CONTROL REGULATIONS FOR THE OPERATION OF A MOTOR VEHICLE LOCKING SYSTEM

Description

[0001] The invention relates to the use of a control arrangement for the operation of a motor vehicle locking system according to the preamble of claim 1.

[0002] The vehicle locking system in question is used for all types of motorized locking functions for locking elements of a motor vehicle. This includes, in particular, locking elements such as side doors, rear doors, tailgates, trunk lids, hoods, and the like. These locking elements can be designed as either swing or sliding doors. The motorized locking function specifically concerns a vehicle lock associated with the vehicle locking system. Further examples of the relevant locking functions of a motor vehicle are drive systems that provide motorized adjustment of the aforementioned locking elements.

[0003] The known control arrangement (US 2015 / 0330116 A1), from which the invention is based, relates to the operation of a motor vehicle locking system with a motor vehicle lock comprising a latch and a pawl as locking elements. The latch can be moved into a closed position in which it is engaged with the locking part and secured by the pawl. The motor vehicle lock is further equipped with an electric drive with which the pawl can be lifted, so that the latch, releasing the locking part, can be moved into its open position.

[0004] In order to meet the requirements for the safety of the power supply of such motor vehicle locks, the known control arrangement has a rechargeable energy storage arrangement, which ensures the electrical power supply of the motor vehicle locking system via an emergency supply voltage even in an emergency operation, in particular in the event of a failure of the normal supply voltage.

[0005] The energy storage arrangement of the known control system is formed by capacitors. Since individual capacitors have a limited voltage capability, several capacitors are connected in series for emergency power supply. Furthermore, the known control system includes a boost stage for the energy storage arrangement to achieve the required emergency supply voltage.

[0006] However, the problem here is that the series-connected capacitors negatively impact both the space requirements and the manufacturing costs of the control circuit. Furthermore, series-connected capacitors typically require a balancing circuit to ensure even charging of the capacitors, which also leads to a more complex design of the control circuit.

[0007] The invention is based on the problem of designing and further developing the known control arrangement for the operation of a motor vehicle locking system in such a way that an emergency supply voltage is provided in a particularly simple manner.

[0008] The above problem is solved by the use of a control arrangement according to the preamble of claim 1 by the features of the characterizing part of claim 1.

[0009] The proposed control arrangement is designed for the operation of a vehicle locking system, wherein the vehicle locking system comprises an electric drive with an electric drive motor. In normal operation, the electric drive is supplied by a standard supply voltage to provide a motorized locking function for an adjustable locking element of the vehicle. The term "drive motor" here encompasses all types of electric actuators, in particular rotary and linear actuators. Preferably, the drive motor is a rotary electric motor, which is further preferably configured as a brushed DC motor or a brushless DC motor.

[0010] The control arrangement includes an energy storage arrangement with at least one, preferably exactly one, energy storage device designed as a capacitor, wherein the energy storage arrangement provides an emergency electrical supply voltage for the electric drive in an emergency operation, in particular in the event of a failure of the normal supply voltage.

[0011] The energy storage arrangement has at least one boost stage which is connected downstream of the energy storage for generating the emergency supply voltage, wherein the boost stage boosts an electrical input voltage at an input of the boost stage to an electrical output voltage at an output of the boost stage.

[0012] The proposed solution represents a departure from the prior art concept of mandatorily equipping the energy storage arrangement with multiple capacitors connected in series. The proposed solution is based on the consideration of further developing the boost stage of the control arrangement instead of modifying the energy storage device.

[0013] Specifically, it is proposed that the energy storage arrangement for generating the emergency supply voltage includes a first boost stage downstream of the energy storage for generating the emergency supply voltage and a second boost stage downstream of the first boost stage.

[0014] By using at least two boost converters, the voltage drop from a single capacitor can be sufficient to provide the emergency power supply. In contrast to using a single boost converter with a comparatively high conversion factor, the efficiency of voltage boosting can be increased by using at least two boost converters in series. At the same time, simple and cost-effective boost converters can be used.

[0015] In the preferred embodiment, which is particularly easy to implement according to claim 2, the first boosting stage is identical to the second boosting stage, especially with regard to the boost factor. If more than two boosting stages are provided, all boosting stages can be of identical construction. Alternatively, the first boosting stage can differ from the second boosting stage, especially with regard to the boost factor, which can further improve the efficiency.

