Control assembly for operating a motor vehicle locking system

Abstract

The invention relates to a control assembly for operating a motor vehicle locking system (2), wherein: the motor vehicle locking system (2) has a drive (3) with an electric drive motor (4); the control assembly (1) actuates the drive (3) in order to provide a motorised locking function for an adjustable locking element (5) of the motor vehicle (6); the control assembly (1) has an electric, chargeable energy store (10); in emergency operation, in particular in the event of the failure of a normal supply voltage, the energy store (10) provides an electric emergency supply voltage; and the control assembly (1) has a charging controller (11) for ensuring a target charging state of the capacitor (10) by way of a defined charging strategy. According to the invention, a plurality of modes of operation relating to the driving state of the motor vehicle (6) are provided and are associated with respective charging strategies, and the charging controller (11) implements the charging strategy associated with the current mode of operation of the motor vehicle (6).

Description

[0001] Control arrangement for operating a motor vehicle locking system

[0002] The present invention relates to a control arrangement for operating a motor vehicle locking system according to the preamble of claim 1, a motor vehicle locking system according to claim 12 and a method for operating a motor vehicle locking system according to the preamble of claim 14.

[0003] The motor 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, or the like. These locking elements can generally be designed as pivoting or sliding doors. The motorized locking function particularly relates to a motor vehicle lock assigned to the motor vehicle locking system.

[0004] The known prior art (DE 10 2019 122 109 A1), from which the invention is based, relates to the operation of a motor vehicle locking system with a motor vehicle lock having a lock latch and a pawl as locking elements. The lock latch can be moved into a closed position in which it is in holding engagement with the locking part and in which it is fixed by the pawl. The motor vehicle lock is further equipped with an electric drive with which the pawl can be lifted out, so that the lock latch can be adjusted to its open position, releasing the locking part.

[0005] To meet the power supply safety requirements of such automotive locksmiths, a rechargeable energy storage device can be provided, ensuring the electrical power supply to the vehicle locking system via an emergency supply voltage even in emergency operation, particularly in the event of a normal supply voltage failure. One challenge is that the charge level of the energy storage device, as a safety-relevant aspect, must be reliably maintained throughout the entire service life of the vehicle locking system. The energy storage device can be maintained at high charge levels for long periods of time and at various temperatures, which places high demands on the energy storage device in terms of robustness against aging effects.

[0006] The invention is based on the problem of designing and developing the known control arrangement in such a way that the reliability of the emergency power supply is further improved.

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

[0008] The invention is based on the realization that the energy storage device does not need to have the highest possible state of charge under all operating conditions of the motor vehicle. Rather, the fundamental idea is that the state of charge setting can be specifically adjusted in specific driving conditions of the motor vehicle in order to reduce the load on the energy storage device.

[0009] In detail, it is proposed that several operating modes are provided which are directed towards the driving state of the motor vehicle and to which respective charging strategies are assigned, and that the charging circuit implements the charging strategy assigned to the current operating mode of the motor vehicle.

[0010] Particularly preferred according to the embodiment according to claim 2 is the distinction between a parking mode and a driving mode of the motor vehicle. Since the probability of emergency operation occurring in parking mode is lower than in driving mode, a charging strategy that places less strain on the service life of the energy storage device can be implemented for parking mode.

[0011] Particularly preferably, according to claim 3, for the various

[0012] Different operating modes can be mapped to different target charging states. However, different design of other aspects of the charging strategy, such as a charging power dependent on the operating mode, is also conceivable.

[0013] The proposed solution enables, among other things, the use of at least one capacitor for the energy storage device with high operational reliability, which is the subject of claim 4. In particular, the service life of a double-layer capacitor can be optimized, which provides a high power density for emergency operation of the vehicle shooting system.

[0014] Preferred embodiments of the charging strategies of parking mode and driving mode are specified in claim 5. A reduction of the target charge level in parking mode of at least 5%, more preferably at least 10%, has proven advantageous for improving the service life of the energy storage device while simultaneously ensuring rapid availability when switching to driving mode.

