimately influence the locking behavior. Against this background, it is particularly preferably provided that the environmental variable 18, which is taken into account when adapting the energization process 15, includes the temperature or the, in particular absolute or relative, humidity of the environment. This is Fig. 2 is shown schematically for the exemplary embodiment. In particular, the environmental variable 18 can be the temperature or the, in particular absolute or relative, humidity of the environment. In principle, it is also possible for the environmental variable 18 to include the air pressure. The temperature or humidity of the "environment" in this context can correspond in particular to the temperature or humidity within the motor vehicle lock 4, i.e., for example, within a housing 7, or within the vicinity of the motor vehicle lock 4, i.e., for example, within the locking element 2 or on the locking element 2 or around the motor vehicle 3. It is also conceivable that the temperature of the environment is taken into account indirectly by taking into account the temperature of one or more components of the motor vehicle lock 4, such as the lock latch 9 and / or the pawl 10.

[0041] In this context, it is particularly preferably provided that the energization process 15 takes place as a function of a further environmental variable 18 and that the further environmental variable 18 comprises the air humidity or the temperature of the environment, in particular within the motor vehicle lock 4 or within the vicinity of the motor vehicle lock 4.

[0042] In order to be able to determine the environmental variable 18 or the environmental variables 18, such as the temperature and / or the air humidity, it is preferably provided that the motor vehicle lock system has a sensor 27 or a plurality of sensors 27, which is / are coupled to the control unit 5. The environmental variable 18 or the environmental variable 18 and the further environmental variable 18 is / are determined, in particular measured, by the sensor 27 or the sensors 27. It is conceivable that a plurality of environmental variables 18 can be determined by the sensor 27. With regard to the arrangement of the sensor 27 or at least one of the sensors 27, it has proven preferable if the sensor 27 is arranged at a distance of no more than 20 cm, preferably no more than 15 cm, more preferably no more than 10 cm, more preferably no more than 5 cm, from the lock latch 9 and / or the pawl 10.The above spacing refers to the shortest distance between the sensor 27 and the lock latch 9 and / or the pawl 10, in that position of the lock latch 9 or the pawl 10 in which the corresponding distance is minimal.

[0043] In general, the sensor 27 or the sensors 27 can be arranged within the motor vehicle lock 4, in particular in a housing 7 or the housing 7. It is conceivable that the sensor 27 or the sensors 27 is or are arranged on or in the control unit 5. It is equally conceivable that the sensor 27 or the sensors 27 is or are arranged within the locking element 2 or on the locking element 2. The sensor 27 or the sensors 27 can also be arranged on the motor vehicle 3, for example on a body 6 or the body 6. It is conceivable that the sensor 27 or the sensors 27 are assigned to a central motor vehicle control system of the motor vehicle 3. The control unit 5 can be coupled to the sensor 27 or the sensors 27 via the central motor vehicle control system.The environmental variable 18 and / or the further environmental variable 18 can be detected by the central control unit 5 via the sensor 27 or the sensors 27 and transmitted to the control unit 5, for example via a bus system of the motor vehicle 3.

[0044] While during regular operation of the motor vehicle locking system 1, the aim is to optimize the acoustic behavior while simultaneously ensuring operational safety, there may be situations in which the acoustic behavior is secondary to operational safety. This may be the case, for example, in an emergency situation, such as in the event of an accident. It has proven particularly advantageous if the motor vehicle lock 4 can be operated in emergency mode and if the control unit 5 controls the drive motor 14 during emergency operation by the control unit 5 effecting an emergency power supply process 28, independent of environmental variables, instead of the power supply process 15. The emergency power supply process 28 is in Fig. 3e) for the exemplary embodiment, wherein (for comparison purposes) a current supply process 15 during regular operation is also shown in dashed lines. Emergency operation can be effected automatically by the control unit 5. The emergency current supply process 28 can be factory-set, for example, by the manufacturer of the motor vehicle locking system 1 and / or the motor vehicle lock 4 and / or the motor vehicle 3.

[0045] In connection with the emergency power supply process 28, it is preferably provided that the emergency power supply process 28 comprises controlling an emergency motor voltage 29 and / or an emergency power supply duration 30. The emergency motor voltage 29 can at least temporarily reach or exceed a maximum voltage value 31 over the emergency power supply duration 30 (as in Fig. 3e) shown as an example), which sets an upper limit for the adjustment of the maximum voltage value 20 of the motor voltage 16 during the energization process 15 in regular operation of the motor vehicle locking system 1. The maximum voltage value 31 can thus represent a type of maximum voltage limit during regular operation. The maximum voltage value 31 can be factory-set, for example by the manufacturer of the motor vehicle locking system 1 and / or the motor vehicle lock 4 and / or the motor vehicle 3. The emergency energization process 28, in particular the emergency motor voltage 29 and / or the emergency energization duration 30, can be stored in a memory 26. According to Fig. 3e) and preferably the emergency motor voltage 29 is constant throughout the emergency power supply period 30.

