Method for controlling a drive for a flap of a motor vehicle

Abstract

The invention relates to a method for controlling a drive (1) for a flap (2) of a motor vehicle (3), wherein the drive (1) is controlled by means of a control arrangement (4), wherein the drive (1) can be coupled to the flap (2) or the body (8) of the motor vehicle (3) via a coupling arrangement (7), wherein the coupling arrangement (7) has a first coupling element (9) for connection to the drive (1) and a second coupling element (10) for connection to the flap (2) or the body (8) of the motor vehicle (3), wherein the coupling arrangement (7) can be brought into a coupled state and into a decoupled state, wherein the coupling elements (9, 10) are decoupled from each other in the decoupled state and can be moved relative to each other in the course of a compensating movement, wherein the coupling elements (9, 10) are coupled to each other in the coupled state in such a way that the compensating movement is prevented.It is proposed that a test routine be carried out by means of the control arrangement (4) under control of the drive (1), in which sensor values ​​with regard to the control of the drive (1) are classified by comparison with a test specification to determine whether the coupling arrangement (7) is in the coupled state or decoupled state.

Description

[0001] The present invention relates to a method for controlling a drive for a flap of a motor vehicle according to the preamble of claim 1.

[0002] Motorized adjustment of flaps is of particular importance in the context of increasing comfort in motor vehicles. Each flap is equipped with a drive mechanism, such as a spindle drive, which allows the flap to be opened or closed. The flap in question is typically a hood, tailgate, or trunk lid. It can be mounted on the vehicle body in a pivoting and / or sliding manner.

[0003] DE 10 2023 118 954 A1 relates to a drive train for a flap of a motor vehicle. A locking arrangement is provided which can block and interrupt the compensating movement of compensating components of the drive train. DE 10 2023 117 383 A1 discloses a drive arrangement for a flap with a coupling arrangement, wherein a compensating movement is permitted or prevented depending on the state of the coupling arrangement. The coupling arrangement is coupled during an opening movement and decoupled during a closing movement. DE 10 2023 109 932 B3 describes a drive device for a pivotable vehicle flap with a coupling device comprising a coupling element. The coupling element is adjustable to a release position in which rotation of the coupling element about a further axis of rotation is possible.

[0004] The known prior art (DE 10 2018 125 800 A1), from which the invention is based, relates to a drive for a flap, which is connected via a coupling arrangement. The coupling arrangement enables, as needed, relative movement between the drive and the vehicle body or the flap, allowing the flap to move relative to the vehicle body even without actuation of the drive or against any system friction of the drive. This may be necessary, for example, to implement certain functions, such as a pedestrian protection function. For instance, it is possible that the closed flap is moved into a collision position during a vehicle collision in order to protect a pedestrian in the event of a collision.The flap is angled shortly before or during the collision between the vehicle and the pedestrian, thus cushioning the impact of the pedestrian against the flap to a certain extent. Since this movement of the flap is not caused by the drive mechanism itself, the coupling arrangement must prevent the drive mechanism, which is connected to both the flap and the vehicle body, from obstructing this movement in the event of a collision.

[0005] A challenge arises from the fact that the state of the coupling arrangement affects the function of the drive. In particular, after the drive has been decoupled as part of the pedestrian protection function, further operation of the motorized flap assembly is not readily possible.

[0006] The invention is based on the problem of designing and further developing the known method in such a way that further optimization is achieved with regard to the aforementioned challenge.

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

[0008] The fundamental consideration is that, when the coupling arrangement is disengaged, the drive can remain in an undefined position because the first coupling element associated with the drive is not engaged with the second coupling element, which is associated with the body or the flap. If the motorized adjustment of the flap is triggered in such a situation, the drive and adjacent components can be damaged by uncontrolled movement, and, moreover, a risk of injury can arise due to the drive's insufficient holding function for the flap. The invention is based on the idea of ​​selectively monitoring the state of the coupling arrangement via sensory detection during the control process.

[0009] Specifically, it is proposed that a test routine be performed using the control arrangement while controlling the drive, in which sensor values ​​regarding the control of the drive are classified by comparison with a test specification to determine whether the coupling arrangement is in the coupled state or the decoupled state.

[0010] If, according to an embodiment of claim 2, the drive current and / or drive voltage are used as sensor values, the control arrangement can easily monitor the state of the coupling arrangement without requiring additional sensors. Other existing sensors, such as a front camera or the like, can also be used.

