Motor vehicle lock for a closure element of a motor vehicle

Abstract

The invention relates to a motor vehicle lock for a closure element (2) of a motor vehicle, having a latch (3) and at least one pawl (4), having a drive (7), with an electric drive motor (8), for providing a motorized locking function of the motor vehicle lock (1), and having a control arrangement (9) for actuating the drive (7) by means of a supply circuit (11), wherein the supply circuit (11) is equipped with a voltage input (12) for connection to a supply voltage for the control arrangement (9), with a polarity-reversal protection means (13) for the voltage input (12), in particular having a first switching element (14) which is activatable depending on the polarity at the voltage input (12), and with a back-up capacitor (17) connected downstream of the polarity-reversal protection means (13) with respect to the voltage input (12). It is proposed that there be connected between the voltage input (12) and the back-up capacitor (17) a resistor arrangement (19) which is able to be bridged by way of a second switching element (16) with respect to the back-up capacitor (17), and that the supply circuit (11) is configured so as, when the supply circuit is switched on, initially to charge the back-up capacitor (17), at least partially, by way of the resistor arrangement (19) and subsequently to activate the second switching element (16).

Description

[0001] Motor vehicle lock for a locking element of a motor vehicle

[0002] The present invention relates to a motor vehicle lock for a locking element of a motor vehicle according to the preamble of claim 1, a motor vehicle locking system according to claim 10 and a method for operating a motor vehicle lock for a locking element of a motor vehicle according to the preamble of claim 14.

[0003] Such automotive locksmiths are applicable to all types of locking elements. The term "locking element" is to be understood broadly in this context. It includes, for example, a tailgate, trunk lid, hood, side door, cargo area lid, window pane, pop-top roof, or the like of a motor vehicle.

[0004] The known prior art (DE 100 01 415 C1), from which the invention is based, relates to a motor vehicle lock having a lock latch and a pawl, further comprising a drive with an electric drive motor for providing a motorized closing function of the motor vehicle lock, in this case a motorized opening by adjusting the pawl into an open state.

[0005] It is a challenge to use corresponding electric motor vehicle locks in a variety of systems with different power supplies. In particular, the motor vehicle lock can be part of a motor vehicle locking system, with a locking element control unit, such as a door control unit, superimposed on the motor vehicle lock. The power supply can be connected to the motor vehicle lock as needed via the door control unit.

[0006] The invention is based on the problem of designing and developing the known motor vehicle lock in such a way that further optimization is achieved with regard to the aforementioned challenge.

[0007] The above problem is solved by the features of claim 1. It is assumed that the control arrangement has a supply circuit with a voltage input for connection to a supply voltage for the control arrangement. A reverse polarity protection for the voltage input is provided, which in particular has a first switching element such as a MOSFET, which is only switched on when a supply voltage with a predetermined polarity is applied. A filter capacitor connected downstream of the reverse polarity protection to the voltage input is also provided.

[0008] The invention is based on the finding that when the supply voltage is switched on, for example, via a door control unit, the components of the control arrangement are exposed to comparatively high current peaks, even when using reverse polarity protection and the filter capacitor. These peaks can be caused, in particular, by rapid charging of the filter capacitor. The fundamental idea is to mitigate corresponding switch-on effects using a resistor arrangement. The resistor arrangement can be bridged via a (second) switching element in order to allow the power generated during operation of the motor vehicle lock drive without placing additional strain on the supply circuit.

[0009] In detail, it is proposed that a resistor arrangement is connected between the voltage input and the backup capacitor, which resistor arrangement can be bridged to the backup capacitor via a second switching element, and that the supply circuit is designed to initially charge the backup capacitor at least partially via the resistor arrangement when the supply voltage is switched on and then to switch through the second switching element.