[0046] In order to further optimize the operational reliability of the motor vehicle locking system 1, it is preferably the case that the control unit 5 checks during the energization process 15 or after the energization process 15 whether the respective adjustment process was carried out correctly or incorrectly. In the event of a detected incorrect adjustment process, the control unit 5 initiates an environmentally variable-independent error energization process 23 (already mentioned above in another context). In the case of an "incorrect adjustment process," it is conceivable that the pawl 10 and / or the lock latch 9 remain(s) unadjusted. Fig. 3d) shows the fault current supply process 23 as an example and follows the current supply process 15 (of the faulty adjustment process). It is possible that the fault current supply process 23 includes controlling a fault motor voltage 32 and / or a fault current supply duration 33. The fault motor voltage 32 can vary over the fault current supply duration 33 or, here and preferably, can be constant. According to Fig. 3d) and preferably the fault motor voltage 32 at least temporarily reaches a fault voltage value which exceeds the maximum voltage value 20 of the energization process 15 of the faulty adjustment process.

[0047] In this context, it is preferably conceivable for the respective adjustment process to be checked by the control unit 5 by checking the position of the lock latch 9 and / or the position of the pawl 10. It is conceivable for the motor vehicle locking system 1, in particular the motor vehicle 3, to have a switch and / or a position sensor for detecting the position of the lock latch 9 and / or the position of the pawl 10. The control unit 5 can be coupled to the switch and / or the position sensor.

[0048] As already described above, the locking pawl 10 can be adjusted at least into the locking position and into the releasing position via the drive 13, in particular the drive motor 14. The locking pawl 10 can also be adjusted into further positions via the drive 13, in particular the drive motor 14. Preferably, the locking pawl 10 is adjustable into an engaged position, which for the embodiment in Fig. 1b). Starting from the engaged position, the lock latch 9 can be locked by the pawl 10 as soon as the lock latch 9 is moved, for example, from the open position, into the closed position, in particular by moving the lock latch 9 into the closed position causing the pawl 10 to be moved into the locking position. This is done, in particular, without a drive motor, i.e. without actuation by the drive motor 14. It is conceivable that the pawl 10 is spring-loaded towards the locking position in the engaged position. It is possible that the pawl 10 rests against the lock latch 9 in the engaged position. The adjustment of the pawl 10 from the engaged position to the locking position is for the exemplary embodiment from a combination of the Fig. 1b) after 1 a).

[0049] Although the invention is not limited to adjusting the locking pawl 10 from a specific position to a specific position, it is preferably provided that during the respective adjustment process, the locking pawl 10 is adjusted from the locking position to the release position. The energization process 15 can be adapted depending on the environmental variables 18 when the motor vehicle lock 4 is opened and, in particular, the locking pawl 10 is lifted. During the adjustment process, the locking pawl 10 is adjusted from the locking position to the release position, whereby the lock latch 9 is released such that the lock latch 9 can be adjusted or is adjusted from the closed position to the open position.

[0050] Alternatively, it is also conceivable that during the respective adjustment process, the locking pawl 10 is moved from the released position to the engaged position. The energization process 15 can be adjusted depending on the environmental variables 18 when the motor vehicle lock 4, after being opened, is returned to a state in which the motor vehicle lock 4 can be closed and, in particular, the locking pawl 10 is returned to the engaged position.

[0051] In order to further improve the acoustic behavior, a combination of the above-mentioned preferred features is particularly possible. In this regard, it is preferably provided that during the respective adjustment process, the locking pawl 10 is adjusted from the locking position to the releasing position. In addition to the respective adjustment process, in which the locking pawl 10 is adjusted to the releasing position, a further adjustment process of the locking pawl 10 can also be repeatedly effected via the drive 13, during which the locking pawl 10 is adjusted from the releasing position to the engaging position. In this case, the control unit 5 controls the drive motor 14 during the respective further adjustment process by the control unit 5 effecting at least one further energization process 15 of the drive motor 14.The further energization process 15 of the drive motor 14 is adapted by the control unit 5 for the respective further adjustment process depending at least on the environmental variables 18. In this embodiment, the energization process 15 is adapted depending on the environmental variables 18 both during the adjustment process, in which the locking pawl 10 is moved from the locking position to the releasing position, and during the further adjustment process, in which the locking pawl 10 is moved from the releasing position to the engaging position. The adjustment processes and the further adjustment processes can, in particular, be carried out alternately by the drive 13. With regard to the further energization process 15, reference is made to the preferred embodiments of the energization process 15.It is possible that the further energization process 15 accordingly has one or more of the features described in connection with the energization process 15.

