Method for quiet opening of a wing element of a motor vehicle and motor vehicle

Abstract

The invention relates to a method for opening a wing element (12) of a motor vehicle (10), in particular a tailgate (12), comprising the following steps, which are commenced at least in the specified order: a) Receiving (S1) a functional request for opening the wing element (12) by a control device (14), b) Closing (S2) the wing element (12) by a first actuator (16) and / or second actuator (18) and / or extending a locking element (22) by a third actuator (20), wherein a locking mechanism (24) of the wing element (12) becomes load-free or load-reduced from the locking element (22), the locking mechanism (24) engaging in the locking element (22) in the locked state, c) Unlocking (S3) the load-free or load-reduced locking mechanism (24) by a lock actuator (30), d) Opening (S4) the unlocked wing element (12) by the first actuator.Furthermore, the invention relates to a motor vehicle.

Description

[0001] The invention relates to a method for opening a wing element of a motor vehicle with low noise and a motor vehicle with a control device, a wing element, a locking mechanism with a lock actuator, a lock element and at least one first actuator for opening and closing the wing element.

[0002] On modern vehicles, it is common for wing elements, such as doors or hatches, especially the tailgate, to be under mechanical tension when closed and to make a loud noise when unlocked. "Unlocking" here means that a locking mechanism or latch is opened, allowing the respective wing element to open, but not necessarily. The locks or locking mechanisms of such wing elements often feature a locking element, which can be designed, for example, as a locking bolt or latch, or as a locking pin or latch bolt. The locking element is usually located on the vehicle's body.The locking mechanism on the sash side often features a latch, which includes a rotary latch or catch that rotates, slides into, or engages the lock element when closed, and a locking pawl that secures or blocks the rotary latch in the closed position and is intended to prevent unintentional opening of the rotary latch. Due to mechanical stresses in the sash element or compression of a seal between the body and the sash element, the locking mechanism can be under tension in the closed position, with the lock element exerting a force or load on the rotary latch and indirectly on the locking pawl.Because of this load, opening the locking mechanism can result in a clearly audible breaking noise, caused by friction between the locking pawl and the rotary latch, as well as between the rotary latch and the lock element, or by strong acceleration of components when the locking mechanism releases, or by the impact of previously strongly accelerated components on limiting parts.

[0003] To reduce such noises, mechanical solutions for locking mechanisms are known, such as DE 10 2023 106 833 A1, in which, before the tailgate is opened, a pull lever moves the rotary latch further towards the closing position, thus relieving the load on the connection point between the locking pawl and the rotary latch, allowing the locking pawl to be opened essentially silently. However, this does not reduce the load between the rotary latch and the lock element, so a noise can still occur at this point when unlocking.

[0004] A similar motor vehicle lock is shown in DE 10 2018 120 551 A1, in which the rotary latch can also be pulled further closed before opening in order to first release the pawl from the rotary latch without a noise. Other devices use spring elements (DE 10 2004 048 786 A1), a brake pawl (DE 10 2014 115 490 A1), or a follow-up movement of one of the locking surfaces on the rotary latch or pawl (DE 10 2016 010 467 B4) to reduce the noise when opening the wing element.

[0005] Further motorized wing elements, flaps, in particular tailgates, and methods for operating them are shown in the publications DE 10 2009 012 603 B4, DE 10 2021 117 277 A1 and DE 10 2016 010 233 A1.

[0006] Regulations for the motorized closing of a wing element under certain driving conditions, such as a certain higher speed, are shown in the documents DE 20 2020 101 060 U1 and DE 20 2008 003 674 U1.

[0007] The object of the present invention is to provide a method and a device that reduce the noise when opening a wing element of a motor vehicle.

[0008] The problem is solved by the subject matter of the independent patent claims. Advantageous further developments of the invention are described by the dependent patent claims, the following description, and the figures.