[0010] Particularly preferably, according to the embodiments according to claims 2 and 3, the resistor arrangement is used until a predetermined voltage in the supply circuit, in particular a capacitor voltage across the filter capacitor, is reached. Subsequent bridging of the resistor arrangement is possible with a slight change in the inrush current. In the embodiment according to claim 4, the second switching element is switched on and thus the resistor arrangement is bridging over time, which makes voltage detection unnecessary.

[0011] According to claim 5, the proposed arrangement is particularly useful when using a control unit, such as a microcontroller, which is supplied with voltage via a tap between the reverse polarity protection and the resistor arrangement. The control unit can therefore be activated promptly when the supply voltage is switched on and can thus also serve to control the first switching element and / or the second switching element.

[0012] Another interesting feature is the embodiment according to claim 7, wherein the charging behavior of the backup capacitor is tested when the second switching element is activated. When the second switching element is switched on, a relatively rapid change in the capacitor voltage is normally to be expected. If this change does not occur, a defect in the second switching element can be easily concluded.

[0013] Particularly preferred is a design of the resistor arrangement as a resistor network according to claim 8, whereby the dynamic behavior of the resistor arrangement can be adjusted particularly flexibly when the supply voltage is switched on. A particularly simple and cost-effective design with only one resistor element is also conceivable.

[0014] According to a further teaching according to claim 10, which has independent significance, a motor vehicle locking system is claimed, comprising a motor vehicle lock according to one of the preceding claims and a power supply component to which a supply voltage is connected to the voltage input. Reference is made to all statements regarding the proposed motor vehicle lock. As already mentioned, the power supply is provided in particular via a locking element control unit, such as a door control unit or a flap control unit, which is the subject of claim 11.

[0015] The proposed teaching is also particularly advantageous when using a short-circuit protection in the closure element control device according to claim 12. By means of the resistor arrangement, an unintentional activation of the short-circuit protection when the supply voltage is switched on can be avoided.

[0016] The proposed teaching is also advantageous when using electrical fuses in the power supply according to claim 13, which can have a high dynamic response when the supply voltage is switched through.

[0017] According to a further teaching according to claim 14, which also has independent significance, a method for operating a motor vehicle lock for a locking element of a motor vehicle is claimed. It is essential that a resistor arrangement is connected between the voltage input and the backup capacitor, which resistor arrangement can be bridged to the backup capacitor via a second switching element, and that, when the supply voltage is switched on, the backup capacitor is first at least partially charged via the resistor arrangement by means of the supply circuit, and then the second switching element is switched on.

[0018] Reference may be made to all statements relating to the proposed motor vehicle lock and the proposed motor vehicle locking system.

[0019] In the following, the invention is explained in more detail with reference to a drawing which merely illustrates exemplary embodiments. In the drawing,

[0020] Fig. 1 shows a motor vehicle door with a proposed motor vehicle lock in a respective perspective view and Fig. 2 a) a schematic representation of the supply circuit of the control arrangement of the proposed motor vehicle lock and b) an exemplary voltage curve over time when the supply voltage is switched on.

[0021] The preferred embodiment illustrated in the figures relates to a motor vehicle lock 1. As can be seen from Fig. 1, the motor vehicle lock 1 can be assigned to a locking element 2 of a motor vehicle. The term "locking element" 2 is to be understood broadly, as already described above, with the locking element 2 being designed as a front side door in the drawing.

[0022] The motor vehicle lock 1 is equipped with a lock latch 3 and at least one pawl 4, hereinafter referred to as the pawl system 4. The lock latch 3 is adjustable into an open position shown in Fig. 1 and into at least one closed position (not shown). The closed position can be a main closed position. It is conceivable that the lock latch 3, in addition to the main closed position, can be adjusted into a pre-locking position, which is located between the open position and the main closed position of the lock latch 3. Here and preferably, the main closed position and the pre-locking position are identical with regard to the locking principle of the pawl system 4. Alternatively, it can be advantageous for the locking principle for the main closed position to be different from the locking principle for the pre-locking position.

