MOTOR VEHICLE DRIVE ARRANGEMENT

Description

[0001] The invention relates to a motor vehicle drive arrangement, with a control unit, a drive member and an abutment, furthermore with at least one spring between the drive member and the abutment, and with at least one drive member sensor which is designed to transmit sensor signals to the control unit depending on the force applied to the drive member against the force of the spring and an associated relative movement between the drive member and the abutment, wherein the drive member sensor is designed to generate different force-dependent sliding sensor signals depending on the force applied to the drive member, which can be evaluated by the control unit for controlling an actuator of the motor vehicle drive arrangement, and wherein the sensor signal is designed as a function of the force applied, for example the sensor signal depends linearly on the force applied.

[0002] Motor vehicle drive assemblies are typically deployed and used to operate motor vehicle actuators such as vehicle flaps, window lifts, seat adjusters, etc. as dedicated actuators. These days, this is often done using electric motors. For this reason, such motor vehicle drive assemblies are generally equipped with drive elements that are actuated as motor vehicle Bowden cable assemblies using, for example, a motor vehicle handle and / or an electric motor. This allows movements of the respective motor vehicle actuator or a drive unit in general to be implemented just as easily as remote arrangements of the respective motor vehicle actuator compared to the electric motor providing the drive.

[0003] Such motor vehicle drive systems, and especially motor vehicle Bowden cable assemblies, are used in a variety of ways in motor vehicles. Examples of their application areas include fuel tank flap release mechanisms, front and rear lid release mechanisms, seat adjustments, window lifts, and sliding door adjustments, to name just a few. Particularly preferred in this case are motor vehicle Bowden cable assemblies used for and in conjunction with motor vehicle door locks. Indeed, motor vehicle door locks are typically coupled to an inside door handle, an outside door handle, or even a closing aid via such a Bowden cable assembly.

[0004] Particularly in the case of closing aids or closing drives, high forces are transmitted via the Bowden cable arrangement from the drive to, for example, a rotary latch as part of a locking mechanism inside the associated motor vehicle door lock. This is necessary, for example, to transfer a motor vehicle door or a door leaf as a motor vehicle actuator in the pre-locking position into the main locking position against door rubber forces or general closing forces. As soon as the door leaf in question is in the main locking position or main locking position in the process described, the associated closing drive is usually switched off. Nevertheless, force peaks can occur here, which are observed, for example, when counterforces from frozen rubber seals have to be overcome in winter. Furthermore, pinching in the door gap can occur.For this reason, minimum tensile forces are typically used here to ensure that the main locking position is safely assumed at all conceivable temperatures and functional states.

[0005] Similar force peaks are observed when, for example, a vehicle door lock is opened mechanically using an interior or exterior door handle. In this case, especially in older vehicles and under adverse weather conditions such as a frozen door, the operator often exerts considerable force. While there are already approaches to opening the vehicle door locks in question purely electrically, such solutions are expensive.

[0006] However, for purely mechanically operated motor vehicle door locks, convincing solutions are currently lacking for absorbing force peaks associated with such Bowden cable arrangements and, in particular, for avoiding damage to involved elements such as the inside door handle, outside door handle, or closing drive. While there are already approaches in the prior art according to US Pat. No. 6,104,454 for operating a motor vehicle door lock using a Bowden cable, a spring, and a switch as a sensor, the switch as a sensor is used in this context to detect the opening state of a lever. The spring, on the other hand, ensures that the casing of the Bowden cable arrangement is properly reset after actuation.

[0007] The generic and thus closest prior art according to EP 1 239 107 A1 concerns a motor vehicle drive assembly used in conjunction with a window lift drive. In this context, a sensor is also used to detect entrapment.

[0008] A similar development has also been disclosed in DE 198 47 080 A1. This concerns an anti-pinch protection system for motorized adjustment parts of motor vehicles that are moved via a flexible, fixed tensioning device.

[0009] The invention is based on the technical problem of further developing such a motor vehicle drive arrangement and in particular a motor vehicle Bowden cable arrangement, preferably for use in and in connection with motor vehicle door locks, in such a way that damage to the elements involved, such as in particular connected actuators and / or trapping incidents, are reliably avoided in a mechanically simple way.

