METHOD FOR OPERATING A MOTOR VEHICLE DOOR

Description

[0001] The invention relates to a method for operating a motor vehicle door, according to which the motor vehicle door is equipped, for example, with an actuator and / or a motor vehicle door lock as a power consumer and at least one sensor for detecting door movements, and according to which a control unit evaluating signals from the sensor is transferred from a rest mode to an operating state and back depending on the registered door movements.

[0002] The control unit is at least capable of evaluating the sensor signals. Typically, the control unit also serves to monitor and, if necessary, control the actuator and / or the vehicle door lock. The term "vehicle door" is to be interpreted broadly in this context and includes all flaps, lids, doors, etc., that are movable relative to a vehicle body, both inside and outside.

[0003] Such a method is described in DE 10 2006 058 723 A1. In fact, the aim here is to implement keyless access to a vehicle door. This involves a proximity sensor, which can be used to transfer a door control unit from a first operating state to a second operating state. These two operating states are, on the one hand, a sleep mode and, on the other, an operating state.

[0004] In addition to proximity sensors such as those used in the previously described generic prior art according to DE 10 2006 058 723 A1, acceleration sensors are also known in this context. An example of this is DE 10 2006 030 986 B4. This describes a device and method for controlling a vehicle door. The acceleration sensor can be used to detect the acceleration of the vehicle door or vehicle door.

[0005] DE 10 2007 062 472 B4 takes a similar approach. This document concerns a device for adjusting the actuating force of an actuator to assist an opening and / or closing movement. With the aid of an evaluation device, the actuating force of the actuator is adjusted to the respective operating situation of the door. For this purpose, an acceleration sensor located near the door handle is provided, among other things.

[0006] WO 2018 / 002158 A1 discloses a method for operating a motor vehicle door, according to which the motor vehicle door is equipped, for example, with an actuator as a power consumer and at least one sensor for detecting door movements, and according to which a control unit evaluating signals from the sensor is transferred from a rest mode to an operating state and back depending on the registered door movements.

[0007] The state of the art has generally proven itself when it comes to transitioning a control unit from a standby mode to an operating state and back again using a sensor in or on the associated vehicle door. However, correct functionality requires that the sensor itself and the control unit are always supplied with power. Given the numerous electrical loads or power consumers in a vehicle, there is a general need to reduce the standby current, or power consumption in standby mode. Improvements are still possible in this area.

[0008] The invention is based on the technical problem of further developing such a method for operating a motor vehicle door in such a way that the power consumption, particularly in standby mode, is further reduced compared to previous procedures.

[0009] To solve this technical problem, the invention proposes, in a generic method for operating a motor vehicle door, that the sensor, which is currentless in idle mode, generates a current pulse as a result of the door movement.

[0010] The basic procedure is that the control unit is woken up using the aforementioned current pulse and transitions from sleep mode to operating state. In sleep mode, the control unit is also, and usually, also de-energized. This means that, within the scope of the invention, sleep mode is characterized by both the sensor and the control unit evaluating the sensor being de-energized, i.e., they do not consume any quiescent current. The same applies to the power consumer.

[0011] Only when a door movement occurs does the sensor itself generate a current pulse. This current pulse from the sensor is used to wake up the control unit or to transfer it from its power-off sleep mode to the operating state.

[0012] For this purpose, the invention generally operates in such a way that the current pulse generated by the sensor as a result of the door movement activates a power supply unit assigned to the control unit. The power supply unit is thus initially switched on, or converted from its idle state (also without power) to the active state, with the aid of the current pulse generated by the sensor. As soon as the power supply unit is activated, it supplies power to the control unit and can then transition from the previously de-energized idle mode to the operating state. This means that the activated power supply unit converts the control unit from the idle mode to the operating state.

[0013] In this way, the quiescent current required according to the invention is significantly reduced compared to previous procedures. This is because in standby mode, both the control unit and the sensor, as well as the power supply unit that supplies the control unit with electrical energy, are each de-energized. Likewise, the power consumer(s). Only when a door movement occurs does the sensor trigger the generation of the current pulse. The current pulse produced by the sensor activates the power supply unit, which in turn supplies the control unit with the electrical energy required to transition it from its standby mode to the operating state. This type of energy management, with its observed consequences, was previously not considered possible.