[0009] The invention provides a method for opening a wing element of a motor vehicle, in particular a tailgate. The method comprises the following steps, which are started at least in the specified order: a) Receiving a function request for opening the wing element by a control device, b) Closing of the sash element by a first actuator and / or second actuator or alternatively extending of a lock element by a third actuator, wherein in each case a locking mechanism of the sash element is freed from or reduced in load by the lock element, wherein the locking mechanism engages in the lock element in the locked state, c) Unlocking the unloaded or load-reduced locking mechanism by a lock actuator. A particularly suitable time for unlocking is reached when the first or second actuator can no longer pull the sash element closed, i.e., when the sash element is fully closed. d) Opening of the unlocked wing element by the first actuator.

[0010] In other words, a control unit in the vehicle first receives the signal to open the wing element. This signal can be triggered, for example, by pressing a switch directly on the wing element or on the vehicle's dashboard, on a key fob, or by a voice command. An actuator then reduces or eliminates the load or pressure between the locking mechanism and the lock element by further closing the wing element, which is still in the closed position. However, the locking mechanism itself, such as the rotary latch, cannot be pulled, as this would not release the load on the lock element and would instead increase the load at that point.However, for example, a first actuator or an opening and closing actuator can be used to pull the sash element even closer, thus reducing the load on the locking mechanism. Alternatively, an additional (second) actuator can grip and pull the sash element closed without affecting the locking mechanism; this is known in the prior art as a variant of a closing aid. The lock element can also be moved towards the opening position by another type of closing aid, causing the sash element to open a few millimeters to centimeters. This allows the sash element's seal to relax and reduces the load between the locking mechanism and the lock element. Once the load has been removed from the locking mechanism, the lock can be quietly unlocked and the sash element opened.

[0011] This offers the advantage that the mechanical components of the locking mechanism, which normally cause an opening noise, are not subjected to any force, particularly not to a force exerted by the lock element on the locking mechanism, which in turn can exert a force on the locking pawl. This contrasts with prior art methods where only one rotary latch is released from the locking pawl, while the rotary latch itself remains under tension due to the lock element. Because the components of the locking mechanism are not subjected to any load, unlocking does not result in jerky movements or strong friction in the mechanical components, allowing the lock to be unlocked almost silently and the sash to be opened quietly. An indirect advantage of this method is the reduced wear due to the lower friction during the opening of the locking mechanism.

[0012] Separate actuators can be arranged on the rotary latch and the locking pawl to lock and / or unlock them. All actuators necessary to unlock the locking mechanism are collectively referred to here as the lock actuator. Preferably, an elastic element, for example, a coil spring, exerts a restoring force on the locking pawl and / or the rotary latch, so that, in particular, the lock actuator is only activated for unlocking (or locking), and the opposite movement, i.e., locking (or unlocking), is performed by the respective elastic element. The lock element and the locking mechanism can each be arranged in the frame and in the sash element, respectively, or vice versa.If the sash element is in the closed position and the locking mechanism is in its locked state, the lock element and the locking mechanism, in particular the rotary latch, interact, especially in a positive-locking manner, thereby holding the sash element in the closed position relative to the body, i.e., securing it. To open the sash element, i.e., to move it from the closed position to the open position, the lock is unlocked, thus being moved from its locked state to an unlocked state. For this purpose, the locking mechanism, in particular the rotary latch, is moved relative to the lock element, thereby releasing the positive-locking interaction between the lock element and the locking mechanism. Consequently, the sash element can be opened, i.e., pivoted from the closed position to the open position relative to the body.

[0013] The described method preferably works with all locking devices for wing elements on motor vehicles known according to the prior art, provided that the minimum necessary components of the motor vehicle described below are present.

[0014] The first actuator can be described as an opening and closing actuator. The first actuator can, for example, comprise one or more individual actuators that work together and are, in particular, arranged in two parts and symmetrically on both sides of the sash element. The first actuator can, for example, be a linear drive and, in particular, use a spindle drive or electric cylinder to drive the sash element to open and close. Pneumatic, hydraulic, or linear motor-driven actuators can also be used as the first actuator. Another possibility for the first actuator is a lever-based drive with an electric motor, gearbox, and pivot arm for opening and closing the sash element.