[0010] To solve this technical problem, the invention proposes a motor vehicle drive arrangement having the features of claim 1. In this case, the invention proposes, in a generic motor vehicle drive arrangement and in particular a motor vehicle Bowden cable arrangement, preferably for use with and in conjunction with motor vehicle door locks, that the actuator has a closing drive for a motor vehicle flap or a motor vehicle door lock, wherein the control unit is configured to derive a jamming signal or an overload signal for the actuator from the sensor signals and wherein the control unit is further configured to evaluate additional sensor signals from a rotary latch sensor of a rotary latch as a component of a locking mechanism inside the motor vehicle door lock as an additional signal in order to adapt the sensor characteristics of the drive element sensor.

[0011] The invention utilizes a special drive element sensor. This generates force-dependent sensor signals, i.e., sensor signals that change depending on the force applied to the drive element. The sensor signals therefore vary depending on the applied force. Furthermore, they are sliding digital or analog sensor signals that can assume any value between a minimum and maximum value. The sensor signals in question can therefore also be described as "continuous value."

[0012] The sensor signal emitted by the respective drive element sensor is designed as a function of the applied force. For example, the sensor signal can depend linearly on the applied force. This means that as the force increases, the sensor signal also increases. The sensor signal can generally be an electrically or electronically analyzable signal, for example a voltage emitted by the drive element sensor. Alternatively, the drive element sensor can also generate different resistance values ​​depending on the applied force, which can be recorded as sensor signals. In principle, different current intensities are also conceivable, which are generated by the drive element sensor depending on the applied force.

[0013] The drive element sensor can be either contactless or tactile. Furthermore, the drive element sensor is often constructed in two parts: a stationary base part and a movable part connected to the drive element.

[0014] Specifically, the drive element sensor can be a Hall sensor. In this case, the stationary base part is designed as a Hall sensor chip, for example, or a semiconductor die, through which current flows and is placed in a magnetic field perpendicular to it. The magnetic field is typically provided by a permanent magnet, which represents the movable part connected to the drive element.

[0015] If movement occurs between the magnet and the Hall sensor chip, an output voltage is provided by the Hall sensor chip, which, according to the Hall effect, is proportional to the product of the magnetic flux density and the flowing current. If the current is kept constant and the flux density of the permanent magnet increases with increasing force, a largely linear relationship can be expected between the force applied to the drive element and the associated sensor signal. In any case, a voltage can be generated in this way that depends on the force applied to the drive element and thus on the linear displacement of the moving part (the permanent magnet) relative to the Hall sensor chip, and this is generally linear.

[0016] In another alternative embodiment, the drive element sensor can also be designed as a light sensor. In this case, the stationary base part is designed, for example, as an LED or laser diode, relative to which the moving part moves depending on the force applied to the drive element. The moving part can be equipped with a path-dependent geometric structure, for example, transverse lines of increasing line thickness, so that the signal reflected by this structure and recorded by a light sensor in turn depends (linearly) on the path traveled by the moving part relative to the stationary base part. Both the Hall sensor and the light sensor typically operate contactlessly, i.e., they are maintenance-free and wear-free.

[0017] In principle, a tactile drive element sensor can also be used here, for example in the form of a sliding resistor and, in particular, a linear potentiometer. Such a sliding resistor or linear potentiometer has a travel-dependent resistance. In this case, applying force to the drive element causes the resistance generated by the sliding resistor to increase linearly. This linearly increasing resistance can also be evaluated as a sensor signal.

[0018] In any case, the invention relies on sliding sensor signals, i.e., those that vary continuously between a minimum and maximum value. Generally, the design is such that the sensor signal of the drive element sensor also increases linearly with increasing force applied to the drive element. In this way, a wide variety of adjustment and calibration measures can be carried out very simply, namely not mechanically, but through appropriate software corrections.

[0019] According to the invention, all motor vehicle flaps are pulled and closed using the closing drive as a motor vehicle actuator, so that it is necessary to provide a link between the door gap generated in each case using the closing drive or motor vehicle actuator and the corresponding sensor signal.