[0023] When the motor vehicle lock 1 is installed, the lock latch 3, in the closed position, is in holding engagement with a locking part 5, shown in dashed lines in Fig. 1. The lock latch 3 accordingly fixes the locking part 5, whereby the locking element 2 can be held in its position. The locking part 5 can in particular be a striker. The locking part 5 can be arranged on the locking element 2, in particular the side door, while the motor vehicle lock 1 can be arranged on the body. A reverse arrangement is conceivable. The lock latch 3 has an elongated locking part receptacle 6, into which the locking part 5 can run along a guide track in order to come into locking engagement with the lock latch 3. The pawl system 4 can be adjusted into a locked state during a closing process and into an open state during an opening process.In the locked state, the pawl system 4 locks the lock latch 3 in the closed position. In the opened state, the pawl system 4 releases the lock latch 3.

[0024] A drive 7 with an electric drive motor 8 is provided for providing a motorized locking function of the motor vehicle lock 1. The motorized locking function can generally relate to a functionality related to the operation of the mechanical components of the motor vehicle lock 1, for example, a motorized opening, a locking aid, a tilting function, unlocking / locking a mechanical actuation line, or the like.

[0025] A control arrangement 9 for controlling the drive 7 is provided, which has control electronics for performing the control-related tasks involved in controlling the drive 7. The control arrangement 9 is preferably provided within a housing 10 of the motor vehicle lock 1, only indicated in Fig. 1. The drive 7 can be controlled as needed by means of the control arrangement 9.

[0026] The control arrangement 9 has a supply circuit 11, shown schematically in Fig. 2a), wherein the supply circuit 11 is equipped with a voltage input 12 for connection to a supply voltage for the control arrangement 9. The voltage input 12 can be implemented, for example, as a connecting means, such as a plug or socket, for connection to an electrical supply line for the voltage supply. Here and preferably, the voltage input 12 serves both to supply the control-related components of the control arrangement 9 with electrical energy and to supply power to the drive 7.

[0027] A polarity reversal protection 13 of the voltage input 12 is provided, which protects the control arrangement 9 from application of the supply voltage with incorrect polarity. In particular, the polarity reversal protection 13, as shown in Fig. 2a), has a first switching element 14, such as a MOSFET, which can be switched on depending on the polarity at the voltage input 12. The first switching element 14 is in a high-impedance state before the supply voltage is switched on. When the supply voltage is applied, an electrical current can initially flow through the first body diode 15 of the first switching element 14. During the switch-on process, the first switching element 14 can be switched on, which here means controlling the second switching element 16 to transition to the low-impedance state. Other configurations of the polarity reversal protection 13 are fundamentally possible.It is conceivable that the reverse polarity protection 13 does not require a switching element and is implemented, for example, via a diode.

[0028] Furthermore, a backup capacitor 17 is provided downstream of the polarity reversal protection 13 to the voltage input 12. The backup capacitor 17 can be formed by one or more capacitor elements. Preferably, the backup capacitor is provided for pulsed operation of the drive 7, for example, pulse-width modulated control of the drive motor 8. By "downstream of the voltage input 12" is meant that the electrical power flow from the voltage input 12 first runs via the polarity reversal protection 13 and then to the backup capacitor 17. Fig. 2a) also shows a supply connection 18 downstream of the polarity reversal protection 13 and provided in parallel to the backup capacitor 17, which can be used, for example, to supply voltage to other components of the control arrangement 9 and in particular of the drive 7.As mentioned, when the supply voltage is applied, the first switching element 14 can initially remain in a high-impedance state and the support capacitor 17 is charged via a current flow through the first body diode 15 of the first switching element 14.

[0029] However, when the supply voltage is provided with high dynamics, considerable inrush currents can still occur in the supply voltage, which can load the other components and also lead to an unwanted triggering of safety measures in the components.