[0015] The second actuator can, in particular, be a so-called closing aid, which grips the sash element just before it closes completely and pulls it into the lock to its lowest position, without the user having to push the sash closed or the opening and closing actuator (first actuator) having to fully close the sash. The closing aid does not engage with the rotary latch, but rather represents a separate mechanism that grips the sash element and pulls it into the lock.

[0016] The third actuator can represent a different type of closing aid, which, when the sash is closed, either moves the lock element towards the lock or extends it, allowing the locking mechanism of the lock to engage or engage with the lock element before the sash is completely closed. In normal operation, this third actuator can be extended when the sash is open and retracts, for example, as soon as the locking mechanism of the lock engages with the lock element, thus fully closing the sash.

[0017] The invention also includes further developments that result in additional advantages.

[0018] A further development provides that the first actuator and / or the second actuator exerts a closing force while the sash element is being pulled closed, and / or the third actuator extends the lock element until the locking mechanism, now free of or with reduced load, no longer engages the lock element after unlocking. In other words, the sash element is actively pulled closed, with the locking mechanism becoming free of or with reduced load, until the locking mechanism, particularly the rotary latch, is rotated out of the lock element and the lock is thus completely unlocked. Then the first or second actuator can be switched off or returned to its respective starting position.

[0019] This has the advantage that the locking mechanism can be opened almost silently and that, for the entire time required for unlocking, the wing element remains in an actively closed position and does not spring back before the lock is fully open.

[0020] Further development provides that the control device continuously monitors the current in an electric motor of the closing actuator when the wing element is being closed and triggers the unlocking of the locking mechanism if the current value is greater than a specified value, in particular if a stall current of the electric motor is reached.

[0021] In other words, the current of the electric motor of the closing actuator, i.e., the first and / or second actuator, is measured as the wing element is closed. This current increases with increasing mechanical resistance and reaches a measurable maximum when the electric motor is completely blocked, i.e., when the wing element is fully closed. The value of this maximum current, or stall current, can be used as a threshold to trigger the next step of the process: unlocking. For technical reasons, it may be advisable to set the threshold slightly lower, for example, 1% to 10% lower, than the theoretical stall current of the motor to ensure that the threshold is measurably exceeded under all circumstances, even if the motor is blocked.Additionally or alternatively, it can be directly measured whether the actuator's motor is still rotating, for example using an encoder, in order to detect when the wing element is completely closed.

[0022] The advantage of this is that a measurable value can be used to precisely coordinate the process steps and prevent the locking mechanism from opening too early or too late. This avoids unnecessary delays in the opening process of the sash element or premature opening of the locking mechanism, which could otherwise cause the opening noises that are being prevented.

[0023] A further development provides for the second actuator to be used to close the sash element. This second actuator returns to its initial position after the lock actuator unlocks the unloaded locking mechanism, before the first actuator begins to open the sash element. In other words, two different actuators can be used for closing and holding the sash element, on the one hand, and opening it, on the other, and these can be synchronized. The second actuator, responsible for closing the sash, can then return to its normal initial position after the locking mechanism opens, and the first actuator can then be activated to open the sash element, for example, by means of symmetrically arranged spindle drives.

[0024] This offers the advantage that, during the return stroke of the second actuator (for example, a closing aid), the sash element opens slightly due to the pressure of the seals, for example by a few centimeters, particularly 0.5 cm to 10 cm. This allows the first actuator to open the sash element at a more advantageous angle, thus initiating the opening process with less effort than if the sash element were completely closed. Furthermore, this synchronization prevents the actuators from operating in opposite directions or otherwise interfering with each other.

[0025] A further development aims to control the second actuator in such a way that it returns to its starting position faster than it took to close the door. In other words, the return movement of the second actuator, for example, a soft-close mechanism, after unlocking the lock occurs faster than the forward movement when closing the door sash.

[0026] The faster return stroke of the second actuator is possible because it exerts little or no force, and conversely, the tension of the wing element itself exerts a force in the direction of opening. It is advantageous for this second actuator to open as quickly as mechanically possible to complete the entire opening process of the wing element as rapidly as possible.