[0052] In principle, the motor vehicle lock 4 of the motor vehicle locking system 1 can be designed in numerous ways. Nevertheless, with regard to operational safety, it has proven particularly preferable if the motor vehicle lock 4 has a pawl arrangement to which the pawl 10 is assigned. The pawl arrangement has an intermediate lever 34, on which the pawl 10 is pivotably mounted at a bearing point 12. This results for the exemplary embodiment from a summary of the Fig. 1 a) and Fig. 1b).

[0053] The drive 13 of the motor vehicle lock 4 has an actuating arrangement 35, which is operatively arranged between the intermediate lever 34 and the drive motor 14 and via which the intermediate lever 34 can be adjusted. The pawl 10 is moved from the locking position to the release position by the drive 13 via the intermediate lever 34 in such a way that the pawl 10 is both pivoted about the bearing point 12 and moved along with the bearing point 12. As a result, the lock latch 9 is released by the pawl 10 in a rolling motion. The acoustic behavior of the motor vehicle lock 4 can thus be further improved.The “rolling movement” can be characterized in that the pivoting of the pawl 10 about the bearing point 12, in particular during the adjustment of the pawl 10 from the locking position to the releasing position, takes place in one pivoting direction and the pivoting of the lock latch 9 from the closed position to the open position takes place in an opposite pivoting direction.

[0054] The movement sequence for the motor vehicle locking system 1, in particular the motor vehicle lock 4, can be described by means of the Fig. 1a). The drive motor 14 is controlled so that the intermediate lever 34, including the bearing point 12, is adjusted via the adjusting arrangement 35. In Fig. 1a), the bearing point 12 moves essentially upwards. During the adjustment of the intermediate lever 34, in particular the bearing point 12, the pawl 10 can pivot about the bearing point 12, in Fig. 1a) clockwise. This causes the pawl 10 to roll off and the pawl 10 is moved from the locking position ( Fig. 1a)) is moved into the release position. The lock latch 9 is thereby released and the lock latch 9 is moved from the closed position (in Fig. 1a) counterclockwise) to the open position.

[0055] Preferably, the pawl 10 is further adjustable from the released position to the engaged position by the drive 13 via the intermediate lever 34. The pawl 10 can thus be adjusted by the drive 13 both from the locked position to the released position, in particular by being lifted out, and from the released position to the engaged position. It is possible for the pawl 10 to be adjustable or to be adjusted from the engaged position, in particular without a drive motor, i.e., without actuating the drive motor 14, to the locked position. This is achieved, in particular, by moving the lock latch 9 from the open position to the closed position.

[0056] A method for operating the proposed motor vehicle locking system 1 is also proposed.

[0057] Reference may be made to all statements relating to the proposed motor vehicle locking system 1. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2021 102 105 A1

[0003]