[0030] It is now essential that a resistor arrangement 19 is connected between the voltage input 12 and the backup capacitor 17, which resistor arrangement can be bridged to the backup capacitor 17 via a second switching element 16, and that the supply circuit 11 is designed to initially charge the backup capacitor 17 at least partially via the resistor arrangement 19 when the supply voltage is switched on and then to switch the second switching element 16 through.

[0031] The resistor arrangement 19 is at least one additional component used to reduce peaks in the inrush current by providing an electrical resistance. Bridging the resistor arrangement 19 enables selective use of the resistor arrangement 19 by controlling the second switching element 16.

[0032] Here, and preferably, the second switching element 16 is in a high-impedance state when the supply voltage is switched on. The second switching element 16 can be designed as a MOSFET, in which case the second body diode 20 of the second switching element 16 blocks a current flow from the voltage input 12 to the backup capacitor 17. The backup capacitor 17 is therefore initially charged via the resistor arrangement 19 when the supply voltage is switched on. Once the backup capacitor 17 is sufficiently charged, which preferably means that high inrush currents no longer occur, the second switching element 16 can be switched on or brought into the low-impedance state. Accordingly, the supply circuit 11 can also be used to supply power to the drive 7 without the provided power necessarily being supplied via the resistor arrangement 19.

[0033] Particularly preferably, the supply circuit 11 switches the second switching element 16 on depending on a voltage detected in the supply circuit 11, preferably the supply voltage switches the second switching element 16 on depending on the capacitor voltage of the backup capacitor 17.

[0034] The electrical voltage detected in the supply circuit 11 is used here as an indicator that high inrush currents are no longer to be expected and that the resistor arrangement 19 can therefore be bypassed. Preferably, as shown in Fig. 2a), a supply voltage detector 21 is provided at the voltage input 12 and / or a capacitor voltage detector 22 is provided at the backup capacitor 17. The preferred monitoring of the capacitor voltage for switching on the second switching element 16 allows for particularly high robustness against current peaks, since the dynamics of the switch-on behavior are significantly determined by the state of the backup capacitor 17.

[0035] To switch on the second switching element 16, the detected voltage can be checked based on various criteria. Furthermore, it is preferably provided here that the supply circuit 11 switches on the second switching element 16 when the detected voltage reaches a predetermined voltage threshold, which allows for a particularly simple test of the voltage, here and preferably the capacitor voltage.

[0036] Preferably, the supply voltage specifies the voltage threshold depending on a supply voltage detected at the voltage input 12, which is determined here via the supply voltage detection 21. This allows the monitoring of the capacitor voltage to be adapted to different values ​​of the supply voltage, for example, in the event of voltage variations in the vehicle electrical system 23, in order to further increase robustness.

[0037] Furthermore, it is preferably provided here that the supply circuit 11 switches the second switching element 16 on in a time-dependent manner, preferably after a predetermined start-up time has elapsed since the supply voltage is applied.

[0038] The time-dependent switching of the second switching element 16 can be performed alternatively or, to increase reliability, in addition to the voltage monitoring explained. For example, when a predetermined voltage is reached at the voltage input 12, the supply voltage is considered to be switched on and a timer is started, which causes the second switching element 16 to switch on after the start-up time has elapsed. The start-up time can be selected as an empirical value and set long enough to avoid a high inrush current. In particular, however, the start-up time is set short enough to allow the drive 7 to be controlled without significant delay after the supply voltage is switched on. The start-up time is preferably at most 30 ms, more preferably at most 15 ms.

[0039] As further shown in Fig. 2a), the resistor arrangement 19 is preferably connected between the reverse polarity protection 13 and the backup capacitor 17. The power flow thus goes from the voltage input 12, first from the reverse polarity protection 13, via the resistor arrangement 19 to the backup capacitor 17.