[0015] Further optimization of the use of the energy storage device is achieved in the embodiment according to claim 6 by taking temperature dependence into account in at least one of the charging strategies. The embodiment according to claim 7 relates to such a temperature dependence for the driving mode, whereby a reduction in the target state of charge with higher temperatures leads to an improvement in the service life.

[0016] In particular, the charging strategy in parking mode according to claim 8 can be independent of the temperature, wherein, among other things, the state of charge of the energy storage device in parking mode can already be sufficiently reduced for high temperatures. Claim 9, on the other hand, describes an embodiment with a temperature-dependent charging strategy in parking mode, whereby in particular the difference between the states of charge of the various operating modes can be kept small in order to allow a rapid change of the operating modes. In the embodiment according to claim 10, in order to optimize the state of charge, it is provided that the energy storage device is first deliberately brought to a higher state of charge, whereby any subsequent self-discharge of the energy storage device can be easily compensated. Accordingly, a change between operating modes and in particular the respective states of charge can be effected particularly reliably.

[0017] According to a further teaching according to claim 12, which has independent significance, a motor vehicle locking system is claimed comprising a drive with an electric drive motor for providing a motorized locking function for an adjustable closure element of a motor vehicle and a control arrangement according to the proposed method. Reference is made to all statements regarding the proposed control arrangement.

[0018] In the preferred embodiment according to claim 13, a motor vehicle lock is further provided for the locking element of the motor vehicle, wherein the electric drive is provided for the motorized lifting of the locking pawl of the motor vehicle lock. The proposed solution can take into account the special security requirements of motor vehicle locksmiths.

[0019] According to a further teaching according to claim 14, which also has independent significance, a method for operating a motor vehicle locking system is claimed. It is essential that several operating modes are provided, each of which is directed at the driving state of the motor vehicle, to which respective charging strategies are assigned, and that the charging strategy assigned to the current operating mode of the motor vehicle is implemented by means of the charging circuit. Reference is made to all statements regarding the proposed control arrangement and the proposed motor vehicle locking system.

[0020] The invention will be explained in more detail below with reference to a drawing illustrating exemplary embodiments. In the drawing, Fig. 1 shows a motor vehicle door with a motor vehicle locking system comprising a motor vehicle lock and a proposed control arrangement in a respective perspective view.

[0021] Fig. 2 is a schematic representation of the proposed

[0022] Tax order and

[0023] Fig. 3 a) an example of the state of charge and b) a

[0024] Temperature dependence of charging strategies in different operating modes.

[0025] The invention relates to a control arrangement 1 for the operation of a motor vehicle locking system 2. The motor vehicle locking system 2 has a drive 3 with an electric drive motor 4, wherein in normal operation the drive 3 is fed in particular by a normal supply voltage in order to provide a motorized locking function for an adjustable locking element 5 of the motor vehicle 6.

[0026] The term "drive motor" 3 herein encompasses all types of electric actuators, in particular rotary and linear actuators. The drive motor 4 is preferably a rotary electric motor, which is further preferably configured as a brushed DC motor or a brushless DC motor. A standard supply voltage used during normal operation is preferably a supply voltage of the on-board electrical system of the motor vehicle 6, which is preferably provided by the central battery of the motor vehicle 6. The central battery is preferably the battery that provides the electrical energy required for starting the motor vehicle 6 and / or for driving the motor vehicle 6.

[0027] A motorized locking function is understood to mean 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 3. Regarding the design of the locking element 5, reference is made to the introductory explanations, whereby Fig. 1 illustrates the functionality of the motor vehicle locking system 2 for a locking element 5 designed as a side door. However, all explanations also apply to all other types of locking elements of the motor vehicle 6.

[0028] The control arrangement 1 preferably has control electronics for implementing the control tasks associated with the motorized locking functions. Here, the control arrangement 1 is configured to control the electric drive 3, with a drive controller 7 preferably being provided to control the drive 3, which controller controls, for example, a driver unit 8 for the drive motor 4. The drive controller 7 further monitors the presence of an operating event, which is transmitted, for example, as an operating signal from an actuating element such as a door handle 9. Upon receipt of an operating signal, the control arrangement 1 can trigger the drive 3. The drive controller 7 is preferably equipped with a microcontroller.

