Method for controlling a drive unit, which has a jamming protection function, for displacing a roof component

Abstract

The invention relates to a method for controlling a roof drive unit, which has a jamming protection function, for displacing a roof component, in particular a sliding roof or sunroof or rolling blinds of a vehicle, having the following steps which are to be carried out by a control unit: (a) specifying a first trigger threshold which is used to activate the jamming protection function, (b) controlling a motor unit of the roof drive unit in order to move the roof component in a direction in which an opening in a roof of the vehicle is closed; (c) detecting a closing or clamping force exerted by the motor unit or an operational variable of the motor corresponding to the closing or clamping force during the movement of the roof component and comparing same with the first trigger threshold; (d) stopping the motor unit and moving the roof component if it is ascertained in step (c) that the first trigger threshold has been exceeded; (e) specifying a defined duration and holding the motor unit and the roof component in the stopped position; (f) receiving data, which characterizes the current operational state of the vehicle, via a communication bus and analyzing same prior to or within the course of the previously defined duration, and (g) controlling a motor unit in order to reverse or close the roof component on the basis of the result of the analysis.

Description

[0001] METHOD FOR CONTROLLING A DRIVE UNIT HAVING AN ANTI-TRAP FUNCTION FOR ADJUSTING A ROOF COMPONENT

[0002] DESCRIPTION

[0003] Technical area

[0004] Various aspects relate to methods for controlling a drive unit with an anti-pinch function for adjusting a roof component, such as a sliding or sunroof in the roof system of a vehicle. Further aspects also relate to a corresponding device.

[0005] Technical background

[0006] In motor vehicles, sliding roofs, sunroofs, roller blinds, etc. are often installed as electrically adjustable components (ECE Regulation 21 (paragraph 5.8) generally refers to power-operated windows, roof subsystems, and partition wall systems) in order to close or open the corresponding roof openings. Since this can lead to accidents in the sense that body parts such as arms, hands, fingers, legs, or a head can become inadvertently trapped between the respective roof component and an edge of the opening to be closed, technical standards have been created in many countries that require vehicle manufacturers to implement anti-trap protection measures. In particular, anti-trap protection must be installed in such a way that the body part in question is detected as a trapped object during the closing movement.

[0007] Typically, this type of detection is achieved by monitoring the closing force exerted by the adjustment drive on the roof component. Taking into account the closing force exerted on the adjustable roof component during the closing process, as well as the frictional and deformation forces generally counteracting this, and possibly also wind and roof loads, the result in a pinching situation is a clamping force exerted on the trapped object. In the case of electric sliding or sunroofs, according to the technical standards (ECE-R21 in Europe or FMVSS-118 in the United States), this force should not exceed 100 N - unless other conditions characterizing the operating state, among others, are met. This value is required as a representative limit for the maximum force (clamping force) that can be exerted on an object or body part without causing injuries, etc.In practice, a trigger threshold is therefore usually set that is often well below this limit value in order to ensure reliable detection and to ensure that the limit value is not exceeded.

[0008] If, at a specific point in time, the force exerted on the component during the closing process exceeds this trigger threshold, it can be concluded that an object is present on the remaining section of the component's travel to close the opening. It should be noted that during monitoring, the current closing force or the resulting clamping force is generally not determined directly, but rather represented by measurable variables such as the current rotational speed (via sensors) or the current power (voltage, current flow), etc. The trigger threshold, which is compared with the monitoring process, is then also represented by this variable.

[0009] As soon as the trigger threshold is exceeded, the relevant system (roof drive) detects a pinching situation and initiates a reversing movement. This means that the closing process is immediately stopped and the component is then retracted a few centimeters to clear the opening to a specified width, allowing the object or body part to be removed from the opening unharmed.

[0010] However, it is known that cases of so-called false reversing can occur. These can be caused by aging processes, particularly in the underlying mechanics (lubrication, friction on seals that wear out over time and become rougher or dirty on the surface, etc.), or there can be changes in the corresponding closing force profiles over the travel path due to motor heating. If such effects are excessively strong, this can lead to serious stiffness at certain positions in the travel path, where the trigger threshold is exceeded even though there is no object between the adjustable roof component and the edge of the opening that is currently being jammed. Nevertheless, in this case, a jamming situation is incorrectly detected, the closing movement is stopped, and a subsequent reversing is performed. Such false reversing is obviously undesirable.

[0011] Known measures therefore aim to adjust the trigger threshold (taking into account the maximum permissible clamping force) in a suitable manner in order to prevent incorrect reversing.