[0040] Furthermore, the control arrangement 9 preferably has a control unit 24 such as a microprocessor or an integrated circuit, which here can form part of the supply circuit 11 and, for example, performs control tasks related to the supply circuit 11. The control unit 24 can also be provided to implement the control tasks arising in connection with the motorized closing function. As shown in Fig. 2a), the control unit 24 is preferably connected to the voltage input 12 between the polarity reversal protection 13 and the resistor arrangement 19. Consequently, the control unit 24 can be supplied as soon as the supply voltage is switched on, so that there is no need to wait for the backup capacitor 17 to charge in order to start the activation of the control unit 24.

[0041] Preferably, the control unit 24 controls the first switching element 14 and / or the second switching element 16. As indicated in Fig. 2a), the control unit 24 can also monitor the voltage in the supply circuit 11 via the supply voltage detector 21 and / or the capacitor voltage detector 22.

[0042] Furthermore, it is preferably provided here that the supply circuit 11, here the control unit 24, switches the first switching element 14 and the second switching element 16 simultaneously. It is conceivable that the first body diode 15 also contributes to reducing current peaks. In particular, a supply via the first body diode 15 may initially be sufficient to activate the control unit 24. "Simultaneous" switching is also intended to include unavoidable delays in the respective switching caused by the control and switching times.

[0043] Furthermore, it is preferably provided here that the supply circuit 11, when the second switching element 16 is switched on, checks whether a predetermined charging behavior has occurred at the backup capacitor 17, in particular based on the capacitor voltage, and outputs error information when a deviation from the predetermined charging behavior is detected.

[0044] Fig. 2b) shows, as an example, a voltage curve of the capacitor voltage V over time t when the supply voltage is switched on. When the supply voltage is switched on at time t0, there is initially a voltage rise determined by the resistor arrangement 19. When the second switching element 16 is switched on at time t1 and the resistor arrangement 19 is subsequently bypassed, this is generally followed by a voltage jump, which can be seen in Fig. 2b) by the solid line. The capacitor voltage rises significantly more sharply here than in the case where the resistor arrangement 19 is not bypassed, which is shown by the dashed line in Fig. 2a).

[0045] If such a voltage jump does not occur when activating the second switching element 16, a defect in the second switching element 16 or its activation can be concluded. In this case, the output of error information is provided, which is initiated, for example, by the control arrangement 9 to a central motor vehicle control system to set an error memory. The control arrangement 9 can also modify the operation of the motor vehicle lock 1 and, for example, deactivate the drive 7 or operate it at a lower power to prevent damage to the resistor arrangement 19.

[0046] Furthermore, it is preferably provided here that the resistor arrangement 19 is designed, in particular, as a single resistor element or a resistor network with multiple resistor elements. In Fig. 2a), the resistor arrangement 19 is shown in simplified form as a single element, but in the case of a resistor network, it can comprise a parallel and / or series connection of multiple resistor elements.

[0047] The selection and connection of the resistance elements can be adapted accordingly to achieve a specific charging behavior of the backup capacitor 17 or a specific limitation of the inrush current. Preferably, the resistance element or at least one of the plurality of resistance elements is designed as a pulse-resistant resistor, which enables rapid charging of the backup capacitor and rapid load execution of the drive 7 after connection.

[0048] As already mentioned, here and preferably the drive 7 is configured, upon actuation by the control arrangement 9, to move the at least one pawl 4 into an open state in which the at least one pawl 4 releases the lock latch 3. Here and preferably the drive motor 8 is coupled via a worm gear to a worm wheel 25, which moves the pawl 4 into the open state via at least one actuator 26.

[0049] According to a further teaching, a motor vehicle locking system is proposed, comprising a proposed motor vehicle lock 1 and a power supply component 27, which connects a supply voltage to the voltage input 12. The connection is preferably effected via a switching element of the power supply component 27, such as a transistor or the like, and thus with comparatively short switching times, resulting in a high dynamic response at the voltage input 12. Reference is made to all statements regarding the proposed motor vehicle lock 1.

