Method for operating a motor vehicle locking system

Abstract

The invention relates to a method for operating a motor vehicle locking system (1), wherein: the motor vehicle locking system (1) comprises a drive (2) and a control arrangement (4) for activating the drive (2), in order to provide, in an adjustment operation, a motorized locking function for an adjustable locking element (5) of the motor vehicle (6); in normal operation, a normal supply voltage of the motor vehicle (6) is transmitted as drive voltage to the drive (2) by means of the control arrangement (4) according to an activation specification; and the control arrangement (4) comprises an emergency supply unit (10) with an electrical energy store (11) and a boost converter (14) which is connected downstream of the energy store (11) and increases, in emergency operation, in particular in the event of failure of the normal supply voltage, an energy store voltage to an emergency supply voltage for activating the drive (2). It is proposed that, in emergency operation, the emergency supply voltage is transmitted as drive voltage to the drive (2) by means of the control arrangement (4) according to a modified activation specification, which is reduced compared with normal operation.

Description

[0001] Method for operating a motor vehicle locking system

[0002] The present invention relates to a method for operating a motor vehicle locking system according to the preamble of claim 1, a control arrangement for operating a motor vehicle locking system according to the preamble of claim 11 and a motor vehicle locking system according to claim 12.

[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, and the like. These locking elements can generally be designed as swing or sliding doors.

[0004] The known prior art (DE 10 2020 102 775 A1), from which the invention is based, relates to a method for operating 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] In order to meet the requirements for the safety of the power supply of such motor vehicle locks, an emergency power supply with an energy storage device must be provided, whereby the electrical power supply of the motor vehicle locking system is ensured via an emergency supply voltage even in emergency operation, in particular in the event of a failure of the normal supply voltage.

[0006] A challenge is that the energy storage voltage provided by the energy storage device for emergency operation can depend on the design and state of charge of the energy storage device. The known prior art (DE 10 2020 102 775 A1) proposes the use of a boost converter, which allows even a comparatively low energy storage voltage to be used to provide the emergency supply voltage. The boost converter is accordingly matched to the energy storage device and the required emergency supply voltage.

[0007] The invention is based on the problem of designing and developing the known method in such a way that the emergency supply of the motor vehicle locking system is designed to be particularly reliable.

[0008] The above problem is solved by the features of claim 1.

[0009] The invention is based on the finding that controlling the drive in emergency mode can lead to conditions in which the emergency power supply, and in particular the boost converter, cannot be readily operated. When high current values ​​occur, the input voltage of the boost converter can drop so far due to the equivalent resistance of the energy storage device that the emergency power supply is not reliably provided. The fundamental idea is to modify a control specification intended for normal operation so that the transmission as drive voltage is reduced at least for part of the adjustment process.

[0010] In detail, it is proposed that the emergency supply voltage is passed on to the drive as drive voltage by means of the control arrangement in emergency operation according to a modified control specification which is reduced compared to normal operation.

[0011] Particularly preferred in this case is a tuning of the control to the requirements, and in particular to a minimum input voltage of the boost converter according to claim 2. Operation of the boost converter can thus be ensured and, in particular, can also be carried out at a comparatively low energy storage voltage. Consequently, the emergency supply can also advantageously be provided via a single capacitor, which is the subject of claim 3. By modifying the control specification, conditions such as a minimum voltage and / or a maximum current according to claim 4 can be met, so that the modification can be defined in a simple manner.

[0012] Advantageous embodiments of the modification of the control specification in emergency operation are further the subject of claim 5. A tuning to an equivalent series resistance (ESR) of the energy storage device is particularly interesting, since the ESR determines the voltage drop at the boost converter at high current values.

[0013] In general, in emergency operation, a reduced drive voltage can be achieved over at least a portion of the adjustment process compared to normal operation, as specified in claims 6 to 9. Particularly in a start-up phase, high current values ​​can occur when the drive starts up, so that in the embodiment according to claim 7, a reduced drive voltage and preferably a voltage ramp not provided for in normal operation is used for emergency operation. Claims 8 and 9 relate to the reduction of the drive voltage in a final phase of the adjustment process, whereby, in particular, a block current occurring upon reaching a mechanical end stop is unproblematic for control in emergency operation.

[0014] Particularly preferred is an implementation of the control via a pulse width modulation (PWM) according to claim 10, whereby the intended modification in emergency operation is implemented in a particularly simple manner.

[0015] According to a further teaching according to claim 11, which has independent significance, a control arrangement for operating a motor vehicle locking system is claimed. It is essential that the control arrangement passes the emergency supply voltage on to the drive in emergency operation as the drive voltage according to a modified control specification that is reduced compared to normal operation. Reference may be made to all explanations regarding the proposed method. According to a further teaching according to claim 12, which also has independent significance, a motor vehicle locking system having a drive with an electric drive motor and a control arrangement for controlling the drive is claimed. The motor vehicle locking system is set up to carry out the proposed method. Reference may be made to all explanations regarding the proposed method and the proposed control arrangement.

[0016] 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 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.