[0029] The control arrangement 1 has an electrical, rechargeable energy storage device 10, which provides an electrical emergency supply voltage for the electric drive 3 in emergency operation, particularly in the event of a failure of the normal supply voltage, a crash, or the like. The emergency supply voltage is provided based on the electrical energy storage voltage of the energy storage device 10 and, in emergency operation, can supply electrical energy not only to the drive 3 but also to other parts of the control arrangement 1, such as the drive controller 7.

[0030] The control arrangement 1 further comprises a charging circuit 11 for providing a target charge level of the energy storage device 10 via a predetermined charging strategy. The charging circuit 11 implements the charging strategy, which is aimed at bringing the charge level of the energy storage device 10 to the target charge level and maintaining it approximately there. The charging circuit 11 can, for example, have a charging controller that regulates the charge level to the target charge level. In particular, the charging controller can perform a time-controlled, for example cyclical, charging and / or discharging of the energy storage device 10. In this respect, the charge level of the energy storage device 10 does not necessarily have to be constantly maintained at the target charge level using the charging strategy.

[0031] Charging is preferably performed based on the standard supply voltage. In a preferred embodiment, the charging circuit 11 has a pulse module 12 for pulsed, in particular pulse-width modulated, charging. The pulse module 12 supplies a pulsed charging voltage directly to the energy storage device 10, preferably without the need for additional interposed elements that change the charging voltage. A converter can also be provided that converts a step-down of the standard supply voltage to a charging voltage.

[0032] In addition to the respective target charge level, the charging strategy preferably contains general specifications regarding how the target charge level is to be achieved. In this respect, the charging strategy can contain one or more parameters that help determine the course of a charging process. For example, in the case of cyclic charging mentioned above, the cycle can be determined via the charging strategy.

[0033] It is now essential that several operating modes are provided which are directed towards the driving state of the motor vehicle 6 and to which respective charging strategies are assigned, and that the charging circuit 11 implements the charging strategy assigned to the current operating mode of the motor vehicle 6.

[0034] The operating modes are directed towards the driving state of the motor vehicle 6. The current operating mode is therefore determined based on aspects relating to the driving state, such as the activation or deactivation of the drive, the speed of the motor vehicle 6, a change in the state of the motor vehicle locking system 2, such as unlocking or securing the motor vehicle 6 against theft, an operator entering the vehicle, the registration of a crash signal, or the like. The respective current operating mode can, for example, be transmitted to the control arrangement 1 by another component of the motor vehicle 6, such as a central motor vehicle control system 13. The control arrangement 1 itself can also determine the current operating mode if this is predetermined, for example, based on a state of the motor vehicle locking system 2, such as unlocking or securing theft.

[0035] Preferably, the respective charging strategy, for example via values ​​of the target charge state and other parameters, is stored in the control arrangement 1 and is called up when the operating mode is changed.

[0036] Particularly preferably, a parking mode and a driving mode of the motor vehicle 6 are predefined as operating modes, and a charging strategy that differs from the driving mode is assigned to the parking mode. The parking mode is preferably entered when the motor vehicle 6 is stationary, in particular when the drive is switched off and / or the motor vehicle 6 is anti-theft protected. The driving mode can correspond to an activated drive, the motor vehicle 6 reaching a minimum speed, unlocking, and / or the activation of an automatic central locking system with the commencement of driving operation of the motor vehicle 6.

[0037] This design is based on the realization that the motor vehicle 6 generally remains in parking mode for the majority of the time, whereby the risk of emergency operation occurring, particularly due to a crash, is low. Consequently, the charging strategy in parking mode can preferably be aimed at increasing the service life of the energy storage device 10. In ferry operation, however, the goal can be to charge the energy storage device 10 as extensively as possible to increase safety.

[0038] It is particularly preferred that the control arrangement 1, in the charging strategy, specifies a target charge level, in particular a target energy storage voltage, of the energy storage device 10, which is dependent on the operating mode. The charge level is generally understood to be a quantitative measure of the energy stored in the energy storage device 10. Different values ​​for the target charge level can be provided for different operating modes. Particularly in the case of electrochemical energy storage devices 10, a target charge level can be selected for certain operating modes, such as parking mode, which is lower than a maximum permissible charge level.