[0016] It is particularly preferred according to claim 3 that the capacitor is designed as a double-layer capacitor in order to achieve a high electrical power density. The design-related limitation of the maximum capacitor voltage that occurs with double-layer capacitors is not a problem with the proposed solution due to the design of the boost stages.

[0017] As already mentioned, the proposed control arrangement allows the use of an energy storage arrangement with only a single capacitor, in particular a single double-layer capacitor, which is a preferred embodiment according to claim 4.

[0018] In the equally preferred alternative embodiment according to claim 5, the energy storage arrangement comprises at least two capacitors, in particular at least two double-layer capacitors, which are connected in parallel to each other. The available capacitance can be increased by connecting the capacitors in parallel; for this purpose, in the further embodiment according to claim 6, the capacitors are permanently connected in parallel to each other.

[0019] Furthermore, redundancy for the energy storage arrangement can be created using multiple capacitors, particularly capacitors connected in parallel, whereby the emergency power supply can still be provided in the event of a capacitor failure. According to claim 7, a switching device is provided by which it is possible to switch between two capacitors of the energy storage arrangement to generate the emergency supply voltage.

[0020] Claim 8 relates to a preferred embodiment of the energy storage arrangement with a buck converter connected upstream of the energy storage device for charging it with the normal supply voltage. Claim 9 adopts the concept previously proposed for the emergency supply voltage for the buck converter, wherein the energy storage arrangement comprises a first buck converter connected upstream of the energy storage device for charging it and a second buck converter connected downstream of the first buck converter.

[0021] According to claim 10, the system is intended for use in a motor vehicle locking system comprising an electric drive with an electric drive motor and a proposed control arrangement. Furthermore, a motor vehicle lock is provided for the locking element of the motor vehicle, wherein the electric drive is provided for the motorized release of the locking pawl of the motor vehicle lock. The proposed solution can thus meet the special security requirements of motor vehicle locks.

[0022] The invention will now be explained in more detail with reference to a drawing that illustrates only one embodiment. The drawing shows Fig. 1 a schematic, perspective view of a motor vehicle with motor vehicle locking systems comprising motor vehicle locks and a motor vehicle lock in a partially disassembled side view, and Fig. 2 a schematic view of the control arrangement a) according to a first embodiment and b) according to a second embodiment.

[0023] According to a first teaching, the invention relates to the use of a control arrangement 1 for the operation of a motor vehicle locking system 2. The motor vehicle locking system 2 has an electric drive 3 with an electric drive motor 4, wherein in normal operation the electric drive 3 is supplied by a normal supply voltage in order to provide a motorized locking function for an adjustable locking element 5 of the motor vehicle 6.

[0024] The normal supply voltage used during normal operation is the supply voltage of the vehicle's electrical system 6, which is preferably provided by the vehicle's central battery. The central battery is preferably the battery that provides the electrical energy required for starting the vehicle 6 and / or for driving the vehicle 6.

[0025] A motorized locking function means that the adjustable locking element 5 of the motor vehicle 6 is adjusted, opened or closed, and / or locked or unlocked directly or indirectly by a movement generated by the electric drive 2.

[0026] Regarding the design of the locking element 5, reference may be made to the introductory statements, whereby in the present case in Fig. 1 The operating principle of the motor vehicle locking system 2 is illustrated for a locking element 5 designed as a tailgate. However, all descriptions also apply to all other types of locking elements 5 of the motor vehicle 6.

[0027] Fig. 2a Figures ) and b) show representations of the control arrangement 1, where, for the sake of simplicity, only components for the provision of an emergency supply voltage UN, as explained below, are depicted. Furthermore, the control arrangement 1 preferably includes control electronics (not shown) for implementing the control tasks arising in connection with the motorized closing functions. In particular, the control arrangement 1 is configured for controlling the electric drive 3.

[0028] As from Fig. 2 As can be seen, the control arrangement 1 has an energy storage arrangement 7 with at least one energy storage device configured as a capacitor 8, wherein the energy storage arrangement 7 provides an emergency electrical supply voltage UN for the electric drive 3 in emergency operation, in particular in the event of a failure of the normal supply voltage. The emergency supply voltage UN is provided here by means of the capacitor voltage UK of the at least one capacitor 8, as will be explained below.