[0014] The sensor performs a key function in that it not only detects the movements of the vehicle door in the operating state, but also generally ensures that, starting from the standby mode, the current pulse generated by its movement activates the power supply unit, which in turn then switches the control unit to the operating state. The same applies to the sensor. This represents the key advantages.

[0015] According to an advantageous embodiment, the sensor is an inductively operating acceleration sensor or a sensor that generates an electrical current induced by movement during its movement. This can be realized and implemented in detail and advantageously in such a way that the sensor is, in the simplest case, equipped with one or more coils and one or more permanent magnets that can be moved relative to them. The permanent magnet is advantageously arranged and aligned in such a way that, when the relevant motor vehicle door moves, it moves relative to the stationary coil(s), thereby inducing current in the coils. The current induced in this way then provides the current pulse that is used according to the invention to activate the power supply unit, which in turn switches the control unit from the standby mode to the operating state.In principle, the sensor can also be equipped with an appropriately operating induction unit.

[0016] For this purpose, the previously described induction unit assigned to the sensor can, for example, operate in a linear direction. This means that in this case, the bar-shaped permanent magnet, for example, moves linearly relative to one or more stationary coils. However, it is also fundamentally possible for the induction unit to operate rotary. In this case, one or more coils can be arranged in a circle. As soon as this circular arrangement rotates relative to a stationary permanent magnet, this again leads to an induction of electrical current in the coils, which can be used for the current pulse mentioned above.

[0017] According to the invention, the linear or rotary induction unit can now be used not only to generate the current pulse as a wake-up pulse. In principle, the linear or rotary induction unit can also be used as a sensor in its original form. This is because the acceleration of the permanent magnet moving linearly relative to the coils and the associated induced current signal represent a measure of the acceleration, just as the rotational speed does in the case of the rotary induction unit. This means that in this case, the sensor itself is designed as an inductive acceleration sensor. In principle, however, the induction unit can also be combined with another sensor, for example one based on semiconductors or designed as a Hall sensor. This means that the sensor can generally be designed as an inductive acceleration sensor and / or contain an induction unit.

[0018] Typically, the sensor is coupled to the power supply unit via a communications link. The communications link can be wireless or wired. The design is typically such that only the communications link is active in standby mode. In contrast, the sensor, the power supply unit, the control unit, and typically all power consumers controlled by the control unit are de-energized. Examples include the previously mentioned actuator and / or the vehicle door lock. In this way, an actuator that moves the vehicle door or supports its movement is de-energized in standby mode. This also applies, and in particular, when the vehicle door is open and at rest.Only when the control unit is transferred from sleep mode to operating mode using the current pulse generated by the sensor does the control unit, in conjunction with the activated power supply unit, ensure that the actuator can then support the movement of the vehicle door as desired. This is, of course, only an example.

[0019] Typically, the control unit and sensor are located in a door leaf of the vehicle. In contrast, the power supply unit is usually located on the body side. This results in significantly reduced power consumption compared to previous designs, especially in standby mode. This represents the main advantages.

[0020] The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment; in the drawings: Fig. 1A-1C schematically shows the method according to the invention and a motor vehicle door operated according to the method, and Fig. 2 shows the motor vehicle door and the sensor in detail, and Fig. 3 schematically shows the sensor signal over time.

[0021] The figures show a motor vehicle door 1, which can be pivoted about an axis 3 with its door leaf 2 from a closed position indicated by a dash-dotted line into an open position shown by a solid line. In the exemplary embodiment, the motor vehicle door 1 is a motor vehicle side door, a motor vehicle flap, a fuel filler flap, etc. This means that the term motor vehicle door 1 is to be interpreted broadly and ultimately encompasses all flaps, closures, etc. that can be moved relative to a vehicle body. This can also include flaps located inside the vehicle body, such as a glove compartment flap. Likewise, the term motor vehicle door 1 includes motor vehicle doors, motor vehicle flaps, motor vehicle lids, etc. that can be moved in a rotational, sliding, or other manner.

[0022] Within the scope of the invention, the motor vehicle door 1 in question is equipped with an actuator 4. The actuator 4 may act on or in the area of ​​the axle or rotation axis 3 and ensures that the door leaf 2 can be opened or closed with its help, or that a pivoting movement of the door leaf 2 initiated by a user is supported. The actuator 4 is therefore a power consumer.