[0050] Furthermore, it is preferably provided here that the power supply component 27 is part of a locking element control unit 2, which operates the motorized locking function of the motor vehicle lock 1. The locking element control unit 2 can, for example, manage locking states and trigger the motorized locking function in response to an operator action, such as actuating a door handle 28.

[0051] Preferably, the closure element control unit 2 connects the supply voltage to the voltage input 12 to provide the motorized closing function. The voltage input 12 can remain de-energized when the motorized closing function is not in use. The supply voltage is only connected to the voltage input 12 when the closing function is triggered. The rapid start-up of the supply circuit 11, as mentioned above, is particularly important here.

[0052] Furthermore, it is preferably provided here that the closure element control device 2 has short-circuit protection. Preferably, the dynamic behavior of the resistor arrangement 19 for applying a predetermined voltage to the voltage input 12 is tuned to prevent the short-circuit protection from being activated by the supply circuit 11. A nominal voltage of the vehicle electrical system 23, for example, is assumed as the predetermined voltage. By tuning the resistor arrangement 19, activation of the short-circuit protection can be reliably prevented, on the one hand, and the backup capacitor 17 can be charged as quickly as possible, on the other.

[0053] In a further embodiment, the power supply component 27 is designed as an electronic fuse. The electronic fuse is, for example, an overload protection device for the on-board electrical system 23 of the motor vehicle, which in particular has a switching element. It is conceivable that the motor vehicle lock 1 is also operated without a locking element control unit 2, and, for example, the management of the locking states and the detection of an operator action are carried out by means of the control arrangement 9.

[0054] According to a further teaching, a method is proposed for operating a motor vehicle lock 1 for a locking element 2 of a motor vehicle, the motor vehicle lock 1 having a lock latch 3 and at least one pawl 4, having a drive 7 with an electric drive motor 8 for providing a motorized locking function of the motor vehicle lock 1 and having a control arrangement 9 for controlling the drive 7 with a supply circuit 11, wherein the supply circuit 11 is equipped with a voltage input 12 for connection to a supply voltage for the control arrangement 9, with a reverse polarity protection 13 of the voltage input 12, in particular having a first switching element which can be switched on depending on the polarity at the voltage input 12, and with a backup capacitor 17 connected downstream of the reverse polarity protection 13 to the voltage input 12.

[0055] Here, it is provided that a resistor arrangement 19 is connected between the voltage input 12 and the backup capacitor 17, which can be bridged to the backup capacitor 17 via a second switching element 16. When the supply voltage is switched on, the backup capacitor 17 is initially at least partially charged via the resistor arrangement 19 by means of the supply circuit 11, and then the second switching element 16 is switched on. Reference is made to all statements regarding the proposed motor vehicle lock 1 and the proposed motor vehicle locking system.

Claims

Patent claims 1. Motor vehicle lock for a locking element (2) of a motor vehicle, comprising a lock latch (3) and at least one pawl (4), comprising a drive (7) with an electric drive motor (8) for providing a motorized locking function of the motor vehicle lock (1), and comprising a control arrangement (9) for controlling the drive (7) with a supply circuit (11), wherein the supply circuit (11) is equipped with a voltage input (12) for connection to a supply voltage for the control arrangement (9), with a reverse polarity protection (13) of the voltage input (12), in particular comprising a first switching element (14) that can be switched on depending on the polarity at the voltage input (12), and with a backup capacitor (17) connected downstream of the reverse polarity protection (13) to the voltage input (12), characterized in that a resistor arrangement (19) is connected between the voltage input (12) and the backup capacitor (17),which can be bridged to the backup capacitor (17) via a second switching element (16), and in that the supply circuit (11) is designed to initially at least partially charge the backup capacitor (17) via the resistor arrangement (19) when the supply voltage is switched on and then to switch through the second switching element (16).

2. Motor vehicle lock according to claim 1, characterized in that the supply circuit (11) switches the second switching element (16) through depending on a voltage detected in the supply circuit (11), preferably that the supply voltage switches the second switching element (16) through depending on the capacitor voltage of the backup capacitor (17).