[0029] The electric drive 3 is typically matched to the normal supply voltage, and in particular to the voltage of the central battery of the vehicle 6, with respect to the required drive voltage. The capacitor voltage UK of the capacitor 8 is lower than the normal supply voltage. The energy storage arrangement 7 has at least one boost stage 9, 10, which is connected downstream of the energy storage device to generate the emergency supply voltage UN. The boost stage 9, 10 boosts an electrical input voltage at an input of the boost stage 9, 10 to an electrical output voltage at an output of the boost stage 9, 10, so that the output voltage is higher than the electrical input voltage.

[0030] It is essential that the energy storage arrangement 7 for generating the emergency supply voltage UN has a first boost stage 9 downstream of the energy storage for generating the emergency supply voltage UN and a second boost stage 10 downstream of the first boost stage 9.

[0031] The first and second boost stages 9, 10 are preferably connected in series such that, in particular, the boost factors of the first and second boost stages 9, 10 are multiplied together. The boost factor is understood to be the ratio between the electrical output voltage and the electrical input voltage of a boost stage 9, 10. Since, as proposed, at least two boost stages 9, 10 are provided for generating the emergency supply voltage based on the capacitor voltage UK, a large voltage difference between the capacitor voltage UK and the required emergency supply voltage UN can be overcome. Furthermore, less stringent requirements can be placed on the specific design of the boost stages 9, 10.

[0032] In principle, more than two boosting stages 9, 10 can be connected in series, with, for example, a third boosting stage being connected downstream of the second boosting stage 10 to generate the emergency supply voltage UN. According to a preferred and in Fig. 2 However, in the illustrated design, exactly two boost levels, 9 and 10, are provided.

[0033] The boost stages 9 and 10 can be designed as independently configured electrical components, which are interconnected in the control arrangement 1. This configuration is advantageous because existing electrical components can be used in the control arrangement 1, and individual boost stages 9 and 10 can be retrofitted. Alternatively, the boost stages 9 and 10 can also be integrated together in a single electrical component, for example, an integrated circuit.

[0034] Preferably, the first boost stage 9 is identical to the second boost stage 10, particularly with regard to the boost factor, resulting in a particularly simple design of the control arrangement 1. In particular, the boost stages 9 and 10 each consist of electrical components with identical electrical nominal values, which are interconnected in the same way to form the respective boost stage 9 and 10.

[0035] Alternatively, the first boosting stage 9 can differ from the second boosting stage 10, particularly with regard to its boost factor. By selecting a suitable combination of different boosting stages 9 and 10, the boosting efficiency can be improved. Furthermore, a starting voltage can be provided for each boosting stage 9 and 10, which is understood to be a minimum electrical voltage required for the normal operation of the boosting stage 9 and 10. Preferably, if the boosting stages 9 and 10 have different configurations, the first boosting stage 9 should have a lower starting voltage than the second boosting stage 10. For example, the starting voltage of the second boosting stage 10 can be at least twice as high as the starting voltage of the first boosting stage 9.

[0036] The boost stages 9, 10 can each be constructed in various ways known per se. Preferably, at least one of the boost stages 9, 10 is configured as a boost converter. The boost stages 9, 10 can also be configured as a charge pump. Another conceivable configuration of the boost stages 9, 10 with discrete voltage boosting based on an AC voltage is possible, whereby, for example, Delon and / or Villard circuits can be provided. In the case of discrete boosting, the respective boost stage 9, 10 includes an arrangement for generating an AC voltage from the input voltage, for example, a chopper.In the variant mentioned above with differently designed first and second boost stages 9, 10, correspondingly different types of boost stages 9, 10 can be connected in series, for example one boost stage 9, 10 is a boost converter and another boost stage 9, 10 is a charge pump or performs a discrete boost.

[0037] In a particularly preferred embodiment, the capacitor 8 is configured as a double-layer capacitor. A double-layer capacitor is an electrochemical energy storage device. The energy is stored in an electrochemical double layer, also known as a "Helmholtz layer" ("Lexicon - Current Technical Terms from Computer Science and Telecommunications", 9th edition, 2007, VDF Hochschulverlag AG, page 86). Such a double-layer capacitor is also referred to as a "supercapacitor", "supercap", "ultracap", or similar terms. A double-layer capacitor can provide a high power density for the vehicle locking system 2.