[0023] The basic structure also includes a sensor 5 in conjunction with a control unit 6. It can be seen that the control unit 6 and the sensor 5 are arranged in the door leaf 2 of the motor vehicle door 1. This is, of course, not mandatory, and within the scope of the invention, it is only important that the sensor 5 can be used to detect door movements of the motor vehicle door 1 or the door leaf 2. For this purpose, signals from the sensor 5 can be detected using the control unit 6 depending on the registered door movements.

[0024] The control unit 6 can now be transferred from a standby mode to an operating state and back. The standby mode of the control unit 6 is characterized in that not only the control unit 6 but also the actuator 4 actuated by the control unit 6 are de-energized. The same applies to the sensor 5. In order to transfer the control unit 6 from the standby mode to the operating state and thus ensure that the actuator 4 is controlled by the control unit 6 and can support the movement of the door leaf 2 as described, according to the invention the sensor 5, which is also de-energized in the standby mode, ensures that a current pulse is generated by the door movement.

[0025] With the help of the current pulse, the control unit 5 is awakened and transferred from sleep mode to the operating state. To this end, the invention proceeds in detail such that the sensor 5 according to the exemplary embodiment is designed as an inductively operating acceleration sensor and has an induction unit 5. According to the exemplary embodiment, the sensor 5 and the induction unit 5 are synonymous or coincide. However, it is also possible in principle for the sensor 5 to contain or have the induction unit 5 and additionally be equipped with a sensor element in the form of a semiconductor sensor, a Hall sensor, etc., in order to be able to detect the door movements of the motor vehicle door 1 with its aid. This, however, is not shown.

[0026] The induction unit 5 or the sensor 5 according to the embodiment now works in such a way that, as shown by the Figure 2 the induction unit 5 with a linear in the in the Figure 2is equipped with a permanent magnet 7 that can be moved back and forth in the direction of the arrow. This permanent magnet 7 moves relative to two stationary coils 9. The permanent magnet 7 is not only held and guided inside the coils 9, but springs 8 provided on one or both sides ensure that the permanent magnet 7 is not damaged during its linear movement, but rather experiences elastic braking at each end.

[0027] The two coils 9 are each connected to the control unit 6. Instead of the Figure 2 Alternatively or additionally to the linearly operating induction unit 5 shown, a rotary induction unit 5, as already explained in the introduction to the description, can also be used.

[0028] In any case, a movement of the motor vehicle door 1 or its door leaf 2 around the axis 3 in the example case results in the associated linear movement of the permanent magnet 7 inducing an electric current in the coils 9, which according to the diagram in the Fig. 3 This leads to an increase in the sensor signal or sensor current I starting from the de-energized state (0). This corresponds to a wake-up pulse generated by sensor 5. This wake-up pulse or current pulse from sensor 5 ensures that control unit 6 is awakened. As a result, control unit 6 transitions from the de-energized sleep mode to the operating state.

[0029] In order to realize and implement this in detail, the current pulse or wake-up pulse in question generated by the sensor 5 through the movement of the motor vehicle door 1 ensures that a power supply unit 10 assigned to the control unit 6 is activated. When comparing the Fig. 1A-1C with the Fig. 2 It can be seen that the power supply unit 10 is provided on the body side, whereas the control unit 6 and the sensor 5 are arranged in the door leaf 2 of the motor vehicle door 1. The sensor 5 is now coupled to the power supply unit 10 via a communication connection 11. In fact, it can be seen from the Fig. 2 that the sensor 5 is electrically continuously connected to the communication connection 11, whereas the coupling of the sensor 5 to the control unit 6 can be optionally realized, which is indicated by a corresponding dashed connection.

[0030] In this way, the current pulse or wake-up pulse generated by sensor 5 upon movement of door leaf 2 and thus of motor vehicle door 1 ensures that the power supply unit 10 assigned to control unit 6 is initially activated. The power supply unit 10 activated in this way then transitions control unit 6 from sleep mode to the operating state. For this purpose, power supply unit 10 is coupled to control unit 6, so that when the power supply unit 10 is activated, control unit 6 immediately transitions from its previously de-energized state in sleep mode to the operating state. The same may apply to sensor 5.

[0031] The communication connection 11 shown in the figures between the sensor 5 and the power supply unit 10 can be realized and implemented either wired or wirelessly, or both. The overall design is such that in sleep mode, only the communication connection 11 is active in order to send the current pulse or wake-up pulse generated by the sensor 5 directly to the power supply unit 10 when the motor vehicle door 1 moves. The power supply unit 10 is then activated and, in turn, subsequently transfers the control unit 6 from sleep mode to the operating state. In contrast, in sleep mode, both the sensor 5 and the control unit 6 and the power supply unit 10 are de-energized.