3. Motor vehicle lock according to claim 2, characterized in that the supply circuit (11) switches the second switching element (16) on reaching a predetermined voltage threshold value by the detected voltage, preferably that the supply voltage exceeds the voltage voltage threshold value depending on a supply voltage detected at the voltage input (12).

4. Motor vehicle lock according to one of the preceding claims, characterized in that the supply circuit (11) switches the second switching element (16) through in a time-dependent manner, preferably after a predetermined start-up time has elapsed since the supply voltage is applied.

5. Motor vehicle lock according to one of the preceding claims, characterized in that the resistor arrangement (19) is connected between the polarity reversal protection (13) and the backup capacitor (17) and that a control unit (24) is connected between the polarity reversal protection (13) and the resistor arrangement (19) to the voltage input (12), preferably that the control unit (24) controls the first switching element (14) and / or the second switching element (16).

6. Motor vehicle lock according to one of the preceding claims, characterized in that the supply circuit (11) switches the first switching element (14) and the second switching element (16) through simultaneously.

7. Motor vehicle lock according to one of the preceding claims, characterized in that the supply circuit (11) checks the occurrence of a predetermined charging behavior at the backup capacitor (17), in particular based on the capacitor voltage, when the second switching element (16) is switched through, and outputs error information when a deviation from the predetermined charging behavior is detected.

8. Motor vehicle lock according to one of the preceding claims, characterized in that the resistance arrangement (19) is designed as a resistance element or resistance network with a plurality of resistance elements, preferably that the resistance element or at least one of the plurality of resistance elements is designed as a pulse-resistant resistor.

9. Motor vehicle lock according to one of the preceding claims, characterized in that the drive (7) is designed to adjust the at least one pawl (4) into an opening state in which the at least one pawl (4) releases the lock latch (3) when actuated by means of the control arrangement (9).

10. Motor vehicle locking system comprising a motor vehicle lock (1) according to one of the preceding claims and a voltage supply component (27) which connects a supply voltage to the voltage input (12).

11. Motor vehicle locking system according to claim 10, characterized in that the voltage supply component (27) is part of a locking element control device (2) which operates the motor vehicle lock (1) to provide the motorized locking function, preferably in that the locking element control device (2) switches the supply voltage to the voltage input (12) to provide the motorized locking function.

12. Motor vehicle locking system according to claim 10 or 11, characterized in that the locking element control device (2) has a short-circuit protection, preferably that the dynamic behavior of the resistor arrangement (19) for the application of a predetermined voltage to the voltage input (12) is coordinated to avoid the activation of the short-circuit protection by the supply circuit (11).

13. Motor vehicle locking system according to one of claims 10 to 12, characterized in that the voltage supply component (27) is designed as an electronic fuse.

14. Method for operating a motor vehicle lock (1) for a locking element (2) of a motor vehicle, the motor vehicle lock (1) comprising a lock latch (3) and at least one pawl (4), comprising a drive (7) with an electric drive motor (8) for providing a motorized locking function of the motor vehicle lock (1) and comprising a control arrangement (9) for controlling the drive (7) with a supply circuit (11), wherein the supply circuit (11) is equipped with a voltage input (12) for connection to a supply voltage for the control arrangement (9), with a reverse polarity protection (13) of the voltage input (12), in particular comprising a first switching element (14) which can be switched through depending on the polarity at the voltage input (12), and with a backup capacitor (17) connected downstream of the reverse polarity protection (13) to the voltage input (12), characterized in that a resistor arrangement (19) is connected between the voltage input (12) and the backup capacitor (17), which resistor arrangement can be bridged to the backup capacitor (17) via a second switching element (16),and that by means of the supply circuit (11) when the supply voltage is switched on, the support capacitor (17) is first at least partially charged via the resistor arrangement (19) and then the second switching element (16) is switched on.

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