[0012] The above aspects relate to a trapping situation when the vehicle is stationary (the vehicle is not moving), particularly when it can be assumed that no driver is present. Such a situation can be determined by a control system, for example based on the ignition signal, a door signal, etc. The detection of trapping situations, for example, during ferry operation, in which the ignition must be switched on and the driver is present, is currently hardly regulated by legal requirements. Nevertheless, in order to increase safety, there is often a desire for an additional limitation of the clamping force, even during ferry operation, which therefore goes beyond the legal requirements. In this case, however, a higher maximum permissible trigger threshold or clamping force can also be specified.

[0013] On the other hand, even in the case where the vehicle is stationary but the driver is present - the stricter legal requirements do not generally apply here - there may still be a desire for the same requirements as in the legal case to apply, i.e. reversing can occur when a trigger threshold corresponding to a clamping force of, for example, 100 N is exceeded. In stationary operation (vehicle at a standstill, driver absent or possibly present - represented by the ignition switched on), as described, higher requirements generally apply to anti-pinch protection than in ferry operation. The system (the roof drive) must therefore be able to differentiate between these two operating modes. For this purpose, the roof drive can receive information (terminal, vehicle speed, ...) about the current operating status via the vehicle bus, e.g. a CAN or LIN bus.However, communication via the LIN bus, in particular, can be subject to a certain degree of latency, as the cycle time is quite high in this case. Regardless of the vehicle bus, latency can also result from the fact that a certain amount of time is required to calculate the vehicle speed, or from a delay in communication on the vehicle bus. Therefore, if reliable information about the current vehicle speed is temporarily unavailable during start-up, it must be assumed that the vehicle is stationary, because in cases of doubt, the more stringent legal requirements must be met.

[0014] When connected to a bus system, it can happen, even during ferry operation (vehicle moving), that the speed signal is no longer of sufficiently reliable quality, for example, and therefore the roof system must assume a vehicle speed of 0 km / h for the reasons stated above in order to meet safety requirements. This can be particularly the case, for example, if the vehicle accelerates or brakes significantly and the wheels spin (or in the event of aquaplaning, poor road conditions, etc.). In this case, however, the trigger threshold for the anti-pinch protection is set to the value of the threshold when stationary, which, due to the now stricter requirements, can in turn lead to incorrect reversing.

[0015] However, especially during ferry operation, special forces can act on the roof components. For example, when starting or braking (e.g., at a traffic light), additional acceleration or inertial forces occur, for example, when the roof is being closed. This additional roof load contributes to the current clamping force, which can also lead to incorrect reversing.

[0016] US Pat. No. 7,482,773 B2 describes a method for assessing a vehicle entrapment situation during ferry operation. Data indicating the vehicle speed is transmitted to the roof drive, which performs the assessment depending on the transmitted vehicle speed.

[0017] US 6,472,836 B1 describes a method for assessing a pinching situation in which the highest sensitivity is set when the vehicle is stationary.

[0018] DE 10 2010 006 904 A1 describes a method for controlling a drive motor with anti-pinch protection for a sunroof, in which a critical vehicle acceleration is detected and the anti-pinch protection is corrected accordingly. In the method, signals are applied to a control system at least temporarily during a period extended by a defined period of time compared to the occurrence of the critical vehicle acceleration, causing the control system to initiate a change in the trigger threshold of the anti-pinch protection.

[0019] DE 10 2016 224 539 A1 discloses a method for controlling an actuating device for a motor-adjustable vehicle part, which actuating device includes an anti-pinch function. A sensor detects the expected road surface quality. During an adjustment process performed by the actuating device, an operating variable of the actuating device is detected. This can be a motor speed or the motor current of an electric servomotor of the actuating device. Within the scope of the anti-pinch function, the actuating device is controlled to stop or reverse the adjustment process if the detected operating variable exceeds a threshold value. To prevent false activation of the anti-pinch function caused by driving on uneven road surfaces, the threshold value is proactively adjusted depending on the information about the expected road surface quality.

[0020] There is therefore a need to further improve the handling of the triggering of an anti-pinch function, particularly to avoid unnecessary false reversing when the transmission of status information within the vehicle is subject to delays, while simultaneously taking into account the need for increased safety. Furthermore, there is a need for a corresponding device.