[0027] An alternative design proposes that the first actuator is used to close the sash element and begins opening it immediately after the locking mechanism is fully open. In other words, the same actuator can be used to close the sash element, hold it closed while the locking mechanism opens, and open it, with the first actuator able to begin opening the sash element as soon as the locking mechanism is open.

[0028] This offers the advantage that no additional closing aid is required; instead, the closing action to relieve stress on the locking mechanism and the opening of the sash can be performed with the same actuator. This variant is also particularly time-efficient, as it eliminates the need to use and coordinate multiple independent actuators to move the sash. Even paired opening actuators (first actuator) can be controlled simultaneously without having to consider the timing of several different actuators.

[0029] Further development provides that the control device monitors, by means of at least one sensor or switch, in particular a microswitch, whether the wing element is fully closed and / or the locking mechanism is fully unlocked and / or the wing element is open enough that the locking mechanism no longer engages the lock element.

[0030] In other words, the initiation of the various phases of the process is supported by sensors or microswitches that can measure whether the closing of the sash element against the pressure of the seal is complete, whether the locking mechanism is fully open, i.e., in particular, whether the rotary latch is in a position where it cannot engage the lock element, and / or whether the sash element is open far enough that the locking mechanism, i.e., the lock actuator, can be disengaged. The locking mechanism can then return to its locked starting position, for example, by the restoring force of a spring.

[0031] This offers the advantage that the control device can monitor the state of the various mechanisms of the sash element not only by monitoring the motor current of the different actuators, but also provides an additional or alternative monitoring option. Sensors or microswitches can thus determine the endpoints of the mechanical components' movements particularly efficiently, allowing the control device, for example, to trigger unlocking after the sash is fully closed, to trigger opening after the sash is fully unlocked, and / or to deactivate the lock actuator after the sash has opened. The respective sensor or switch can be a mechanical switch or push button, but also, for example, an optical sensor, induction sensor, potentiometer, Hall sensor, or ultrasonic sensor.

[0032] The invention also includes the control device for the motor vehicle, wherein a possibly spatially separate control device for the wing element control, in particular tailgate control, is also considered part of the control device for the motor vehicle. The control device can include a data processing device or a processor device (processor circuit) configured to carry out an embodiment of the method according to the invention. For this purpose, the processor device can include at least one microprocessor and / or at least one microcontroller and / or at least one FPGA (Field Programmable Gate Array) and / or at least one DSP (Digital Signal Processor). In particular, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), or an NPU (Neural Processing Unit) can be used as the microprocessor.Furthermore, the processor device can include program code configured to execute the embodiment of the method according to the invention when executed by the processor device. The program code can be stored in a data memory of the processor device. The processor device can be based, for example, on at least one circuit board and / or on at least one SoC (System on Chip). The control device for a motor vehicle is thus configured to generate control signals that cause a locking mechanism with a lock actuator, a lock element, and at least one first actuator in a wing element of the motor vehicle to execute a method according to an embodiment of the invention.

[0033] Another aspect of the invention is a motor vehicle that has a control device, at least one wing element, at least one locking mechanism with one lock actuator, at least one lock element and at least one first actuator, and is equipped to carry out the method according to the invention.

[0034] The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus or motorcycle.

[0035] The invention also includes further developments of the motor vehicle according to the invention, which have features already described in connection with the further developments of the method according to the invention, and vice versa. For this reason, the corresponding further developments of the motor vehicle according to the invention are not described again here.

[0036] The invention also includes combinations of the features of the described embodiments. The invention therefore also includes realizations that each exhibit a combination of the features of several of the described embodiments, provided that the embodiments have not been described as mutually exclusive.

[0037] The following are exemplary embodiments of the invention described. This is illustrated by: Fig. 1 a schematic flowchart of an embodiment of the opening process of the wing element according to the invention, Fig. 2 a rear view of a motor vehicle according to the invention with the tailgate open.

[0038] The exemplary embodiments described below are preferred embodiments of the invention. In these exemplary embodiments, the described components each represent individual features of the invention, which can be considered independently of one another and each further develops the invention independently. Therefore, the disclosure is intended to include combinations of features of the embodiments other than those shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.