[0038] The maximum voltage provided by the capacitor for the capacitor voltage UK is, in particular, a maximum of 3 V, and more specifically, a maximum of 2.7 V. The emergency supply voltage UN can, in particular, be one order of magnitude higher than the maximum voltage for the capacitor voltage UK. In particular, the emergency supply voltage is at least 10 V. The total boost factor of the series-connected boost stages 9, 10 is preferably at least 2, and more preferably at least 5.

[0039] According to the in Fig. 2a In the embodiment shown and thus particularly preferred, the energy storage arrangement 7 comprises a single capacitor 8, in particular a single double-layer capacitor. As already mentioned, the proposed solution, via the boost stages 9, 10, ensures the provision of the emergency supply voltage UN even at the correspondingly low capacitor voltage UK.

[0040] In the Fig. 2b In the alternative and also preferred embodiment shown in Figure 7, the energy storage arrangement 7 comprises at least two capacitors 8, in particular at least two double-layer capacitors, which are connected in parallel to each other. Consequently, an increased capacitance can be provided compared to a single capacitor 8.

[0041] In another, particularly simple embodiment, it is provided that the capacitors 8 are permanently connected in parallel to each other, so that the full capacity is always available in emergency operation.

[0042] However, as in, the preferred option is particularly as Fig. 2b Figure 11 shows a switching device 11 by which switching is possible between two capacitors 8 of the energy storage arrangement 7 to generate the emergency supply voltage UN. The switching device 11 can, in particular, switch the capacitors 8 based on their state of charge and, for example, switch the capacitor 8 with the higher state of charge to generate the emergency supply voltage UN. It is also conceivable that a second capacitor 8 is switched to generate the emergency supply voltage UN when the state of charge of a first capacitor 8 falls below a minimum value.

[0043] According to a further embodiment, control unit 1 is configured to charge the energy storage device. As in Fig. 2b As shown in the figure, the energy storage arrangement 7 preferably has at least one step-down stage 12, 13, which is connected upstream of the energy storage device for charging the energy storage device by the normal supply voltage, which is in Fig. 2b ) is designated as the charging voltage UL. The step-down converter 12, 13 steps down an electrical input voltage at an input of the step-down converter 12, 13 to an electrical output voltage at an output of the step-down converter 12, 13.

[0044] It is particularly preferred that the energy storage arrangement 7 comprises a first buck-reduction stage 12 upstream of the energy storage device for charging the energy storage device and a second buck-reduction stage 13 downstream of the first buck-reduction stage 12. Here too, the buck-reduction stages 12 and 13 can be identical or different, for example. Reference may be made to the above descriptions of the boost-reduction stages 9 and 10, which also apply accordingly to the buck-reduction stages 12 and 13.

[0045] Preferably, the use relates to the aforementioned motor vehicle locking system 2, which has an electric drive 3 with an electric drive motor 4 and a proposed control arrangement 1.

[0046] Here, and according to a particularly preferred embodiment of the motor vehicle locking system 2, a motor vehicle lock 14 is provided for the locking element 5 of the motor vehicle 6, wherein the motor vehicle lock 14 is in Fig. 1 The vehicle lock 14 is shown in a partially disassembled side view. It is equipped with a latch 15 pivotable about a latch axis 15a for engagement with a locking element 16 and a locking pawl 17 associated with the latch 15 and pivotable about a pawl axis 17a. The locking element 16 can be a locking bolt, a locking pin, or the like. For example, the vehicle lock 14 is arranged on a locking element 5, while the locking element 16 is fixed to the vehicle body 6.

[0047] The locking pawl 17 can be moved into a Fig. 1 The latch 15 is brought into the depicted, inverted position, in which it holds the latch 15 in the depicted closed position by means of a pawl pin 18. Furthermore, the pawl 17 can be lifted by motor using the electric drive 3. For this purpose, the drive motor 4 is preferably connected to the pawl 17 by a drive cable 19. The motorized lifting of the pawl 17 is described in Fig. 1 a pivoting of the locking pawl 17 clockwise around the locking pawl axis 17a. In principle, the locking pawl 17 can also be part of a locking pawl system consisting of two or more sequentially arranged locking pawls assigned to the lock latch 15.

[0048] The motorized release of the locking latch 17 is triggered, for example, by actuating a door handle 20. For this purpose, the door handle 20 is equipped with a sensor or the like, which detects an actuation of the door handle 20 and transmits the detection via a control connection to the control unit 1, which then activates the electric drive 3.