[0021] Presentation of various aspects of the invention

[0022] Aspects of the invention that take this need into account relate to a method for controlling a roof drive unit having an anti-pinch function for adjusting a roof component, in particular a sliding or sun roof or a roller blind of a vehicle, comprising the following steps to be carried out by a control unit:

[0023] (a) Specifying a first trigger threshold which serves to activate the anti-pinch function,

[0024] (b) controlling a motor unit of the roof drive unit to move the roof component in a direction in which an opening in a roof of the vehicle is closed;

[0025] (c) detecting a closing or clamping force exerted by the motor unit during movement of the roof component or an operating variable of the motor corresponding to the closing or clamping force and comparing it with the first trigger threshold;

[0026] (d) stopping the motor unit and the movement of the roof component if it is determined in step (c) that the first trigger threshold has been exceeded;

[0027] (e) specifying a predetermined period of time and holding the motor unit and roof component in the stopped position; (f) receiving and evaluating data via a communication bus that characterise a current operating state of the vehicle before or during the predefined period of time, and

[0028] (g) controlling a motor unit to reverse or close the roof component depending on the result of the evaluation.

[0029] The basic idea here is to take into account the latency of data signals that are delivered, for example, via a communications bus, or temporarily inadequate data quality due to unusual driving conditions (aquaplaning, emergency braking, ABS, tire slipping on rough road conditions, etc.) by specifying a time period within which the operating state is first determined after the closing process has been stopped. The time period is calculated such that it can be reasonably expected that signals of at least sufficient quality will be received within this time period to allow the operating state to be determined. "Goodness or quality" here refers less to the physical properties of the signals than to the plausibility of their content. In the case of latency, this may be "outdated", no longer current information.However, it is also possible that contradictory information is transmitted in successive data packets, for example.

[0030] Driving speed or engine speeds which cannot have changed to the extent specified in such short periods of time when the vehicle is used under normal driving conditions.

[0031] According to a first aspect of the invention, the anti-pinch protection is initially activated for the situations covered by the invention under the stricter conditions of a first lower trigger threshold for activating the anti-pinch protection function, which is associated with an operating state characterising the standstill of the vehicle, since the legal requirements must be complied with in this case (ECE R21 or FMVSS-118, etc.).

[0032] The low trigger threshold detects the potential entrapment situation. In actual ferry operation, as described above, a potential entrapment situation can quickly be incorrectly detected if there is no object in the opening area, but the first trigger threshold, originally designed for stationary conditions, is still applied because significant forces act on the roof component during acceleration or braking (especially when starting off or at traffic lights, etc.) or on uneven terrain.

[0033] As an immediate response to the detection of a potential entrapment situation, according to the aspects proposed here, the control of the motor unit is interrupted or the motor unit is specifically set to hold in order to simply stop the movement or further adjustment of the roof component. If an object is actually located in the entrapment area, e.g., a child or a body part, the risk of injury is thus averted for the time being. However, the reversing, which would normally immediately follow, is now suspended for up to a predetermined period of time, which is a maximum waiting time.

[0034] This waiting time is then used to enable the actual operating status, i.e. standstill or ferry operation, to be determined. Since, for example, the latency on the communication bus is shorter than the time period or waiting time, it is now possible to wait for the data signals to be received on the communication bus, which in turn enables a reliable evaluation or determination of the operating status, e.g. with regard to standstill or ferry operation. The same applies to a time period in which data inconsistency is detected, i.e. the data is not of sufficient quality, or plausible but sharply rising or falling parameters, such as vehicle speed, are detected, which are confirmed by further subsequent data. The specified time period orThe waiting time is preferably longer than this time period so that by receiving consistent or mutually plausible data over the longer period, a reliable statement about the current operating state can be made. Consequently, within the waiting time, data signals with the same content should be received at least twice, preferably three or more times (in the case of acceleration or strongly varying data values) in order to make a reliable statement about the operating state. The control unit can thus wait a defined time until it or the communication unit assigned to it has received a minimum number of (protocol-dependent) data packets or frames from the vehicle bus of sufficient quality.Based on this information, especially the additional (new) vehicle speeds, it is detected whether the vehicle is in ferry operation or not.

[0035] Depending on the operating state thus determined, a decision can now be made as to whether an error has been detected, so that the closing process is continued - at the latest after the specified time has elapsed - or whether the pinching situation has been correctly detected, i.e. there is actually an object in the pinching area, so that now - also after the specified time has elapsed - a reversal, i.e. an opening of the roof component by a prescribed adjustment depth, is carried out in order to pull the object out of the pinching area.