[0020] If one then also assumes a linear dependency or a known dependency and takes into account the fact that the sensor signal of the drive element sensor is usually zero in the resting state or normal case and when no force is applied to the drive element, each value of the sensor signal can be identified with a corresponding door gap or an associated force acting on the drive element.

[0021] The corresponding sensor characteristics are stored and mapped in the control unit. Since the control unit evaluates additional sensor signals, the sensor characteristics can be adjusted. The additional sensor signals evaluated by the control unit are those of the rotary latch as additional signals.

[0022] For example, if a vehicle equipped with a closing tailgate is parked on an incline and the tailgate is subjected to additional force in the opening direction, the control unit can account for this circumstance by recalibrating the forces acting on the drive element associated with the corresponding values ​​for the gap or door gap of the vehicle tailgate. This recalibration takes into account the additional forces acting on the vehicle tailgate in question due to the incline. This means that the control unit can recalibrate the sensor signals depending on the additional signals. Such recalibration is also possible alternatively or additionally using externally fed data.In this case, recalibration takes place, for example, during maintenance or a workshop visit, for example, when wear and tear occur due to use and the associated larger tolerances in the drive unit or in the drive of the actuator for, for example, the vehicle's tailgate in the example case. According to the invention, the additional signal is a rotary latch signal. In particular, the position of the rotary latch is detected. For this purpose, an AJAR signal can be used, for example, which transmits the position of the rotary latch.

[0023] From the sensor signals transmitted from the drive element sensor to the control unit, various exposed signals can be derived, according to the invention the so-called pinch signal or the overload signal.

[0024] In most cases, the design is such that the jamming signal is detected at a certain first force threshold, which is exceeded when the drive element is subjected to force against the force of the spring. If the drive element is subjected to continued force, a second force threshold may be exceeded, which, in turn, corresponds to an increased force applied to the drive element. This second force threshold belongs to a different sensor signal, hence the overload signal.

[0025] The two different signals, in this case the pinching signal and the overload signal, can now be detected and differentiated from one another using the control unit. Furthermore, it is conceivable that the control unit is also set up to evaluate signals from a supplementary actuator sensor. This actuator sensor is generally used to detect movements of the actuator. For example, if the actuator is in a position where pinching is no longer possible, the control unit can ignore a corresponding pinching signal from the drive element sensor and nevertheless ensure that the actuator in question is acted upon unchanged. Only when the drive element sensor transmits an overload signal to the control unit in the example described can the control unit ensure that the actuator orThe associated drive unit for the motor vehicle actuator actuated by this device is no longer subjected to further loading in order to prevent overloads and damage to the drive unit in question. In this way, a simple, sensor-based distinction can be made between anti-pinch protection and overload protection. This sensor-based distinction can be easily and inexpensively integrated into a motor vehicle drive arrangement, and in particular, a motor vehicle Bowden cable arrangement.

[0026] This is because the control unit can control and / or regulate the actuator accordingly, depending on a signal from the actuator sensor and on signals from the drive element sensor. For example, it is conceivable that the pinch signal from the drive element sensor is ignored if and only if the signal from the actuator sensor indicates that pinching is no longer possible. Such a signal from the actuator sensor, for example, in a motor vehicle swing door, belongs to a range where the gap remaining between the swing door in question and the vehicle body is too small to pinch a piece of clothing, a finger, etc. Only in such a case will the control unit ignore a corresponding pinch signal, which could have been caused, for example, by the associated swing door being pulled shut against an icy rubber door seal.

[0027] In this case, too, an increase in force is ultimately observed in the drive element, which causes the spring between the drive element and the abutment to be compressed. This force applied to the drive element against the force of the spring and the associated relative movement between the drive element and the abutment is so great that a corresponding sensor signal from the drive element sensor is transmitted to the control unit. This sensor signal is generally part of the anti-pinch signal. However, if the actuator or motor vehicle actuator, specifically the motor vehicle swing door as a motor vehicle hatch, only encloses such a small gap with the motor vehicle body that pinching is no longer possible, the pinch signal in question is ignored for the reasons described above.