[0039] In the figures, identical reference symbols denote functionally equivalent elements.

[0040] The Fig. Figure 1 shows the time sequence of an opening process of a wing element 12 of a motor vehicle 10 (see Fig. 2 for the reference symbols of devices). The horizontal axis represents time t. At time t0, the control device 14 receives a function request to open the wing element 12, for example, a tailgate, a hood, a fuel filler cap, a side door, or a charging port cover. The tailgate is also referred to as a storage compartment door, trunk lid, or boot lid.

[0041] At time t1, step 2.1 begins: the closing of the still-closed sash element, for example by a closing aid 18 (second actuator), against the pressure of, for example, the seal 34 or other stresses acting on the locking mechanism 24 via the lock element 22. This reduces or eliminates the load or force exerted by the lock element 22 on the locking mechanism 24. Throughout step S2.1, the motor of the second actuator 18 can be energized and therefore exert a force on the sash element 12 in the closing direction. At time t2, a microswitch in the closing aid MSZ detects that the sash element 12 is fully closed and provides this information, for example as a digital or analog signal, to the control device 14.The microswitch MSZ can, for example, be arranged in a gap between the wing element 12 and the frame 32 of the motor vehicle 10, and be actuated when the wing element 12 closes the gap during closing S2.1.

[0042] At time t3, step S3 of unlocking the locking mechanism 24 begins, for example, by a lock actuator 30, which releases a pawl 28 from a rotary latch 26 and can then rotate the latter so that it no longer engages the lock element 22. The corresponding lock actuator 30 can therefore be divided into two sub-actuators, each acting on the pawl 28 and the rotary latch 26, respectively. The locking mechanism 24 can be designed such that a reset element (not shown) rotates the pawl 28 and the rotary latch 26 into a locked state if the lock actuator 30 is not activated, i.e., supplied with power. Therefore, the lock actuator 30 can preferably be activated for the entire duration of step S3 and can thus hold the locking mechanism 24 in an unlocked state against the force of the reset element.Alternatively, for example, the rotary latch 26 can be rotated into an open position by a return element (not shown) when the pawl 28 opens via the lock actuator 30. The lock actuator 30 could then rotate the rotary latch 26 into a closed position when the locking mechanism 24 closes.

[0043] At time t4, a first microswitch MS1 of the locking mechanism 24 can signal that the rotary latch 26 no longer engages the lock element 22 and thus the locking mechanism 24 is unlocked. For example, the rotary latch 26 can actuate the microswitch MS1 in a fully open position.

[0044] At time t4 and the complete opening of the locking mechanism 24, step S2.2 can begin: the return movement of the closing aid 18, which then moves back to its original, neutral position. This also releases the sash element 12 if the closing aid is engaged in the sash element 12 in such a way that it would otherwise prevent further opening. Preferably, this step S2.2 is shorter than step S2.1, which is facilitated in particular by the fact that the actuator 18 of the closing aid experiences no resistance in this step, but rather the sash element 12 is moved towards the opening with the assistance of, for example, the pressure of the seal 34.

[0045] If this return cycle S2.2 is completed at time t5, step S4.1 can begin, the opening of the wing element 12 by means of the first actuator 16, i.e., the opening and closing actuator of the wing element 12. The wing element 12 can be opened to a preset degree. The starting or acceleration of the first actuator 16 for opening the tailgate 12 in step S4.1 or S4.2 can be gradual from zero, in order to accelerate the tailgate 12 slowly until, for example, after 0.2 s to 2 s, a maximum speed is reached at which the first actuator 16 can open the tailgate 12.

[0046] During this opening phase S4.1, the time t6 can be reached at which a sensor or microswitch MS2 in the locking mechanism 24 can detect that this locking mechanism 24 has been moved out of the lock element 22 by the opening of the wing element 12.

[0047] Afterwards, the lock actuator 30 can be deactivated, thereby ending the unlocking phase of step S3 at time t7 and allowing the locking mechanism 24 to return to its closed initial position. This can be detected by the microswitch MS1, which is then deactivated or no longer actuated.