[0039] It is also conceivable for the control arrangement 1 to specify, in the charging strategy, a target charging profile of the energy storage device 10 that depends on the operating mode, in particular via a target charging power. For example, for certain operating modes, such as parking mode, a target charging power that is reduced compared to the driving mode can be used by the charging circuit 11.

[0040] In a particularly preferred embodiment, the energy storage device 10 has at least one capacitor 14, preferably at least one double-layer capacitor. A double-layer capacitor has an electrochemical double layer, also known as a "Helmholtz layer." Such a double-layer capacitor is also referred to as a "supercapacitor," "supercap," "ultracap," or the like. The emergency supply voltage is provided here and preferably based on the capacitor voltage of the at least one capacitor 14. When using multiple capacitors 14, the capacitors 14 can generally be connected in series and / or parallel. In addition to the capacitor 14, the energy storage device 10 can have further storage elements, such as primary and / or secondary cells.

[0041] In a particularly preferred embodiment, the energy storage device 10 has a single capacitor 14, in particular a single double-layer capacitor. Here, the energy storage device 10 preferably has a boost stage 15 connected downstream of the at least one capacitor 14. The boost stage 15 is configured to boost the capacitor voltage of the at least one capacitor 14 to the emergency supply voltage. In the charging strategy, the control arrangement 1 can specify a target capacitor voltage of the at least one capacitor 14 that depends on the operating mode. The capacitor voltage can therefore be used as a measure of the state of charge of the energy storage device 10.

[0042] As already mentioned, a preferred embodiment provides for a lower target charge level for the parking mode than for the driving mode. Preferably, a target charge level, in particular a target energy storage voltage, is selected to be at least 5%, more preferably at least 10%, lower for the parking mode than for the driving mode.

[0043] Fig. 3a) shows an example of a curve for the capacitor voltage Use as a function of time t. Up to time t1 and after time t2, the motor vehicle 6 is in drive mode "D." Between times t1 and t2, the motor vehicle 6 is in parking mode "P." The respective target capacitor voltage is selected differently for the operating modes as described and is shown as a dotted line. The resulting capacitor voltage Use is shown as a solid line.

[0044] Alternatively or additionally, other aspects of the charging process can be specified using different charging strategies. For example, the charging power in parking mode is lower, preferably at least 5%, and more preferably at least 10% lower, than in driving mode.

[0045] In the preferred embodiment shown in Fig. 3a), cyclical charging of the energy storage device 10 is implemented in the charging strategy. Here, and preferably, the cycles can be selected differently with regard to the duration of a charging process and / or the time interval between the charging processes in driving mode and parking mode. In the respective active phase, which is shown as Δt in Fig. 3a), the state of charge is adjusted to the target state of charge, while the charging circuit 11 pauses between the active phases. The state of charge, here the capacitor voltage Use, drops accordingly between the active phases via self-discharge. It is particularly preferably provided that at least one of the charging strategies, and in particular the target state of charge contained in the charging strategy, is predetermined as a function of temperature.

[0046] Preferably, the target state of charge and / or at least one parameter of the charging strategy is dependent both on the operating mode and a function of a temperature value. The temperature values ​​are preferably representative of the temperature of the control arrangement 1, in particular of the energy storage device 10. In particular, it is provided that the control arrangement 1 has a temperature sensor for determining the temperature value. The temperature sensor can, for example, be integrated into a component of the control arrangement 1 and / or attached to the energy storage device 10, for example to the capacitor 14. It is also conceivable that the temperature value is transmitted to the control arrangement 1, for example from the central motor vehicle control system 13, wherein the temperature value can also be representative of the temperature of the environment of the motor vehicle 6.

[0047] Furthermore, it is preferably provided here that a temperature-dependent charging strategy is assigned to the driving mode, preferably that the charging strategy assigned to the driving mode provides a temperature-dependent target charge level, with lower target charge levels being specified with higher temperature values. The target charge level is preferably a monotonically decreasing function of the temperature value. The resulting reduction in the charge level at higher temperatures can optimize the service life of the energy storage device 10, particularly when using at least one capacitor 14.