[0028] Either way, the drive link is supported by the spring against the abutment. As soon as a force acts on the drive link that exceeds the counterforce generated by the spring, the spring is compressed. Once the spring reaches a certain compression level, the drive link sensor is triggered and generates a corresponding sensor signal. This is a clear indication that a maximum and predefined force previously set using the spring has been exceeded. The spring ultimately ensures that the drive link is preloaded against the abutment.

[0029] In this way, different triggering characteristics can be realized for each drive element sensor. The triggering characteristics of the drive element sensor can be varied depending on the design of the spring and / or the design of a contour on the drive element that acts on the sensor. For example, if the force threshold above which the respective drive element sensor is acted upon needs to be increased, this can be achieved by using a spring with a larger spring constant. Alternatively or additionally, several springs connected in parallel can be used.

[0030] The drive element itself can be coupled to an electric motor or, in general, to the drive unit and / or a motor vehicle handle. This allows the actuator actuated by the drive element or the drive unit for the motor vehicle actuator to be actuated manually by means of the motor vehicle handle or by an electric motor. The drive element itself can be designed as a motor vehicle Bowden cable, so that the described motor vehicle drive arrangement is preferably a motor vehicle Bowden cable arrangement, as already described and explained.

[0031] The result is a motor vehicle drive arrangement in which overall force limitation occurs. This is because the drive element is supported on the abutment via at least one spring. As soon as the forces acting on the drive element exceed the counterforces generated by the spring, the spring is compressed. Depending on the compression of the spring, this leads to a more or less significant relative movement being observed between the drive element and the abutment. The corresponding relative movement can be used with the help of the drive element sensor to transmit corresponding sensor signals to the control unit. As soon as specific and variably adjustable force thresholds are exceeded, the control unit can, for example, simply stop an actuator actuated and controlled by this force or move it in the opposite direction.When using a motor vehicle flap as the actuator, it is also possible to reverse the flap in question in the opposite direction. This is where the main advantages lie.

[0032] The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment; in the drawings: Fig. 1 the motor vehicle drive arrangement according to the invention for use in connection with a motor vehicle door lock shown, Fig. 2A the drive member according to Fig. 1 including abutment in unactuated state, Fig. 2B the object according to Fig. 2A in the actuated state, Fig. 3 shows the sensor signal schematically as a function of the force acting on the drive member, and Fig. 4 shows a motor vehicle actuator in the form of a motor vehicle flap movable relative to a motor vehicle body when the invention is used.

[0033] In the Fig. 1 , 2A and 2Band 4 each show a motor vehicle drive arrangement. The motor vehicle drive arrangement is in the context of the variant according to the previously specified Fig. 1 , 2A , 2B and 4 each a motor vehicle Bowden cable arrangement. The motor vehicle drive arrangement and in particular motor vehicle Bowden cable arrangement according to the illustration in the Fig. 1 is not limited to being designed in conjunction with a motor vehicle door lock 1 shown therein as an actuator or motor vehicle actuator and for driving the same. The motor vehicle Bowden cable arrangement according to the Fig. 2A and 2B is used for and in connection with motor vehicle actuators which are not the motor vehicle door lock 1 according to the Fig. 1 , but in the example case of Fig. 4 a motor vehicle flap and specifically a motor vehicle swing door 14.

[0034] The motor vehicle drive arrangement and in particular the motor vehicle Bowden cable arrangement as shown in the Fig. 1 is first of all equipped with a drive element 2, 3. The drive element 2, 3 is designed in the exemplary embodiment as a Bowden cable or as a motor vehicle Bowden cable 2, 3. For this purpose, there is a core 2 and a casing 3 that accommodates the core 2. As usual, the core 2 may be designed as a steel cable or a plastic cable. The casing 3 may be a steel casing or a plastic casing. The core 2 can be moved back and forth axially relative to the stationary casing 3, as for example in the Figuren 2A and 2B The shell 3 acts as a counterbearing for the transmission of force via the core 2.

[0035] Specifically and according to the example in the Figur 1 The core 2 is connected to a movable carriage or a linear actuator 5 of a closing drive 4, 5. The linear actuator 5 is driven by an electric motor 4 and, according to the invention, represents a drive unit 4, 5, namely the closing drive 4, 5, for a motor vehicle actuator, specifically the motor vehicle door lock 1.