[0011] A reliable classification of the condition of the coupling arrangement and the drive can be achieved according to claims 3 and 4 based on a load increase of the drive. Advantageous measures based on the test routine are specified in claim 5.

[0012] The invention will now be explained in more detail with reference to a drawing that merely illustrates exemplary embodiments. The drawing shows Fig. 1. the front area of ​​a motor vehicle and a detailed view of the coupling arrangement a) during the motorized adjustment of a flap, b) during the decoupling of the coupling arrangement and Fig. 2 a) the coupled state, b) the uncoupled state and c) the uncoupled state with a support situation of the coupling arrangement.

[0013] The embodiment shown in the figures, which is preferred in this respect, relates to a method for controlling a drive 1 for a flap 2 of a motor vehicle 3. The drive 1 is controlled by means of a control arrangement 4 for the motorized adjustment of the flap 2 between an open position and a closed position in an adjustment routine.

[0014] The drive 1 preferably comprises at least one drive unit 5 for the motorized adjustment of the flap 2. The drive unit 5 comprises an electric drive motor 6 and / or a feed gear, in particular comprising a spindle. The flap 2 is preferably a front hood of the motor vehicle 3. However, the term "flap" is not limited to this, but also includes, as already described above, for example a tailgate of any motor vehicle 3.

[0015] The control arrangement 4 can be part of a central flap control unit and / or be at least partially integrated decentrally into the drive unit 5. The term control arrangement 4 thus encompasses the central and / or decentralized components that perform the control engineering tasks arising within the scope of the proposed procedure with regard to the drive 1 and the drive motor 6.

[0016] The actuator 1 can be coupled to the flap 2 in such a way that a drive force can be introduced into the flap 2 by the actuator 1, so that the flap 2 can be opened and / or closed by motor. The control of the actuator 1 by means of the control arrangement 4 can cause a change in the length of the actuator 1, which is converted into the adjustment of the flap 2. The actuator 1 is connected to a body 8 of the motor vehicle 3 via the coupling arrangement 7. Alternatively, it is also conceivable that the actuator 1 is connected to the flap 2 of the motor vehicle 3 via the coupling arrangement 7. The flap 2 can be moved between a closed position and an open position via the actuator 1, which in Fig. 1a) is shown. Here, the flap 2 can be moved automatically via the actuator 1 in an opening movement from the closed position at least in the direction of the open position, in particular into the open position, and / or in a closing movement from the open position at least in the direction of the closed position, in particular into the closed position. It is also conceivable that the flap 2 can be moved manually, in particular when the actuator 1 is not actuated.

[0017] The coupling arrangement 7 comprises a first coupling element 9 and a second coupling element 10. The first coupling element 9 is connected to the drive 1. The second coupling element 10 can be connected to, or is connected to, the body 8 or, alternatively, to the flap 2, as shown here. For the purpose of implementing different functions using the coupling arrangement 7, such as a pedestrian protection function, an emergency opening function, and / or an anti-pinch function, the coupling arrangement 7 can be brought into a coupled state and into a decoupled state.

[0018] In the decoupled state of the coupling arrangement 7, the first coupling element 9 and the second coupling element 10 are decoupled from each other. This allows the first coupling element 9 and the second coupling element 10 to move relative to each other during a compensating movement. The compensating movement can be seen particularly in the view from Fig. 1b) to the left. Fig. 2b) and Fig. 2c) shows possible states after the compensating movement.

[0019] The compensating movement can preferably correspond to a movement of the first coupling element 9 in the axial direction of the drive unit 5, which is designed as a spindle drive. However, it is also conceivable that the compensating movement occurs obliquely to the axial direction. The compensating movement causes a change in distance between a first connection point, such as a ball stud, of the first coupling element 9, to which the drive 1 can be connected, and a second connection point of the second coupling element 10, to which the flap 2 or the body 8 can be connected. The compensating movement can cause a change in length of the drive train formed with the drive 1, which results in particular from an increase in the distance between the drive 1, which can be connected to the first coupling element 9, and the flap 2 or body 8, which can be connected to the second coupling element 10.