Claims

[1] Motor vehicle locking system for a locking element (2) of a motor vehicle (3), wherein the motor vehicle locking system (1) comprises a motor vehicle lock (4) and a control unit (5), wherein the motor vehicle lock (4) comprises a locking mechanism (8) with a lock latch (9) and a pawl (10), wherein the lock latch (9) is adjustable into a closed position, in which the lock latch (9) is in retaining engagement with a locking element (11), and into an open position, in which the locking element (11) is released by the lock latch (9), wherein the pawl (10) is adjustable into several positions, wherein the pawl (10) locks the lock latch (9) in the closed position in a locked position and releases the lock latch (9) in a released position, wherein the motor vehicle lock (4) comprises a drive (13) with an electric drive motor (14),wherein the locking pawl (10) is repeatedly adjustable via the drive (13) in the course of a respective adjustment process, wherein the locking pawl (10) is adjusted from one of the positions to another of the positions in the course of the respective adjustment process, wherein the control unit (5) controls the drive motor (14) in the course of the respective adjustment process by the control unit (5) causing an energization process (15) of the drive motor (14), , characterized by that the control unit (5) adapts the energization process (15) of the drive motor (14) for the respective adjustment process as a function of at least one environmental variable (18), in particular one which can be changed over several adjustment processes. [2] Motor vehicle locking system according to claim 1, characterized bythat the energization process (15) comprises controlling a motor voltage (16) with which the drive motor (14) is actuated, and controlling an energization duration (17) over which the drive motor (14) is actuated, and that the adaptation of the energization process (15) comprises adapting the motor voltage (16) and / or the energization duration (17) depending on the environmental variable (18). [3] Motor vehicle locking system according to claim 2, characterized by that the motor voltage (16) reaches a maximum voltage value (20) over the current supply period (17), in particular at least temporarily, and that the adjustment of the motor voltage (16) comprises an adjustment of the maximum voltage value (20). [4] Motor vehicle locking system according to one of claims 2 or 3, characterized bythat the motor voltage (16) varies over the current supply period (17) and forms a voltage curve (19), preferably that the voltage curve (19) has a start-up phase (21) in which the motor voltage (16) increases, in particular up to the maximum voltage value (20), and an operating phase (22) in which the motor voltage (16) is constant or decreases, further preferably that the adjustment of the motor voltage (16) and / or the current supply period (17) takes place in such a way that the voltage curve (19) formed is adjusted in the start-up phase (21) and / or in the operating phase (22). [5] Motor vehicle locking system according to one of the preceding claims, characterized by that the adjustment of the current supply process (15), in particular of the motor voltage (16), is carried out by the control unit (5) by means of pulse width modulation (24), preferably that the motor voltage (16) is adjusted by adjusting the duty cycle of the pulse width modulation (24). [6] Motor vehicle locking system according to one of the preceding claims, characterized by that the adjustment of the energization process (15), in particular of the motor voltage (16) and / or the energization duration (17), takes place taking into account an assignment rule (25) which, against the background of the environmental variables (18), indicates the extent to which the adjustment of the energization process (15), in particular of the motor voltage (16) and / or the energization duration (17), is carried out by the control unit (5). [7] Motor vehicle locking system according to one of the preceding claims, characterized bythat the environmental variable (18) which is taken into account when adapting the energization process (15) comprises the temperature or the air humidity of the environment, in particular inside the motor vehicle lock (4) or in the vicinity of the motor vehicle lock (4), preferably that the energization process (15) takes place as a function of a further environmental variable (18) and that the further environmental variable (18) comprises the air humidity or the temperature of the environment, in particular inside the motor vehicle lock (4) or in the vicinity of the motor vehicle lock (4). [8] Motor vehicle locking system according to one of the preceding claims, characterized bythat the motor vehicle lock system has a sensor (27) or several sensors (27) which is or are coupled to the control unit (5), and that the environmental variable (18) or the environmental variables (18) is or are determined with the sensor (27) or the sensors (27). [9] Motor vehicle locking system according to one of the preceding claims, characterized bythat the motor vehicle lock (4) is operable in emergency operation and that the control unit (5) controls the drive motor (14) during emergency operation in that the control unit (5) effects an emergency energization process (28) that is independent of environmental variables instead of the energization process (15), preferably that the emergency energization process (28) comprises controlling an emergency motor voltage (29) and an emergency energization duration (30) and that the emergency motor voltage (29) reaches a maximum voltage value (31) over the emergency energization duration (30), in particular at least temporarily, which, further preferably, upper limits the adaptation of the maximum voltage value (20) of the motor voltage (16) during the energization process (15) in regular operation of the motor vehicle locking system (1). [10] Motor vehicle locking system according to one of the preceding claims, characterized bythat the control unit (5) checks during or after the energization process (15) whether the respective adjustment process was carried out correctly or incorrectly, and that the control unit (5) effects an environmentally variable-independent error energization process (23) in the event of a detected faulty adjustment process, preferably that the checking of the respective adjustment process is carried out by the control unit (5) by checking the position of the lock latch (9) and / or the position of the pawl (10). [11] Motor vehicle locking system according to one of the preceding claims, characterized bythat in the course of the respective adjustment process, the pawl (10) is adjusted from the locking position to the releasing position, and / or that the pawl (10) is adjustable into an engaging position in which the lock latch (9) can be locked by the pawl (10) as soon as the lock latch (9) is adjusted into the closed position, preferably that in the course of the respective adjustment process, the pawl (10) is adjusted from the releasing position to the engaging position, or that a further adjustment process of the pawl (10) can be repeatedly effected via the drive (13) and that in the course of the respective further adjustment process, the pawl (10) is adjusted from the releasing position to the engaging position and that the control unit (5) controls the drive motor (14) in the course of the respective further adjustment process,in that the control unit (5) effects at least one further energization process (15) of the drive motor (14) and that the control unit (5) adapts the further energization process (15) of the drive motor (14) for the respective further adjustment process at least as a function of the environmental variable (18). [12] Motor vehicle locking system according to one of the preceding claims, characterized bythat a pawl arrangement comprising an intermediate lever (34) is provided, on which the pawl (10) is pivotably mounted at a bearing point (12) of the intermediate lever (34), and that the drive (13) has an adjusting arrangement (35) which is operatively arranged between the intermediate lever (34) and the drive motor (14) and via which the intermediate lever (34) is adjustable, preferably that the pawl (10) is adjusted from the locking position into the releasing position by the drive (13) via the intermediate lever (34) in such a way that the pawl (10) is both pivoted about the bearing point (12) and moved along with the bearing point (12), whereby the lock latch (9) is released by the pawl (10) in a rolling movement, further preferably that the pawl (10) is moved from the releasing position into the engaging position by the drive (13) is adjustable via the intermediate lever (34). [13] Method for operating a motor vehicle locking system (1) according to one of the preceding claims.

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