[0048] In an alternative embodiment, step S2.1, the closing action, can be replaced by step S2.3, whereby not only the opening (4.1, 4.2) but also the closing action (S2.3) can be performed by the first actuator 16. This can eliminate the need for the second actuator 18.

[0049] If only the first actuator 16 is used for closing, as shown in step S2.3, the opening of the wing element 12 can take place directly afterwards, as soon as the locking mechanism 24 is fully unlocked at time t4, S4.2. In this variant, step S4 already begins at time t4. This advance opening phase is here designated S4.2.

[0050] In a third embodiment, both steps S2.1 and S2.3 take place simultaneously, so that a first actuator 16 and a second actuator 18 simultaneously close the wing element 12 against the pressure of, for example, the seal 34. Here, it can again be advantageous if the return phase 2.2 of the second actuator 18 is awaited before the first actuator 16 begins opening the wing element 12 in step 4.1.

[0051] The Fig. Figure 2 shows a rear view of a motor vehicle 10 with the tailgate 12 open. Electric linear actuators can be arranged on both sides, to the right and left of the tailgate 12, as opening and closing actuators 16. The locking mechanism 24, which may include a rotary latch 26 and a locking pawl 28, can be located on the tailgate 12. A lock actuator 30 can move these two parts to unlock the locking mechanism 24. In this embodiment, the locking mechanism 24 can also include a microswitch MS1, which detects whether the locking mechanism 24 is unlocked, t4, and a microswitch MS2, which detects whether the tailgate 12 has been opened far enough for the locking mechanism 24 to move out of the lock element 22, t6. This arrangement represents only one possible variant, and the exact position and function of the microswitches MS1, MS2, and MS2, respectively, are not detailed in the illustration.This does not preclude the use of other types of sensors in their place.

[0052] The locking element 22 can be located at the bottom of the frame 32 of the tailgate 12. A seal 34 can be arranged on this frame 32 to seal the tailgate 12 against, for example, rainwater and dust.

[0053] The locking element 22 can be arranged on a third actuator 20 (closing aid), which, in normal operation, can extend the locking element 22, for example, by 1 cm to 5 cm when the tailgate 12 is open. The locking element 22, together with the locking mechanism 24 and the tailgate 12, then closes, for example, against the pressure of the seal 34, as soon as the locking mechanism 24 engages in the locking element 22. For quiet opening, the locking element 22 can then first be extended by the closing aid 20, which reduces the load on the locking mechanism 24 before the locking mechanism 24 is opened by the lock actuator 30. In this embodiment, the extension of the locking element 22 by this type of closing aid 20 replaces steps S2.1 and S2.2.

[0054] Furthermore, another type of closing aid 18 can be arranged next to the locking element 22, which can engage in the tailgate 12 to assist the first actuator 16 in closing the tailgate 12. This closing aid 18 can include an additional sensor or microswitch MSZ, which detects whether the tailgate 12 is fully closed, for example against the pressure of the seal 34. The control of all actuators and the reception and processing of all measurement signals (for example, from microswitches, sensors, ammeters), as well as the reception of the function request, can be carried out by the control device 14. The electrical connections are shown in the diagram for improved clarity. Fig. 2 not shown.

[0055] On today's vehicles 10, it repeatedly occurs with poorly adjusted flaps / doors (wing elements) 12 that the tailgate 12 is under strong pre-tension and makes a loud noise when unlocked.

[0056] The disadvantage is that it results in less comfort for the user, as the noise of the pre-tensioned flap / door 12 can be very loud.

[0057] When the opening command S1 is received by the flap / door control unit / software module (control device) 14, the control unit / software module 14 can actuate a motor 18 (for example, of a closing aid, drive, or second actuator) in the closing direction S2.1, so that the catch hook 26 (rotary latch) in the lock 24 (locking mechanism) is released. After the hook 26 (catch hook) is released, the motor 18 (second actuator, closing aid) can be actuated in the opening direction S2.2, and simultaneously the lock 24 can be opened S3. Alternatively, the lock 24 can be opened first, and then the motor of the closing aid 18 can be actuated in the opening direction S2.2. Subsequently, the flap / door 12 can be opened by the electric motor 16 (first actuator). This allows the flap / door 12 to be opened almost silently.