[0020] The coupling elements 9 and 10 are coupled to each other in such a way that compensating movement is prevented. In principle, it is possible that not all relative movements between the coupling elements 9 and 10 are prevented in the coupled state, but at least the compensating movement is. For example, it is conceivable that in the coupled state the first coupling element 9 can be tilted and / or rotated relative to the second coupling element 10. Preferably, however, the first coupling element 9 and the second coupling element 10 are essentially immovable relative to each other in the coupled state, as is the case in the exemplary embodiments. "Immovable" in this context does not, in particular, exclude relative movements between the coupling elements 9 and 10 that are only possible due to manufacturing tolerances.

[0021] For coupling and decoupling the coupling elements 9, 10, the coupling arrangement 7 here and preferably includes a movable locking element 11. It is possible for the locking element 11 to be moved into different positions, such as a coupling position ( Fig. 1a)) and a decoupling position ( Fig. 1b)). In the coupled state of the coupling arrangement 7, the first coupling element 9 and the second coupling element 10 are coupled to each other by the locking element 11 in such a way that compensating movement and, in particular, changes in length are prevented. In the decoupled state of the coupling arrangement 7, the first coupling element 9 and the second coupling element 10 are released by the locking element 11, in particular in such a way that the first coupling element 9 and the second coupling element 10 are movable relative to each other and compensating movement is enabled.

[0022] Here, and preferably, a locking element actuation 12 is provided, wherein the locking element 11 is moved reversibly in the course of an unlocking movement effected via the locking element actuation 12 in such a way that the coupling arrangement 7 is brought from the coupled state to the decoupled state and the compensating movement is subsequently enabled.

[0023] Furthermore, it is preferably provided here that the motor vehicle 3 has a pedestrian protection device. The pedestrian protection device enables the pedestrian protection function of the motor vehicle 3. Via the pedestrian protection device, the flap 2, in particular the front hood, is moved into a collision position during an emergency opening movement in the event of a collision ( Fig. 1b)) movable. The collision position of flap 2 differs from the open position of flap 2. In the collision position, flap 2 is angled obliquely forwards relative to the body 8. The pedestrian protection device is connectable to, or connected with, the coupling device 7, in particular with the locking element actuation 12, such that during the emergency opening movement in the event of a collision, the pedestrian protection device causes an unlocking movement of the locking element 11 or prevents a locking movement of the locking element 11.

[0024] In particular, when flap 2 is in the closed position, the coupling arrangement 7 is in the decoupled state. The unlocking movement may have already occurred, for example, during a previous closing movement of flap 2 from the open to the closed position. However, if the coupling arrangement 7 is in the coupled state when flap 2 is in the closed position, the pedestrian protection device is designed to initiate the unlocking movement via the locking element actuation 12. This moves the coupling arrangement 7 from the coupled to the decoupled state and enables the compensating movement.

[0025] The pedestrian protection device can include an additional drive 13. This additional drive 13 is designed, in particular, differently from the described drive 1 for the motorized adjustment of the flap 2 and automatically triggers the emergency opening movement of the flap 2 in the event of a collision during a further drive movement. This occurs, in particular, from the closed position of the flap 2, in which the coupling arrangement 7 is preferably in the decoupled state. The additional drive 13 can, for example, comprise a pyrotechnic actuator and / or a spring-loaded actuator. Preferably, the compensating movement takes place during the emergency opening movement in the event of a collision. Even more preferably, the compensating movement is caused by the further drive movement. During the emergency opening movement in the event of a collision, the drive 1 can, in particular, be unactuated.In addition to or as an alternative to the pedestrian protection arrangement, an emergency opening function and / or an anti-pinch function can be implemented with the described mode of operation of the coupling arrangement.

[0026] Since the decoupled state of the coupling arrangement 7 allows the compensating movement of the drive 1, the drive 1 can assume an undefined position with respect to the second coupling element 10, particularly after triggering the pedestrian protection arrangement, emergency opening function and / or anti-pinch function. Fig. 2 shows three exemplary situations, where in Fig. 2a) the coupling elements 9, 10 form a coupling again. In Fig. 2b) and Fig. 2c) In contrast, the coupling elements 9, 10 are decoupled from each other, meaning that the drive 1 is not securely connected to the flap 2 or the body 8.

[0027] The essential point is that a test routine is performed by means of the control arrangement 4 under control of the drive 1, in which sensor values ​​with regard to the control of the drive 1 are classified by comparison with a test specification to determine whether the coupling arrangement 7 is in the coupled state or decoupled state.