[0048] In a further embodiment, a temperature-independent charging strategy is assigned to the parking mode. In particular, a temperature dependency in the parking mode can be dispensed with by lowering the target charge level when switching to parking mode.

[0049] Preferably, the charging strategy assigned to the parking mode provides a temperature-independent target charge level that is less than or equal to the lowest target charge level of the charging strategy assigned to the driving mode. This makes it easy to ensure that the energy storage device 10 is not affected in the parking mode even if a maximum temperature occurs during use of the motor vehicle locking system 2.

[0050] However, an alternative embodiment provides for a temperature-dependent charging strategy to be assigned to the parking mode. The charging strategy assigned to the parking mode can provide a temperature-dependent target charge level, with higher temperature values ​​specifying lower target charge levels.

[0051] In principle, a lower target charge level can be specified for the parking mode than for the driving mode, at least over a range of temperature values. Preferably, at least over the range of temperature values, in particular over the entire range of temperature values ​​provided for the operation of the motor vehicle locking system 2, a target charge level, in particular a target energy storage voltage, for the parking mode is selected to be at least 5%, more preferably at least 10%, lower than for the driving mode.

[0052] It is conceivable that a temperature-dependent charging strategy is assigned to the parking mode and a temperature-independent charging strategy is assigned to the driving mode. In the particularly preferred embodiment, illustrated in Fig. 3b) using target capacitor voltages for different temperatures, a respective temperature-dependent charging strategy is provided for both the parking mode and the driving mode.

[0053] According to a further embodiment, in at least one charging strategy, and in particular for changing the current operating mode from parking mode to driving mode, it is provided that the charging circuit 11 first charges the energy storage device 10 until a predetermined overcharge charge level is reached, which is higher than the target charge level, and then brings about the reaching of the target charge level. Preferably, when changing the operating mode, the first charging process is charging until the overcharge charge level is reached. Accordingly, the energy storage device 10 is first deliberately brought to a higher voltage or a higher charge level, whereby self-discharge effects can be compensated for in order to reach the target charge level quickly and reliably. As an example, Fig. 3a) shows a targeted, time-limited increase in the target capacitor voltage following time t2.

[0054] "Effecting" the target charge level being reached refers to both active and passive measures by the control arrangement 1 that are suitable for achieving the target charge level. This also includes omitting further charging by the charging circuit, whereby the target charge level is achieved, for example, via self-discharge. Targeted discharging of the energy storage device 10 can be provided as an active measure.

[0055] In a preferred embodiment, it is generally provided that in at least one of the charging strategies, and in particular for a change of the current operating mode from driving mode to parking mode, an active discharging of the energy storage device 10 is provided by the control arrangement 1. "Active discharging" here means that the control arrangement 1 takes measures to discharge the energy storage device 10 that go beyond the pure self-discharge of the energy storage device 10.

[0056] In a particularly preferred embodiment, the control arrangement 1 operates at least one further component, preferably at least the drive control 7, for actively discharging the energy storage device 10. For example, at least one further component of the control arrangement 1 can be kept active for a limited time and supplied by discharging the energy storage device 10 until the desired charge state is reached.

[0057] Particularly preferably, for a change in operating mode with a reduction in the target charge level, in particular for a change in the current operating mode from drive mode to parking mode, the control arrangement 1 can be supplied from the energy storage device 10 to effect active discharging. For example, the control arrangement 1 only accesses the normal supply voltage, which is actually available during normal operation, for its own energy supply when the target charge level assigned to the parking mode has been at least partially reached.

[0058] In a further embodiment, the charging circuit 11 has a discharge resistor, which is supplied with the energy storage voltage for active discharging. Consequently, the state of charge can be quickly adjusted, particularly if the target state of charge drops due to a change in the current operating mode.

[0059] According to a further teaching, a motor vehicle locking system 2 is proposed, comprising a drive 3 with an electric drive motor 4 for providing a motorized locking function for an adjustable locking element 5 of a motor vehicle 6, and a proposed control arrangement 1. Reference may be made to all statements regarding the proposed control arrangement 1.