[0036] The steps (a) to (c) described above therefore initially represent a conventional procedure for detecting a trapping situation. In this general context, the first trigger threshold can be the threshold for a vehicle at a standstill (e.g., with the driver absent), which complies with the strict legal requirements. However, it can also be a (higher) trigger threshold, adapted, for example, for ferry operations.

[0037] In step (d), however, instead of immediately reversing, the motor unit and the movement of the roof component are stopped if the first trigger threshold has been exceeded. At first glance, the conventional case could be interpreted as a combined stopping and immediately subsequent reversing. However, the electric motors used in roof drives generally change direction immediately without an intermediate stop. According to the present aspects, however, in this case at least a period of time is inserted that is necessary for data reception and subsequent evaluation. This period of time can, however, be very short. According to one aspect of the invention, a fixed period of time can be specified during which the motor unit and roof component are initially held in the stopped position.The time period can be in the order of magnitude of typical latency times. According to exemplary embodiments, it can be 200 ms or more, preferably 500 ms or more, more preferably 1000 ms or more, but the invention is not limited to these specific value ranges. Upper limits can be 1, 2, or 3 seconds, but even these values ​​do not restrict the generality of the invention. As described above, this time period serves to enable the evaluation of the data to determine an operating state, based on which a decision can be made regarding reversing or further closing.

[0038] According to one embodiment, the time period can also be determined by the duration of the operating state determination, i.e., as soon as the operating state is determined, the time period determined thereby has also elapsed. In this case, it can also be less than 200 ms, for example.

[0039] An aspect of the invention already mentioned above concerns the selection of a suitable trigger threshold in the case of an operating condition that is currently unknown, such as when starting off or in rough road conditions while driving, in order to avoid incorrect reversing. In this situation, for increased safety reasons, a condition in which the stricter requirements apply should initially be assumed. The first trigger threshold is therefore the threshold that meets the legal requirements, e.g., 100 N for the clamping force.

[0040] In step (a), the first trigger threshold is thus configured to activate the anti-pinch function in an operating state that characterizes the vehicle's standstill. In step (f), the evaluation to be performed by the control unit of the roof drive then includes determining the current operating state of the vehicle with regard to a standstill or a moving operation. The specified time period thus enables data reception and evaluation, so that in step (g), the motor unit can then be controlled to reverse or close the roof component depending on the determined operating state. Incorrect reversing is thus avoided.

[0041] In a further development, if the evaluation in step (f) shows that the current operating state of the vehicle is characterized by ferry operation, the closing or clamping force recorded in step (c) or the corresponding operating variable can be compared with a second trigger threshold which is different from the first trigger threshold. In step (g) the motor unit is then controlled accordingly so that the roof component is reversed or closed depending on whether the second trigger threshold is exceeded. As a result, the threshold comparison is repeated with a trigger threshold which is, for example, no longer quite as strict. If the recorded closing or clamping force still exceeds this further trigger threshold, it can be assumed that an actual trapping situation has occurred.This second trigger threshold can be pre-adapted to the situations during driving operation and take into account various forces that only occur during ferry operation, such as inertial or wind forces, etc. For the comparison above, the last values ​​recorded before stopping can be used.

[0042] According to one embodiment, the second trigger threshold is higher than the first trigger threshold.

[0043] On the other hand, if the evaluation in step (f) shows that the current operating state of the vehicle is characterized by a standstill, the motor unit can be controlled in step (g) so that the roof component is closed. Since the comparison has already been performed, it does not need to be repeated.

[0044] According to an embodiment based thereon, the data contain information about a vehicle speed and / or an engine speed, wherein, for example, a vehicle speed extracted from the data greater than 0 km / h is detected as a state characterizing ferry operation, and a vehicle speed equal to 0 km / h is detected as a state characterizing standstill.

[0045] Furthermore, the data can contain additional information from which the presence of an operating state indicating a standstill can be inferred, in particular: gear not engaged or automatic transmission set to neutral or park, driver's seat unoccupied, lights off in the dark, ignition off, or engine not running. This data can also be used in addition to vehicle speed and / or engine rpm. Programmers working in the automotive sector, as relevant experts, can easily extract the data transmitted via the communication bus according to the protocol (LIN, CAN, etc.) from the data packets or frames and evaluate them in order to deduce, as suggested, a standstill or driving state.