[0036] For example, the drive unit 4, 5 or the closing drive 4, 5 according to the embodiment in the Figur 1 during a closing process of a locking mechanism inside the motor vehicle door lock 1, ensures that the core 2 is in contact with a Figur 1 The tensile force F indicated in FIG. 1 is applied. The tensile force F generated in this way can be transmitted to the interior of the motor vehicle door lock 1 with the aid of the core 2, because the core 2 acts as an abutment against the casing 3 and can be moved back and forth relative to the casing 3. In the illustrated embodiment, the pulling movement of the core 2 ensures that a rotary latch inside the motor vehicle door lock 1, as part of a locking mechanism, is moved from its previously assumed pre-locking position to a main locking position. Details of a correspondingly constructed closing drive with a rotary latch actuated by a Bowden cable 2, 3 can be found in DE 10 2015 100 750 A1 of the applicant. This is, of course, only an example and is in no way restrictive. The Bowden cable 2, 3 can preferably be actuated via a closing aid or manually via a motor vehicle handle 15.

[0037] It can be seen that a spring 6 is also provided. According to the exemplary embodiment, the spring 6 is located between the casing 3 and an abutment 7. In this way, the drive element 2, 3 consisting of the core 2 and the casing 3 is supported on the abutment 7 via the spring 6. According to the illustration in the Figur 1 the abutment 7 is designed as a base in or on a support 8. The support 8 can be designed as shown in the Figur 1 be permanently connected to a housing of the motor vehicle door lock 1.

[0038] Alternatively, a floating mounting of the support 8 and consequently of the abutment 7 on the shell 3 is also possible, as is the case in the embodiment according to the Fig. 2A and 2BThe support 8 is equipped with an extension 9 that accommodates the core 2 or its casing 3. As a result, the support 8, including the extension 9, is perfectly mounted on the casing 3 in a floating manner. This is because the support 8, including the extension 9, is capable of performing a relative movement in the axial direction compared to the casing 3 and thus to the drive element 2, 3.

[0039] The support 8 is designed overall to enclose the spring 6. In fact, the support 8 is formed as a hollow cylinder. In addition to a hollow cylinder geometry, oval, angular, or other polygonal geometries are also conceivable. The extension 9 is also cylindrical. The same applies to a collar 10, which encloses the sleeve 3 inside the support 8. For this purpose, the support 8 is initially equipped with an opening 11 so that the sleeve 3, including the core 2 guided therein, can be inserted into the hollow cylindrical housing of the support 8 and moved axially back and forth therein.

[0040] The collar 10 has an axial length L, which specifies and allows for a play of the drive element 2, 3 inside the hollow cylindrical support 8. In fact, the collar 10 and with it the casing 3, taking into account the alignment of the spring 6, allow a total maximum travel distance s, which the drive element 2, 3 can complete relative to the abutment 7, before the collar 10 comes to a complete stop. This is shown in the Figur 2B indicated.

[0041] In addition, a drive link sensor 12, 13 is provided which is integrated into the support 8. The drive link sensor 12, 13 has, as shown in the illustration in the Fig. 2A and 2Bvia a stationary base part 12 and a movable part 13 connected to the drive element 2, 3. The drive element sensor 12, 13 is designed in the exemplary embodiment as a Hall sensor or sliding resistor or linear potentiometer. As soon as a relative movement occurs between the stationary base part 12 and the movable part 13, the drive element sensor 12 ensures that corresponding sensor signals are generated which depend on the force acting on the drive element 2, 3, in a linear manner, as shown schematically in the Fig. 3 is shown and will be explained in more detail below.

[0042] If we first consider the unactuated and in the Fig. 2A shown state, a force application to the core 2 within the casing 3 results in the force F shown there being transmitted to the motor vehicle actuator actuated by the drive member 2, 3 with the aid of the drive member 2, 3. In the case of the previously described closing drive 4, 5 in the embodiment according to the Fig. 1 This could be the rotary latch already mentioned there inside the motor vehicle door lock 1. Within the scope of the variant according to the Fig. 2A and 2B With the help of the drive element 2, 3 the Fig. 4 shown motor vehicle swing door 14, as will be explained in detail below.