[0028] The test routine can be performed during the motorized adjustment of flap 2, preferably at the beginning of the motorized adjustment. It is conceivable that the test routine is always performed during the motorized adjustment of flap 2, with the sensor values ​​being monitored during the motorized adjustment to classify the state of the coupling arrangement 7. Furthermore, it is possible that the test routine is only performed after prior decoupling of the coupling arrangement 7, for example, upon activation of the pedestrian protection device, emergency opening function, and / or anti-pinch function, and / or is time-based. In this case, the test routine can be performed during the subsequent motorized adjustment of flap 2. It is also conceivable that the test routine is performed independently of the motorized adjustment of flap 2, for example, by a test operation of the drive 1.Preferably, the control in the test routine is then carried out in the same way as at the beginning of a motorized adjustment of flap 2.

[0029] The test routine takes place by controlling the drive 1. Preferably, as shown in the figures, a change in the length of the drive 1 is effected via the control, here and preferably a switching off of the drive 1, which is also provided for an opening movement of the flap 2.

[0030] The sensor values ​​relate to the control of drive 1. These sensor values ​​are characteristic of the behavior of drive 1 and / or flap 2 under the influence of the control signal. Sensor values ​​that directly relate to the position of the coupling elements 9 and 10 relative to each other, such as sensor values ​​from a contact switch of the coupling arrangement 7 or the like, are not included here.

[0031] It is particularly preferred that the sensor values ​​used are a time-dependent profile of the drive current supplied to the drive 1 and / or the drive voltage provided to the drive 1. Based on such drive values, the drive load effected by the drive 1 can be determined.

[0032] Furthermore, it is preferably provided that the sensor values ​​are checked by comparison with the test specification to determine whether the drive 1 undergoes a load increase characteristic of a motorized adjustment into the coupled state, whereby the coupling arrangement 7 is then classified as being in the coupled state.

[0033] The test specification may, for example, include a characteristic profile of the drive current, drive voltage, and / or speed for the motorized adjustment. In particular, for the motorized adjustment with the coupling arrangement 7 in the coupled state ( Fig. 2a)) It is to be expected that the drive current will increase relatively quickly at a given drive voltage, or even after a small change in length or actuation time, since the change in length of the drive 1 is converted into an adjustment of the flap 2, for example, immediately and possibly after compensating for any mechanical play in the drive train. The coupling arrangement 7 is classified as being in the coupled state when such a load increase is detected. The load increase can be detected, for example, at a given drive voltage by a specific increase in the drive current.

[0034] If, on the other hand, the coupling arrangement 7 is in the decoupled state ( Fig. 2b), Fig. 2c)), the actuator 1 can initially undergo a change in length without the flap 2 being adjusted. Rather, due to the decoupling of the coupling elements 9, 10, the first coupling element 9 can initially be moved without a counter bearing. In particular, within a given time window and / or within a given change in length of the actuator 1, the load increase characteristic of the motorized adjustment is not detected.

[0035] The coupling arrangement 7 can be engaged by controlling the drive 1. For example, a change in the length of the drive 1 can bring the first coupling element 9 into coupling engagement with the second coupling element 10. The sensor values ​​can be checked against the test specifications to determine whether the drive 1, when activated, undergoes a load increase characteristic of transitioning the coupling arrangement 7 into the coupled state, in which case the coupling arrangement 7 is classified as being in the coupled state. This load increase can occur later or after a greater change in length than if the coupling arrangement 7 were already engaged.In particular, it can be checked by comparing the sensor values ​​with the test specification whether they are representative of moving the locking element 11 into the coupling position, for example during a locking movement of the locking element 11. Fig. Figure 2b) shows a state in which the coupled state of the coupling arrangement 7 can be reached by extending the drive 1.

[0036] If, on the other hand, no load increase or only a slight load increase is detected, it can be assumed that the coupling arrangement 7 remains in a decoupled state. In this case, the coupling arrangement 7 is classified as being in a decoupled state. Such a situation occurs, for example, when the first coupling element 9 passes the second coupling element 10 in such a way that no coupling occurs, due to the change in length of the drive 1.

[0037] In addition to the drive values, other variations of sensor values ​​used in the test routine are conceivable. In particular, image data, especially from camera 14 of the vehicle 3, can be used as sensor values. Camera 14 is, for example, a front camera of the vehicle 3, which captures the flap 2 in at least some of its possible positions.