[0046] As described, step (g) can be performed immediately after the evaluation has been completed and within the specified time period, without having to wait for the end of the specified time period. However, it is also possible to perform the movement only after the specified time period has elapsed in order to obtain a uniform reversal pattern for all cases.

[0047] If no data is received via the communication bus before the predefined time period has elapsed, a most recently determined operating state can be set as the current operating state or the safe operating state can generally be set (see above).

[0048] A second aspect of the invention relates to the aforementioned case of sudden speed changes. Here, the current operating state includes a change in the vehicle speed or engine speed, or a corresponding operating variable determined by comparing successively received data. In particular, this also applies to intentionally induced acceleration or deceleration. According to this aspect, in step (g), the motor unit is controlled to reverse or close the roof component depending on the magnitude of the change in the vehicle speed or engine speed, or the corresponding operating variable.In practice, the trigger threshold (which in this case does not have to comply with the strict legal requirements anyway because it is a ferry operation) can be dynamically adjusted depending on the changes in the driving speed or the engine speed or the corresponding operating variable in order to avoid the case of unnecessary incorrect reversing.

[0049] Further aspects of the invention relate to a roof drive unit with anti-trap protection function for adjusting a roof component, in particular a sliding or sun roof or a roller blind of a vehicle, comprising: a memory unit in which a first and a second trigger threshold and a specified time period are stored, a timer with the aid of which a start and an end of the specified time period can be determined, a communication unit for receiving data representing an operating state of the vehicle, an electric motor unit for adjusting the roof component at least in one direction in which an opening in a roof of the vehicle is closed, and a control unit which is configured to carry out steps (a) - (g) according to one of the above-mentioned aspects or according to one of the exemplary embodiments.The electric motor unit can be any controllable electric motor, but in particular a DC motor, preferably a brushless (BLDC) DC motor.

[0050] Furthermore, a vehicle is also provided with a roof component, in particular a sliding or sunroof or a roller blind, as well as with a roof drive unit as specified above.

[0051] Further advantages, features, and details of the various aspects emerge from the claims, the following description of preferred embodiments, and the drawings. In the figures, like reference numerals denote like features and functions. Brief Description of the Drawings

[0052] They show:

[0053] Fig.1 shows a schematic overview of a device for detecting a pinching situation according to an embodiment of the invention;

[0054] Fig. 2 is a schematic representation of a flow of a method according to a first conventional comparative example, illustrating a situation of starting or driving off a vehicle and the case of an error detection;

[0055] Fig. 3 shows a schematic representation of a flow of a method according to a first embodiment in the same situation as in Fig. 2, in the case of the initial error detection;

[0056] Fig. 4 shows a schematic representation of a sequence of a method according to the first embodiment in the same situation as in Fig. 3, but with correct detection of an actually clamped object;

[0057] Fig. 5 is a schematic diagram showing a flow of a method according to a second conventional comparative example, illustrating a situation of the already ongoing ferry operation of a vehicle and the case of the initial error detection;

[0058] Fig. 6 shows a schematic representation of a flow of a method according to a second embodiment in the same situation as in Fig. 2, also in the case of the initial error detection.

[0059] Preferred embodiment(s) of the invention In the following description of a preferred embodiment, it should be noted that the present disclosure of the various aspects is not limited to the details of the construction and arrangement of the components as shown in the following description and in the figures. All embodiments, even those not shown in the figures, can be practiced or carried out in various ways. It should also be understood that the phraseology and terminology used herein is for the purpose of specific description only and should not be construed as such in a limiting sense by one skilled in the art.Furthermore, in the following description, the same reference numerals in the figures denote the same or similar features or objects, so that in some cases a repeated detailed description of the same is omitted in order to maintain the compactness and clarity of the illustration.

[0060] Fig. 1 shows a schematic overview of a device 1 for detecting a pinching situation in a roof opening in a motor vehicle according to an exemplary embodiment of the invention. The device 1 comprises an electronic control unit 10 (ECU) and a motor unit 50 with an electric motor 55 which is operated by the electronic control unit 10. For this purpose, the electronic control unit 10 in Fig. 1 has a circuit (not shown) which, for example, in a known manner comprises electrical switches (e.g. power transistors) which enable operation or control of the motor in pulse width modulation (PWM). The electric motor 55 can be a BLDC motor.The motor is supplied with voltage from a vehicle battery (not shown), and the motor's power is determined by the pulse widths determined by controlling the power transistors. This control is accomplished by a microcontroller, on which, among other things, a software application 12 is programmed for the control.