[0060] Furthermore, it is preferably provided here that a motor vehicle lock 16 is provided for the locking element 5 of the motor vehicle 6, that the motor vehicle lock 16 is equipped with a lock latch 17 for the holding engagement with a locking part and a pawl 18 assigned to the lock latch 17, and that the electric drive 3 is provided for the motorized lifting of the pawl 18. Particularly preferably, the control arrangement 1 is integrated into a housing of the motor vehicle lock 16.

[0061] The motor vehicle lock 16 is shown in Fig. 1 in a partially disassembled perspective view and is equipped with a pivoting lock latch 17 for the holding engagement with a locking part (not shown) and at least one pawl 18 associated with the lock latch 17. The locking part can be a striker, a locking bolt, or the like. For example, the motor vehicle lock 16 is arranged on the locking element 5, while the locking part is arranged fixedly to the body of the motor vehicle 6.

[0062] The at least one pawl 18 forms a pawl system and can be brought into a locked state (not shown), in which the pawl system holds the lock latch 17 in a closed position. Furthermore, the pawl system can be motor-driven into an open state by means of the electric drive 3, whereby the pawl system releases the lock latch 17. For this purpose, the drive motor 4 is connected to the pawl system via a drive train 19 of the drive 3.

[0063] As an alternative to the previously mentioned integration of the control arrangement 1 into the motor vehicle lock 16, it is also conceivable for the control arrangement 1 to be part of a separate control unit 20 for the motor vehicle lock 16. Examples of such a control unit 20 are a flap control unit and a door control unit, which can also perform further electronic functions in the locking element 5.

[0064] In addition to or instead of the locking function of the motor vehicle lock 16 explained in more detail here, the motor vehicle locking system 2 can also have a drive arrangement for motor-driven adjustment of an aforementioned locking element 5 of the motor vehicle 6, wherein the drive arrangement serves for motor-driven adjustment, in particular opening and / or closing, of the locking element 5. Further examples of locking functions include motor-driven adjustment of control elements as well as interior and exterior elements of the motor vehicle 6, such as fan elements, interior mirrors, side mirrors, lighting, or the like.

[0065] According to a further teaching, a method for operating a motor vehicle locking system 2 is proposed, wherein the motor vehicle locking system 2 has a drive 3 with an electric drive motor 4, wherein the drive 3 is controlled by means of a control arrangement 1 in response to an operating event in order to provide a motorized closing function for an adjustable closure element 5 of the motor vehicle 6, wherein the control arrangement 1 has an electrical, rechargeable energy store 10, wherein the energy store 10 provides an electrical emergency supply voltage in emergency operation, in particular in the event of a failure of a normal supply voltage, that the control arrangement 1 has a charging circuit 11 by means of which a target charge state of the energy store 10 is provided via a predetermined charging strategy.

[0066] It is provided that several operating modes are provided, depending on the driving state of the motor vehicle 6, to which respective charging strategies are assigned, and that the charging strategy assigned to the current operating mode of the motor vehicle 6 is implemented by means of the charging circuit 11. Reference is made to all statements regarding the proposed control arrangement 1 and the proposed motor vehicle locking system 2.

Claims

Patent claims 1. A control arrangement for operating a motor vehicle locking system (2), wherein the motor vehicle locking system (2) has a drive (3) with an electric drive motor (4), wherein the control arrangement (1) controls the drive (3) to provide a motorized locking function for an adjustable closure element (5) of the motor vehicle (6), wherein the control arrangement (1) has an electrical, rechargeable energy store (10), wherein the energy store (10) provides an electrical emergency supply voltage in emergency operation, in particular in the event of a failure of a normal supply voltage, wherein the control arrangement (1) has a charging circuit (11) for providing a target charge state of the energy store (10) via a predetermined charging strategy, characterized in that a plurality of operating modes are provided which are directed towards the driving state of the motor vehicle (6),to which respective charging strategies are assigned and that the charging circuit (11) implements the charging strategy assigned to the current operating mode of the motor vehicle (6).

2. Control arrangement according to claim 1, characterized in that a parking mode and a driving mode of the motor vehicle (6) are predetermined as operating modes, and that a charging strategy different from the driving mode is assigned to the parking mode.