[0043] As long as "normal" actuation forces are observed when the corresponding motor vehicle actuator is actuated by force F, there is no significant relative movement between the drive element 2, 3 and the abutment 7, and consequently, no significant relative movement between the stationary base part 12 and the moving part 13 as components of the drive element sensor 12, 13. Accordingly, the signal emitted by the drive element sensor 12, 13 is zero or almost zero in this case. In this case, the counterforces generated by the spring 6 ensure that the spring 6 is not significantly compressed.

[0044] However, if the force F required to actuate the motor vehicle actuator exceeds a certain force threshold, this results in the spring 6 being compressed to such an extent that, as shown in the Fig. 2B a relative movement between the moving part 13 and the base part 12 of the drive element sensor 12 is observed and consequently a corresponding sensor signal is transmitted and output to the control unit 16. This corresponds to a compression of the spring 6 and, concomitantly, the exceeding of the previously mentioned first force threshold. This associated sensor signal is subsequently interpreted as a pinching signal and is in the Fig. 3 marked and marked accordingly.

[0045] If the drive element 2, 3 is subjected to an increasing force F without change, this leads to the spring 6, starting from the functional position in the Fig. 2B is increasingly compressed. This increasing compression is identified with a second sensor signal, which according to the embodiment corresponds to an overload signal and is also in the Fig. 3 is marked.

[0046] According to the exemplary embodiment, the overload signal of the drive element sensor 12, 13 results in the drive unit 4, 5 or the closing drive being controlled via the control unit 16 as shown in the Fig. 1 The same applies to the drive 4, 5 in the embodiment according to the Fig. 4 apply. Based on the Fig. 3 It can be seen that the sensor signal of the drive element sensor 12, 13 is designed as a function of the force applied to the drive element 2, 3. According to the exemplary embodiment, the sensor signal depends linearly on the force applied, i.e., the sensor signal increases linearly with increasing force F on the drive element 2, 3.

[0047] In the Fig. 4 A further application for the motor vehicle drive arrangement described in detail above is now shown. In fact, a drive 4, 5 is used here, which can be designed as is the case for the closing drive 4, 5 according to the illustration in the Fig. 1 In principle, the drive 4, 5 can also be a gear arrangement not shown. In any case, the drive 4, 5 in the illustration after the Fig. 4 that the motor vehicle swing door 14 shown therein is closed as a motor vehicle actuator actuated by the drive 4, 5 relative to a motor vehicle body 17, as the different positions of the motor vehicle swing door 14 in the Fig. 4 For this purpose, the drive 4, 5 is actuated by means of the control unit 16. The drive 4, 5 in turn acts on the drive element 2, 3, as is shown, for example, in the Fig. 2A and 2Bis reproduced.

[0048] The previously mentioned pinching signal generally includes a force being applied to the drive element 2, 3, for example with a tensile force or force F of 50 N generated by the drive unit 4, 5.

[0049] This may include the first force threshold. The second force threshold is reached when the tensile force or force F on drive element 2, 3 reaches or exceeds values ​​of, for example, 250 N. This, of course, is only an example and is by no means limiting.

[0050] Thus, the pinch signal detected by the control unit 16 leads to the Fig. 3 reproduced threshold in a first pivot angle range α 1 causes the control unit 16 to actuate the drive 4, 5 in the reversing direction when the jamming signal in question occurs. This is because in this pivot angle range α 1, the jamming signal is interpreted by the control unit 16 to mean that a piece of clothing or even a finger of an operator is jammed in the door gap between the motor vehicle swing door 14 and the motor vehicle body 17, causing the spring 6 to be compressed. As a result, the sensor signal of the drive element sensor 12, 13 is generated due to a resulting relative movement between the moving part 13 and the stationary base part 12.