[0061] The electronic control unit 10 is further connected to a central control module 40 (e.g., BCM - body control module) via a vehicle bus 45, for example, a CAN bus or a LIN bus, etc. For this purpose, the electronic control unit 10 is assigned a communication device 25, which receives data signals, in particular data packets or frames containing payload data. This payload data includes, in particular, vehicle information about the vehicle speed, engine speed, ignition switch-on state, engaged gear, battery operating mode, system voltage (HV), seat occupancy by persons, door and window opening status, etc.).

[0062] The software application 12 includes, among other things, an anti-pinch module 14. The anti-pinch module 14 is responsible for controlling the power transistors, which in turn drive the electric motor 55. The anti-pinch module 14 comprises two modules: a first module 16, which controls the actual operation of moving a component 60 driven by the electric motor 55 and performs pinch detection during this operation, and a second module 18, which calculates or controls a reversing delay and transmits the result to the first module 16 so that it can perform its monitoring and control functions with adjusted values.

[0063] Furthermore, a memory 30 is provided, in which, in particular, a fixed time period for a reversing delay is stored and can be retrieved by the second module unit 18. Furthermore, a timer 20 or a clock is also provided, which can provide a timestamp, which can also be retrieved or queried by the second module unit 18. This makes it possible for the second module unit 18 to calculate the start and end of a reversing delay.

[0064] The electric motor unit 50 has sensors for control or regulation in a known manner, here, for example, a motor voltage sensor 51, an angular velocity sensor 52, a position sensor 53, and / or a temperature sensor 54, which supply measurement signals to the anti-pinch protection module 16 for this purpose. The motor 55 further exerts a closing force F on the adjustable roof component (e.g., sunroof, sunroof, roller blind, etc.) in order to set the roof component 60 in movement 72 in the closing direction so that the roof opening 70 can be closed. In a similar way, a reversing movement is also possible, but in the opposite direction.

[0065] The operation according to the embodiment shown in Fig. 1 is as follows:

[0066] As soon as a request to close the roof is transmitted via the central control module 40 (from a control unit in the vehicle (not shown)) and the vehicle or communication bus 45 as well as the communication unit 25, the anti-pinch protection module 14 controls the motor unit 50 or the motor 55. Furthermore, the first module unit 16 reads a first trigger threshold from the memory 30. Furthermore, the first module unit 16 continuously detects a clamping or closing force F on the roof component 60 based on the measured values ​​from one or more of the sensors 51 to 54 and compares this with the read trigger threshold.

[0067] If the detected clamping or closing force F exceeds the trigger threshold, the drive by the motor 55 is stopped by the first module unit 16 and the roof component is held in its current position. This event is signaled to the second module unit 18. It retrieves the current timestamp from the timer 20 and reads the specified time period from the memory 30 and sets a hold status to ON. The second module unit 18 continues to monitor communication on the communication or vehicle bus 45 via the communication unit 25 and receives data signals or data packets or frames, which it evaluates. In particular, it determines the current operating state of the vehicle from these. The operating state can be represented by a vehicle standstill or ferry operation. Alternatively, the operating state can specifically relate to a change in speed parameters such as the vehicle speed, engine speed, etc.

[0068] Monitoring only occurs as long as the hold status is set to ON. The second module unit 18 cyclically retrieves the time from the timer and sets the hold status to OFF when the absolute time for the end of the hold status, calculated according to the specified period, has been exceeded. If the operating state is determined by the second module unit 18 while the hold status is still set to ON, the second module unit 18 outputs a signal to the first module unit 16. The signal contains information, depending on the determined operating state, as to whether the adjustable roof component 60 should be closed further or reversed. The first module unit 16 initiates closing or reversing of the roof component accordingly.

[0069] Figure 2 uses a concrete example to illustrate the conventional procedure. In step 1, the (motor) vehicle 100 is stationary, and the adjustable roof component 60 is in the open state, i.e., the roof opening 70 is unlocked. In step 2, a control unit 10 receives the command (via a central control module 40) to initiate a movement 72 to close the roof.

[0070] In step 3, vehicle 3 starts moving and accelerates. The anti-pinch function is executed based on a low trigger threshold for the vehicle at a standstill. This is because, due to the latency of the data signals on bus 45, control unit 10 does not yet have reliable information that the operating state has transitioned to cruise mode, and thus a higher trigger threshold would be applicable. In this specific case, an exceedance of the first trigger threshold is detected, which is caused by the inertia of the roof during acceleration. As a result, an incorrect reversing 75 of roof component 60 is performed, even though there is no object in roof opening 70.