3. Control arrangement according to claim 1 or 2, characterized in that the control arrangement (1) in the charging strategy prescribes a target charge state, in particular a target energy storage voltage, of the energy storage device (10) which is dependent on the operating mode, and / or that the control arrangement (1) in the charging strategy prescribes a target charging profile of the energy storage device (10) which is dependent on the operating mode, in particular via a target charging power.

4. Control arrangement according to claim 3, characterized in that the energy storage device (10) comprises at least one capacitor (14), preferably at least one double-layer capacitor, and in that the control arrangement (1) specifies a target capacitor voltage of the at least one capacitor (14) in the charging strategy, which target capacitor voltage is dependent on the operating mode.

5. Control arrangement according to one of the preceding claims, characterized in that a lower target charge state is specified for the parking mode than for the driving mode, preferably that a target charge state, in particular a target energy storage voltage, for the parking mode is at least 5%, more preferably at least 10% lower than for the driving mode.

6. Control arrangement according to one of the preceding claims, characterized in that at least one of the charging strategies, and in particular the desired charge state contained in the charging strategy, is predetermined as a function of temperature, preferably in that the control arrangement (1) has a temperature sensor for determining a temperature value.

7. Control arrangement according to claim 6, characterized in that a temperature-dependent charging strategy is assigned to the driving mode, preferably that the charging strategy assigned to the driving mode provides a temperature-dependent desired charging state, wherein lower desired charging states are specified with higher temperature values.

8. Control arrangement according to claim 7, characterized in that a temperature-independent charging strategy is assigned to the parking mode, preferably that the charging strategy assigned to the parking mode provides a temperature-independent target charging state which is less than or equal to the lowest target charging state of the charging strategy assigned to the driving mode.

9. Control arrangement according to one of claims 6 or 7, characterized in that a temperature-dependent charging strategy is assigned to the parking mode, preferably that the charging strategy assigned to the parking mode has a temperature-dependent target charge state wherein lower target charge states are specified with higher temperature values, further preferably that at least over a range of temperature values a lower target charge state is specified for the parking mode than for the driving mode.

10. Control arrangement according to one of the preceding claims, characterized in that in at least one charging strategy, and in particular for a change of the current operating mode from parking mode to driving mode, it is provided that the charging circuit (11) first charges the energy store (10) until a predetermined overcharge charge state is reached, which is higher than the target charge state, and then causes the target charge state to be reached.

11. Control arrangement according to one of the preceding claims, characterized in that in at least one of the charging strategies, and in particular for a change of the current operating mode from the driving mode to the parking mode, an active discharging of the energy storage device (10) by means of the control arrangement (1) is provided.

12. Motor vehicle locking system comprising a drive (3) with an electric drive motor (4) for providing a motorized locking function for an adjustable locking element (5) of a motor vehicle (6) and a control arrangement (1) according to one of the preceding claims.

13. Motor vehicle locking system according to claim 12, characterized in that a motor vehicle lock (16) is provided for the locking element (5) of the motor vehicle (6), that the motor vehicle lock (16) is equipped with a lock latch (17) for the holding engagement with a locking part and a pawl (18) assigned to the lock latch (17), and that the electric drive (3) is provided for the motorized lifting of the pawl (18).

14. Method for operating a motor vehicle locking system (2), wherein the motor vehicle locking system (2) comprises a drive (3) with an electric Drive motor (4), wherein by means of a control arrangement (1) the drive (3) is controlled in response to an operating event in order to provide a motorized closing function for an adjustable closure element (5) of the motor vehicle (6), wherein the control arrangement (1) has an electrical, rechargeable energy store (10), wherein the energy store (10) provides an electrical emergency supply voltage in an emergency operation, in particular in the event of a failure of a normal supply voltage, wherein the control arrangement (1) has a charging circuit (11) by means of which a target charge state of the energy store (10) is provided via a predetermined charging strategy, characterized in that several operating modes are provided which are directed towards the driving state of the motor vehicle (6),to which respective charging strategies are assigned and that the charging strategy assigned to the current operating mode of the motor vehicle (6) is implemented by means of the charging circuit (11).

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