[0049] In addition to or instead of the locking function of the motor vehicle lock 14 described in more detail here, the motor vehicle locking system 2 can also have a drive arrangement for the motorized adjustment of a aforementioned locking element 5 of the motor vehicle, wherein the drive arrangement serves to motorize the adjustment, in particular the opening and / or closing, of the locking element 5. Further examples of locking functions are the motorized adjustment of operating elements such as control levers, door handles, as well as interior and exterior elements of the motor vehicle such as ventilation elements, interior mirrors, side mirrors, lighting, or the like.

Claims

1. Use of an energy storage arrangement (7) for a control arrangement (1) for the operation of a motor vehicle locking system (2), wherein the motor vehicle locking system (2) has an electric drive (3) having an electric drive motor (4), wherein the electric drive (3) is fed, during normal operation, by a normal supply voltage in order to provide a motorized locking function for an adjustable closing element (5) of the motor vehicle (6), wherein the energy storage arrangement (7) has at least one energy store in the form of a capacitor (8), wherein the energy storage arrangement (7) provides an electrical emergency supply voltage (UN) for the electric drive (3) in an emergency operating mode, in particular in the event of failure of the normal supply voltage, wherein the energy storage arrangement (7) has at least one boost stage (9, 10), which is connected downstream of the energy store to generate the emergency supply voltage (UN), wherein the boost stage (9, 10) boosts an electrical input voltage at an input of the boost stage (9, 10) into an electrical output voltage at an output of the boost stage (9, 10), characterized in that the energy storage arrangement (7), to generate the emergency supply voltage (UN), has a first boost stage (9) connected downstream of the energy store for generating the emergency supply voltage (UN) and a second boost stage (10) connected downstream of the first boost stage (9).

2. Use according to Claim 1, characterized in that the first boost stage (9) is identical to the second boost stage (10), in particular with regard to the boost factor, or in that the first boost stage (9) is different from the second boost stage (10), in particular with regard to the boost factor, preferably in that the first boost stage (9) has a lower starting voltage than the second boost stage (10).

3. Use according to Claim 1 or 2, characterized in that the capacitor (8) is in the form of a double-layer capacitor.

4. Use according to one of the preceding claims, characterized in that the energy storage arrangement (7) has a single capacitor (8), in particular a single double-layer capacitor.

5. Use according to one of Claims 1 to 3, characterized in that the energy storage arrangement (7) has at least two capacitors (8), in particular at least two double-layer capacitors, which are connected in parallel with one another.

6. Use according to Claim 5, characterized in that the capacitors (8) are permanently connected in parallel with one another.

7. Use according to one of the preceding claims, characterized in that provision is made for a switching device (11), by way of which it is possible to switch between two capacitors (8) of the energy storage arrangement (7) to generate the emergency supply voltage (UN) .

8. Use according to one of the preceding claims, characterized in that the energy storage arrangement (7) has at least one buck stage (12, 13) that is connected upstream of the energy store to charge the energy store with the normal supply voltage, and in that the buck stage (12, 13) steps down an electrical input voltage at an input of the buck stage (12, 13) into an electrical output voltage at an output of the buck stage (12, 13).

9. Use according to one of the preceding claims, characterized in that the energy storage arrangement (7) has a first buck stage (12) connected upstream of the energy store for charging the energy store and a second buck stage (13) connected downstream of the first buck stage (12).

10. Use according to one of the preceding claims in a motor vehicle locking system that has an electric drive (3) having an electric drive motor (4) and the control arrangement (1), characterized in that provision is made for a motor vehicle lock (14) for the closing element (5) of the motor vehicle (6), in that the motor vehicle lock (14) is equipped with a lock latch (15) for holding engagement with a locking part (16) and a pawl (17) assigned to the lock latch (15), and in that the electric drive (3) is intended for the motorized lifting of the pawl (17).

11. Use according to one of the preceding claims, characterized in that the motor vehicle locking system (2) has a drive arrangement for motorized adjustment of the closing element (5) of the motor vehicle (6), wherein the drive arrangement is used for motorized adjustment of the closing element (5) in the motorized locking function.

12. Use according to one of the preceding claims, characterized in that a motorized adjustment of an operating element, in particular a door handle and / or an exterior element, in particular a side mirror, is performed in the motorized locking function.