[0071] In step 4, the roof of the vehicle is still open, although there was no entrapment situation, and the driver must initiate the closing of the roof again, presumably waiting for the end of the acceleration.

[0072] Fig. 3 shows an embodiment according to the invention based on the structure according to Fig. 1 for the same starting situation as in Fig. 2. Steps 1 and 2 are identical to those in Fig. 2: the movement 72 for closing the roof has been initiated. The detection of a (here supposed) pinching situation takes place in step 3a, i.e. the detected closing or clamping force F exceeds the trigger threshold, which is also low here for the same reasons. In the present case, however, the movement 72 is merely stopped (reference 73) and held in position. A reversing does not yet take place, however. Rather, the current operating state is determined within the specified period of time and while the roof component is held, this being the driving operating state.

[0073] In the exemplary embodiment, a higher, second trigger threshold is provided for this operating state, the dimension of which takes into account the inertial force at the given acceleration. This is also subsequently read out by the second module unit 18 from the memory 30 and fed to the first module unit 16 for comparison with the detected closing or clamping force F, which the second module unit consequently does not exceed. As a result, the roof component 60 is now moved further in the closing direction by the control of the first module unit 16 (ref. 72), and the roof opening 70 is closed. Advantageously, no further action is required by the driver to complete the originally desired action.

[0074] Fig. 4 shows a situation for the same exemplary embodiment in which the roof is also to be closed, but the vehicle does not move off but remains stationary. In step 3a (steps 1 and 2 are as described above), the same control device according to the invention (exemplary embodiment) correctly detects a pinching situation with a low first trigger threshold (exceeding the first trigger threshold). According to the method described above, here too, the control unit 10 stops the drive of the motor 55 and the movement 72 of the roof component 60, with the second module unit 18 specifying the specified time period and using it to monitor communication on the vehicle bus 45. In this situation, it determines an operating state of the vehicle 100 from the information via the vehicle bus 45, which operating state corresponds to a standstill.As a result, the first trigger threshold remains, and an object 71 is assumed to actually be in the roof opening 70. The second module unit 18 sends a message or request to the first module unit 16, so that it controls motor 55 to reverse the adjustable roof component 74.

[0075] Fig. 5 shows another situation illustrating a conventional procedure. The vehicle 100 is in the driving mode when the request to close the roof is received. Consequently, the roof component 60 initially starts with a movement 72 to close the roof. In step 2, the event of a rough road situation is assumed: the wheels are not engaging and are spinning. A higher trigger threshold initially adapted to the driving mode is now incompatible with an operating state based on an insecure data set, which the control unit can also monitor here. The non-engaging or spinning wheels are reflected in mutually inconsistent or inplausible speeds or rpm, so that the control unit must fall back to the operating state of the vehicle at a standstill for safety reasons.However, since the vehicle 100 is objectively still moving and correspondingly higher forces act on the roof component, the now lower trigger threshold is easily exceeded, resulting in a false reversing 75. Again, the roof remains open, much to the driver's displeasure.

[0076] Fig. 6 shows a procedure for the same situation based on the embodiment of a roof drive according to the invention shown in Fig. 1. Step 1 corresponds to step 1 in Fig. 5, but in step 2a, after resorting to the lower first trigger threshold and exceeding it by the closing or clamping force F detected by the first module unit 16, the closing movement 72 is merely stopped (ref. 73) and the roof component 60 is held in position.

[0077] Subsequently, the second module unit 18 also creates a window for the specified period of time, during which the data on the communication bus 45 is monitored and evaluated without the roof component initially being moved any further. This period of time is longer than the wheel slippage, so that reliable data indicating ferry operation is again obtained. The second module unit 18 determines this operating state and outputs a message to the first module unit 16 so that it can continue controlling the drive of the motor for closing the roof component 72. Advantageously, the driver does not require any further action to complete the desired task.