[0058] If the control unit / software module 14 receives an opening command S1 (for example, via a push button), the motor of the closing aid 18 is activated in the closing direction S2.1 (closing). This activation can continue until the hook 26 in the lock is unloaded.

[0059] The control unit / software module 14 can continuously measure the internal resistance and current of the closing aid 18 during closing S2.1. The control unit / software module 14 can detect, by means of a stall current, that the hook 26 in the lock 24 is unloaded.

[0060] As soon as the hook 26 is unloaded or shortly thereafter, the control unit / software module stops the activation of the closing aid 18 in the closing direction S2.1 and immediately or shortly thereafter starts the activation in the opening direction S2.2. At the same time, the lock 24 can be opened S3 and then the drives 16 can be electrically activated in the opening direction S4.1.

[0061] This allows the flap / door 12 to open almost silently, as the load is not concentrated on just one point in the lock 24, but on the entire seal 34.

[0062] Overall, the examples show how a method for the noiseless opening of an electric tailgate of a motor vehicle can be provided.

Claims

[1] Method for opening a wing element (12) of a motor vehicle (10), in particular a tailgate (12), comprising the following steps, which are at least started in the order shown: a) Receiving (S1) a function request for opening the wing element (12) by a control device (14), b) Closing (S2) of the wing element (12) by a first (16) and / or a second actuator (18) or extension of a lock element (22) by a third actuator (20), wherein a locking mechanism (24) of the wing element (12) is made load-free or load-reduced with respect to the lock element (22), wherein the locking mechanism (24) engages in the lock element (22) in the locked state, c) Unlocking (S3) the unloaded or reduced-load locking mechanism (24) by a lock actuator (30), d) Opening (S4) of the unlocked wing element (12) by the first actuator. [2] Method according to claim 1, wherein the first actuator (16) and / or the second actuator (18) exerts a closing force when closing (S2) the wing element (12) and / or the third actuator (20) holds the lock element (22) extended until the locking mechanism (24), which has thereby become load-free or load-reduced, no longer engages in the lock element (22) by unlocking (S3) (t4). [3] Method according to one of the preceding claims, wherein the control device (14) continuously monitors a current in an electric motor of the closing actuator (16, 18) when the wing element (12) is being closed (S2) and triggers the unlocking (S3) of the locking mechanism (24) (t3) when the current value is greater than a specified value. [4] Method according to one of the preceding claims, wherein the second actuator (18) is used to close (S2.1) the wing element (12) and the second actuator (18) returns to a starting position (S2.2) after the unlocking of the unloaded locking mechanism (24) by the lock actuator (30) before the first actuator (16) begins to open (S4.1) the wing element (12) (t5). [5] Method according to claim 4, wherein the second actuator (18) is controlled by the control device (14) such that it returns to its initial position (S2.2) faster than it took to close (S2.1). [6] Method according to any one of claims 1 to 3, wherein the first actuator is used to close (S2.3) the wing element (12) and begins to open (S4.2) the wing element (12) immediately after the locking mechanism (24) has been fully opened (t4). [7] Method according to one of the preceding claims, wherein the control device (14) monitors whether by means of at least one sensor or switch (MS1, MS2, MSZ), in particular a microswitch, - the wing element (12) is fully closed (t2) and / or - the locking mechanism (24) is fully unlocked (t4) and / or - the wing element (12) is opened so far that the locking mechanism (24) no longer engages with the lock element (22) (t6). [8] Control device (14) for a motor vehicle (10), characterized by , that the control device (14) is configured to generate control signals by which a locking mechanism (24) with lock actuator (30), a lock element (22) and at least one first actuator (16) of a wing element (12) of the motor vehicle (10) are caused to carry out a method according to one of the preceding method claims. [9] Motor vehicle (10) characterized by that it has a control device (14), at least one wing element (12), at least one locking mechanism (24) with at least one lock actuator (30), at least one lock element (22) and at least one first actuator (16) and is configured to carry out a method according to one of the preceding method claims.

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