[0032] In the Fig. 1A-1C The individual phases of the transition from sleep mode to operating mode are now shown. Figure 1AThe sleep mode of the motor vehicle door 1 or the door leaf 2 is shown. The power supply unit 10 is deactivated, which corresponds to the state "0". This sleep mode is entered as soon as the Figure 3 shown sensor signal or the current I emitted by the sensor 5 is below a threshold value I 0 . Instead of the threshold value I 0 , a threshold value band can also be evaluated. At the same time, when the sensor signal falls below the threshold value I 0 , a time period is registered. This includes the initial time t 1 . If over a period of time from t 1 to t 2 the sensor signal is permanently below the specified threshold value I 0 in the Figure 3 the control unit 6, the sensor 5 and the power supply unit 10 go into sleep mode. This includes the functional state in the Figure 1A .

[0033] If, based on this, the motor vehicle door 1 or its door leaf 2 is moved, as the Figure 1B This initially ensures that sensor 5 generates the previously mentioned current pulse or wake-up pulse. This corresponds to a Figure 3 indicated current increase starting from the currentless state. The wake-up pulse may correspond to a time period up to time t0, in which case the previously mentioned threshold value I0 of the sensor signal or another threshold value may be exceeded, and this corresponds to the transition from the previously assumed sleep mode to the subsequent operating state.

[0034] In any case, this wake-up pulse or current pulse from sensor 5 ensures that during the transition from the Figure 1B to Figure 1Cthe power supply unit 10 is transferred from its previously assumed deactivated state (0) to the activated state (1). The power supply unit 10, activated in this way, now ensures that the control unit 6 transitions or is transferred from the idle mode to the operating state. This has the consequence that the previously de-energized actuator 4 is then also controlled and can be controlled with the help of the control unit 6, so that the door leaf 2 is actuated by the actuator 4. Of course, instead of the actuator 4, any other conceivable power consumer in or on the motor vehicle door 1 can also be activated with the help of the control unit 6, for example a motor vehicle door lock. However, this is not shown. The control unit 6 can then register the movements of the door leaf 2 generated by the actuator 4 with the help of the sensor 5 and control the actuator 4 accordingly. List of reference symbols

[0035] Motor vehicle door 1 Door leaf 2 Axis 3 Actuator 4 Sensor, induction unit 5 Control unit 6 Permanent magnet 7 Springs 8 Coils 9 Power supply unit 10 Communication connection 11 Sensor signal, sensor current I State (0)

Claims

1. Method for operating a motor vehicle door (1), according to which method the motor vehicle door (1) is equipped, for example, with an actuator (4) and / or a motor vehicle door latch in the form of a current consumer, and at least one sensor (5) for detecting door movements, and according to which a control unit (6) that evaluates signals from the sensor (5) is transferred from a rest mode into an operating state and back again according to the recorded door movements, characterized in that the door movement causes the sensor (5) that is de-energized in the rest mode to generate a current pulse.

2. Method according to claim 1, characterized in that the control unit (6) is woken up by means of the current pulse from the sensor (5), and transitions from the rest mode into the operating state.

3. Method according to either claim 1 or claim 2, characterized in that the current pulse activates a power supply unit (10) assigned to the control unit (6).

4. Method according to claim 3, characterized in that the activated power supply unit (10) transfers the control unit (6) from the rest mode into the operating state.

5. Method according to any of claims 1 to 4, characterized in that the sensor (5) is coupled to the power supply unit (10) via a communication link (11).

6. Method according to claim 5, characterized in that the communication link (11) operates wirelessly or by wire.

7. Method according to either claim 5 or claim 6, characterized in that, in the rest mode, only the communication link (11) is active, while the sensor (5), the power supply unit (10) and the control unit (6), as well as the current consumers, are in each case de-energized.

8. Method according to any of claims 1 to 7, characterized in that the control unit (6) and the sensor (5) are arranged in a door leaf (2) of the motor vehicle door.

9. Method according to any of claims 1 to 8, characterized in that the power supply unit (10) is provided on the vehicle body.

10. Method according to any of claims 1 to 9, characterized in that the sensor (5) is designed as an inductively operating acceleration sensor and / or has an induction unit (5).