[0078] REFERENCE SYMBOL LIST:

[0079] 1 roof drive unit

[0080] 10 Electronic Control Unit (ECU)

[0081] 12 Software application

[0082] 14 Anti-pinch module

[0083] 16 first module unit for terminal detection

[0084] 18 second module unit for reversing delay

[0085] 20 timer, clock

[0086] 25 Communication device

[0087] 30 storage

[0088] 40 central control module (e.g. BCM - body control module)

[0089] 45 Vehicle bus, e.g. CAN bus or LIN bus

[0090] 50 Motor unit

[0091] 51 Motor voltage sensor

[0092] 52 Angular velocity sensor

[0093] 53 Position sensor

[0094] 54 Temperature sensor

[0095] 55 engine

[0096] 60 adjustable roof components, sliding or sunroof

[0097] 70 Opening

[0098] 71 objects

[0099] 72 Movement of the roof component

[0100] 73 Stop

[0101] 74 Reversing

[0102] 75 incorrect reversing

[0103] F clamping force

Claims

Claims: 1 . Method for controlling a roof drive unit having an anti-pinch function for adjusting a roof component, in particular a sliding or sunroof or a roller blind of a vehicle, comprising the following steps to be performed by a control unit: (a) Specifying a first trigger threshold which serves to activate the anti-pinch function, (b) controlling a motor unit of the roof drive unit to move the roof component in a direction in which an opening in a roof of the vehicle is closed; (c) detecting a closing or clamping force exerted by the motor unit during movement of the roof component or an operating variable of the motor corresponding to the closing or clamping force and comparing it with the first trigger threshold; (d) stopping the motor unit and the movement of the roof component if it is determined in step (c) that the first trigger threshold has been exceeded; (e) specifying a fixed period of time and holding the motor unit and roof component in the stopped position; (f) receiving and evaluating data via a communication bus that characterise a current operating state of the vehicle, before or within the predetermined period of time, and (g) Controlling the motor unit to reverse or close the roof component depending on the result of the evaluation.

2. The method according to claim 1, wherein the predetermined time period is 200 ms or more, preferably 500 ms or more, more preferably 1000 ms or more.

3. A method according to claim 1 or 2, wherein in step (a) the first trigger threshold is configured to activate the anti-pinch protection function in an operating state characterizing the standstill of the vehicle, in step (f) the evaluation includes determining a current operating state of the vehicle with regard to a standstill or a ferry operation, so that in step (g) the motor unit is controlled to reverse or close the roof component depending on the determined operating state.

4. The method according to claim 3, wherein (a) if the evaluation in step (f) shows that the current operating state of the vehicle is characterized by a ferry operation, the closing or clamping force detected in step (c) or the corresponding operating variable is compared with a second triggering threshold which is different from the first triggering threshold, and in step (g) the motor unit is controlled so that the roof component is reversed or closed depending on whether the second triggering threshold is exceeded; or (b) if the evaluation in step (f) shows that the current operating state of the vehicle is characterized by a standstill, in step (g) the motor unit is controlled so that the roof component is reversed.

5. The method according to claim 4, wherein the first trigger threshold corresponds to a closing or clamping force of 100 N, and / or the second trigger threshold is greater than the predetermined first trigger threshold.

6. Method according to claim 4 or 5, wherein the data include information about a vehicle speed and / or an engine speed, wherein a vehicle speed extracted from the data greater than 0 km / h is considered to be a ferry operation characteristic condition is detected, and a vehicle speed equal to 0 km / h is detected as a state indicating standstill.

7. Method according to claim 4, 5 or 6, wherein the data contain further information from which the presence of an operating state characterizing standstill is inferred, in particular: gear not engaged or automatic transmission set to neutral or park, driver's seat unoccupied, lights off in the dark, ignition switched off, or engine not running.

8. The method according to any one of claims 4 to 7, wherein step (g) is carried out immediately after completion of the evaluation and within the specified time period, or if no data is received via the communication bus before the expiry of the predetermined time period, an operating state determined most recently or an operating state representing standstill is set as the current operating state.

9. The method according to claim 1, wherein the current operating state is a change in the driving speed or an engine speed or a corresponding operating variable which is determined from a comparison of successively received data, and in step (g) the motor unit is controlled to reverse or close the roof component depending on the size of the change in the driving speed or the engine speed or the corresponding operating variable.

10. Roof drive unit with anti-pinch protection function for adjusting a roof component, in particular a sliding or sunroof or a roller blind of a vehicle; comprising: a memory unit in which a first and a second trigger threshold and a specified time period are stored; a timer with which a start and an end of the specified time period can be determined; a communication unit for receiving data representing an operating state of the vehicle; a motor unit for adjusting the roof component at least in a direction in which an opening in a roof of the vehicle is closed; and a control unit configured to carry out steps (a) - (g) according to any one of claims 1 to 8.

11. Vehicle with a roof component, in particular a sliding or sunroof or a roller blind, and a roof drive unit according to claim 10.

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