[0038] In further embodiments, sensor values ​​of an anti-pinch sensor, such as a deformation sensor or distance sensor at the flap opening, and / or sensor values ​​of a sensor for monitoring the environment of the motor vehicle 3, in particular sensors for driver assistance and / or gesture control, such as those based on radar, lidar, ultrasound or the like, can be used.

[0039] These additional sensor values ​​are representative of the position of flap 2, allowing the effect of the actuator 1's control on flap 2 to be monitored. In particular, the sensor values ​​can detect any movement of flap 2 via actuator 1. The sensor values ​​can be compared with the test specifications to determine whether the actuator 1, via its control signal, causes a flap movement characteristic of motorized adjustment. If so, the coupling arrangement 7 is classified as being in the coupled state; otherwise, the coupling arrangement 7 is classified as being in the decoupled state.

[0040] Furthermore, it is preferably provided that when the coupling arrangement 7 is classified as being in the decoupled state, the drive 1 is further adjusted up to a predetermined partial extension length, and that when a load increase characteristic of motorized adjustment occurs during adjustment up to the partial extension length, the coupling arrangement 7 is classified as being in a support situation for the drive 1.

[0041] The partial extension length is a portion of the adjustment range provided for the drive 1 in the motorized adjustment. Adjustment up to the partial extension length can be achieved by monitoring the change in length of the drive 1, for example, by means of a displacement sensor assigned to the drive 1, in particular a Hall sensor, and / or by adhering to a predetermined actuation time. The partial extension length prevents the drive 1, with the coupling arrangement 7 in a decoupled state, from damaging other components in the area of ​​the flap 2. The partial extension length can be dimensioned such that the drive 1 and the first coupling element 9 can only come into contact with components that are not at risk of damage when adjusted by the drive 1, for example, parts of the body 8, structural components, or the like.

[0042] If, during adjustment up to the partial extension length, a load increase characteristic of motorized adjustment occurs, the coupling arrangement 7 can be classified as being in a support situation for the drive 1. A support situation exists in Fig.2c) is shown as an example. The load increase in the support situation can differ from the load increase when the coupling arrangement 7 is in the engaged state in terms of its temporal profile, the magnitude of the load increase, and / or the behavior of the drive values ​​after the load increase. In particular, the motorized adjustment of the flap 2 in the support situation, compared to the engaged state of the coupling arrangement 7, is subject to modified geometric conditions such as different lever ratios and / or angular positions. By detecting a flap movement and comparing it with the control of the drive 1 using the test specification, a support situation can also be inferred, whereby additional sensor data, such as the sensor data from a camera 14, can be used.

[0043] Furthermore, it is preferably provided that when the coupling arrangement 7 is classified as being in the coupled state, the adjustment routine is activated or remains active for an operator of the motor vehicle 3. For example, the motorized adjustment is initially deactivated after the pedestrian protection device, emergency opening function, and / or anti-pinch function has been triggered, thus preventing the operator from initiating the motorized adjustment. Only after the test routine has been executed, classifying the coupling arrangement 7 as being in the coupled state, is the motorized adjustment reactivated, allowing the operator to initiate it. It is also conceivable that the motorized adjustment is already activated and thus accessible to the operator.

[0044] When the coupling arrangement 7 is classified as being in a decoupled state, the adjustment routine can be modified or prevented. Preventing the adjustment routine deactivates its triggering, in particular permanently until a reset of the drive 1 and / or until a subsequent test routine. For example, if the operator attempts to trigger the adjustment routine for an opening movement, only the flap 2 is released by a vehicle lock associated with the flap 2, so that the flap 2 can still be opened manually without motor assistance. Modifying the adjustment routine preferably provides only limited functionality of the drive 1.

[0045] When the coupling arrangement 7 is classified as being in a decoupled state, the control arrangement 4, in particular, triggers the output of a warning message and / or the setting of an error state of the drive 1. The warning message can be provided to the operator visually and / or audibly to alert the operator to the decoupled state. The warning message can also instruct the operator to release the decoupled state of the coupling arrangement 7, for example, by manually opening the flap 2 and manually bringing the coupling elements 9, 10 together.

[0046] In a preferred embodiment, the control arrangement 4 directs the drive 1 in a holding routine to hold the flap 2 in a holding flap position. The drive 1 can provide the holding function additionally or alternatively to a spring arrangement associated with the flap 2 and / or a mechanical brake arrangement associated with the drive 1. Preferably, when the coupling arrangement 7 is classified as being in the decoupled state, only a holding function for the flap 2 is provided via the drive 1. The holding function is preferably provided only in the supported position.