[0051] However, if the motor vehicle swing door 14 is in the second swing angle range α 2 when the jamming signal occurs, as shown in the Fig. 4 , the control unit 16 ensures that the drive unit 4, 5 is actuated unchanged despite the occurrence of a pinching signal. For this purpose, the control unit 16 evaluates additional signals from an actuator sensor 18. With the help of this actuator sensor 18, the rotation angle position or the pivot angle exceeded by the motor vehicle pivot door 14 relative to the motor vehicle body 17 can be detected in the example case. If the motor vehicle pivot door 14 assumes a pivot angle belonging to the pivot angle range α 2 , the control unit 16 interprets this to mean that pinching is no longer possible. This can typically be attributed to the fact that the door gap is simply too narrow for fingers to become trapped.

[0052] For this reason, a jamming signal from the drive element sensor 12, 13 is ignored by the control unit 16 within the pivot angle range α 2. The control unit 16 continues to apply force to the drive unit 4, 5 within this pivot angle range α 2 in order to fully close the motor vehicle swing door 14 in the example. This is because the jamming signal in this case is interpreted, for example, as icing or the like. The closing process continues until the overload signal is detected by the control unit 16. Subsequently, the drive unit 4, 5 is stopped.

[0053] As an alternative to the actuator sensor 18, the control unit 16 can, in addition to the signals of the rotary latch sensor, also take into account, within the scope of the invention, further additional signals which originate, for example, from an inclination sensor on or in the motor vehicle body 17. Bezugszeichenliste

[0054] 1Motor vehicle door lock 2Core 3Cover 2, 3Drive link (motor vehicle Bowden cable) 4Electric motor 4, 5Closing drive (drive unit) 5Linear actuator 6Spring 7Abutment 8Support 9Extension 10Collar 11Opening 12Base part 13Moving part 12, 13Drive link sensor 14Motor vehicle swing door 15Motor vehicle handle 16Control unit 17Motor vehicle body PTractive force

Claims

1. Motor vehicle drive assembly, comprising a control unit (16), a drive member (2, 3) and an abutment (7), further comprising at least one spring (6) between the drive member (2, 3) and the abutment (7), and at least one drive member sensor (12), which is designed to transmit sensor signals to the control unit (16), depending on the force applied to the drive member (2, 3), against the force of the spring (6) and a relative movement associated therewith between the drive member (2, 3) and the abutment (7), the drive member sensor (12, 13) being designed to generate different force-dependent sliding sensor signals depending on the force applied to the drive member (2, 3), which can be evaluated by the control unit (16) for controlling an actuator of the motor vehicle drive assembly, and the sensor signal being designed as a function of the force applied, for example the sensor signal depends linearly on the force applied, whereby a sensor characteristic is formed that can be stored in the control unit and can be mapped by the control unit, characterized in that the actuator has a closing drive (4, 5) for a motor vehicle flap or a motor vehicle door lock (1), the control unit (16) being arranged to derive an anti-trap signal or an overload signal for the actuator from the sensor signals, and the control unit (16) being further designed to evaluate additional sensor signals of a catch sensor of a catch as a component of a locking mechanism inside the motor vehicle door lock (1) as an additional signal in order to adapt the sensor characteristic of the drive element sensor (12, 13) stored and mapped in the control unit.

2. Motor vehicle drive assembly according to claim 1, characterized in that the drive element sensor (12, 13) operates in a contactless or tactile manner.

3. Motor vehicle drive assembly according to any of claims 1 or 2, characterized in that the drive member sensor (12, 13) is formed as two parts with a stationary base part (12) and a moving part (13) which is movable relative to the base part and is connected to the drive member (2, 3).

4. Motor vehicle drive assembly according to any of claims 1 to 3, characterized in that the drive member sensor (12, 13) is designed as a Hall-effect sensor, a light sensor, a sliding resistor or the like.

5. Motor vehicle drive assembly according to claim 1, characterized in that the control unit (16) recalibrates the sensor signals depending on the additional signals and / or externally fed data.

6. Motor vehicle drive assembly according to claim 1, characterized in that the motor vehicle flap is designed as a motor vehicle swing door (14), a motor vehicle sliding door, a motor vehicle sliding roof, a motor vehicle fuel filler flap, a motor vehicle tailgate, etc.