[0047] According to a further teaching, a control arrangement 4 for controlling a drive 1 for a flap 2 of a motor vehicle 3 is disclosed. The control arrangement 4 is configured to control the drive 1 for the motorized adjustment of the flap 2 between an open position and a closed position in an adjustment routine.The drive 1 can be coupled to the flap 2 or the body 8 of the motor vehicle 3 via a coupling arrangement 7, wherein the coupling arrangement 7 has a first coupling element 9 for connection to the drive 1 and a second coupling element 10 for connection to the flap 2 or the body 8 of the motor vehicle 3, wherein the coupling arrangement 7 can be brought into a coupled state and into a decoupled state, wherein the coupling elements 9, 10 are decoupled from each other in the decoupled state and can be moved relative to each other in the course of a compensating movement, wherein the coupling elements 9, 10 are coupled to each other in the coupled state in such a way that the compensating movement is prevented.It is intended that the control arrangement 4, while controlling the drive 1, performs a test routine in which sensor values ​​relating to the control of the drive 1 are classified by comparison with a test specification to determine whether the coupling arrangement 7 is in the coupled or decoupled state. Reference is made to all details regarding the proposed procedure.

[0048] According to a further teaching, a flap arrangement for a motor vehicle 3 is disclosed, wherein the flap arrangement comprises a flap 2, an actuator 1, and a control arrangement 4. The flap arrangement is configured to carry out the proposed method.

[0049] According to a further teaching, a motor vehicle 3 is disclosed, wherein the motor vehicle 3 is equipped to carry out the proposed procedure.

Claims

[1] Method for controlling a drive (1) for a flap (2) of a motor vehicle (3), wherein the drive (1) is controlled by means of a control arrangement (4) for motorized adjustment of the flap (2) between an open position and a closed position in an adjustment routine, wherein the drive (1) can be coupled to the flap (2) or the body (8) of the motor vehicle (3) via a coupling arrangement (7), wherein the coupling arrangement (7) has a first coupling element (9) for connection to the drive (1) and a second coupling element (10) for connection to the flap (2) or the body (8) of the motor vehicle (3), wherein the coupling arrangement (7) can be brought into a coupled state and into a decoupled state, wherein the coupling elements (9, 10) are decoupled from each other in the decoupled state and are movable relative to each other in the course of a compensating movement, wherein the coupling elements (9, 10) are coupled to each other in the coupled state in such a way that the compensating movement is prevented, characterized by , that by means of the control arrangement (4) a test routine is carried out under control of the drive (1), in which sensor values ​​with regard to the control of the drive (1) are classified by comparison with a test specification to determine whether the coupling arrangement (7) is in the coupled state or decoupled state. [2] Method according to claim 1, characterized by , that the sensor values ​​used are a time course of the drive current supplied to the drive (1), the drive voltage provided to the drive (1) and / or a rotational speed of the drive (1), and / or that the sensor values ​​used are imaging data, in particular from a camera (14) of the motor vehicle (3). [3] Method according to claim 1 or 2, characterized by, that the sensor values ​​are checked by comparison with the test specification to determine whether the drive (1) undergoes a load increase characteristic of a motorized adjustment or a load increase characteristic of transitioning the coupling arrangement (7) into the coupled state, whereby the coupling arrangement (7) is then classified as being in the coupled state, and otherwise the coupling arrangement (7) is classified as being in the decoupled state. [4] Method according to any one of the preceding claims, characterized by , that when the coupling arrangement (7) is classified as being in the decoupled state, the drive (1) is further adjusted up to a predetermined partial extension length, and that when a load increase characteristic of a motorized adjustment occurs during adjustment up to the partial extension length, the coupling arrangement (7) is classified as being in a support situation for the drive (1). [5] Method according to any one of the preceding claims, characterized by , that when the coupling arrangement (7) is classified as being in the coupled state, the execution of the adjustment routine for an operator of the motor vehicle (3) is activated or remains active, and that when the coupling arrangement (7) is classified as being in the decoupled state, the adjustment routine is modified or prevented, and in particular, by means of the control arrangement (4), the output of a warning message and / or the setting of an error state of the drive (1) is initiated, preferably, that when the coupling arrangement (7) is classified as being in the decoupled state, only a holding function of the flap (2) is provided via the drive (1).

Images