[0017] In the following, the invention is explained in more detail with reference to a drawing which merely illustrates exemplary embodiments. In the drawing,

[0018] Fig. 1 shows a motor vehicle door with a motor vehicle locking system and a motor vehicle lock in a respective perspective view,

[0019] Fig. 2 is a schematic representation of the control arrangement and

[0020] Fig. 3 a) a schematic representation of a drive voltage curve according to the control specification and b) exemplary drive current curves in the adjustment process.

[0021] The invention relates to a method for operating a motor vehicle locking system 1. The motor vehicle locking system 1 has a drive 2 with an electric drive motor 3 and a control arrangement 4 for controlling the drive 2. The control provides a motorized closing function for an adjustable closure element 5 of the motor vehicle 6 in an adjustment process. The term "drive motor" 2 herein encompasses all types of electric actuators, in particular rotary and linear actuators. The drive motor 3 is preferably a rotary electric motor, which is further preferably designed as a brushed DC motor or as a brushless DC motor.

[0022] 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 2. 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 1 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.

[0023] The implementation of the motorized closing function is accompanied by an adjustment process effected by the drive 2, wherein at least one component associated with the closure element 5 is adjusted via the drive 2. The adjusted component is not necessarily the closure element 5 itself. In a particularly preferred embodiment, the drive 2 serves as an opening drive, which will be explained below.

[0024] The control arrangement 4, shown schematically in Fig. 2, has control electronics for implementing the control tasks associated with the motorized closing function and is preferably equipped with a drive controller 7, such as a microcontroller, for the electric drive motor 3. The control arrangement 4 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 8. Upon receipt of an operating signal, the control arrangement 4 can trigger activation of the drive 2. The drive 2 is activated by the control arrangement 4 during normal operation based on a normal supply voltage of the motor vehicle 6 in accordance with a control specification with a drive voltage.The standard supply voltage is preferably an on-board electrical system voltage of the motor vehicle 6, which is provided by the central battery of the motor vehicle 6, and is shown in Fig. 2 as 11bat. 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.

[0025] The drive voltage is provided based on the standard supply voltage. The control arrangement 4 here preferably has a driver unit 9, via which PWM operation is implemented, and the standard supply voltage is supplied to the drive 2 in pulsed form as the drive voltage UM. In pulsed operation, the drive voltage is understood to be an effective drive voltage, for example, the drive voltage determined via a root mean square value over time. Fig. 2 also shows the drive current IM supplied to the drive 2 during activation.

[0026] The control specification generally contains instructions regarding how the supply voltage is passed on as the drive voltage of the drive 2. "Passing on" is to be understood broadly here, whereby the supply voltage can be changed, in particular pulsed and / or reduced, by means of the control arrangement 4 during the transmission. The control specification can, for example, contain a duty cycle to be used for PWM operation, a target drive voltage, in particular a temporal target drive voltage curve, or the like, which are implemented during control by the control arrangement 4. In the particularly simple embodiment shown in Fig. 3a), the solid line shows a target drive voltage for normal operation, which is selected to be constant for the adjustment process lasting from time t0 to ts.The target drive voltage can, for example, correspond to a direct connection of the normal supply voltage to the drive motor 3 or to a PWM operation with a maximum duty cycle, wherein in particular the normal supply voltage is passed on to the drive 2 essentially unchanged as the drive voltage.

[0027] The control arrangement 4 has an emergency power supply 10 with an electrical energy storage device 11. The energy storage device 11 is preferably designed to be rechargeable. In emergency operation, particularly in the event of a failure of the normal supply voltage, an emergency electrical supply voltage is provided for the drive 2 by means of the energy storage device 11. Emergency operation occurs in particular in the event of a failure of the on-board electrical system 12, a crash, or the like. In emergency operation, the emergency supply voltage can be used to supply electrical energy not only to the drive 2 but also to other parts of the control arrangement 4, such as the drive controller 7.

[0028] The control arrangement 4 here and preferably comprises a charging circuit 13 for setting a target charge level of the energy storage device 11. The charging circuit 13 can, in particular, comprise a charge controller for achieving the target charge level by charging the energy storage device 11. In general, the energy storage device 11 can be charged via the standard supply voltage during normal operation.

[0029] The emergency power supply 10 has a boost converter 14 connected downstream of the energy storage device 11, which, in emergency operation, particularly in the event of a failure of the normal supply voltage, boosts an energy storage voltage to an emergency supply voltage for controlling the drive 2. The energy storage voltage serves here and preferably as the input voltage for the boost converter 14, which generally boosts the input voltage to a comparatively higher output voltage. Here and preferably, the emergency supply voltage is generated as the output voltage. The magnitude of the emergency supply voltage can essentially correspond to the magnitude of the normal supply voltage.

[0030] The boost converter 14 preferably has, in a manner known per se, an active switching element that switches the current flow of an inductor. The boost converter 14 is preferably operated such that an output voltage is constant, while the input voltage can be variable, in particular depending on the state of charge of the energy storage device 11. For the operation of the boost converter 14, a minimum input voltage can be provided, which corresponds to the input voltage that must at least be supplied to the boost converter 14 in order to reliably provide the required output voltage.

[0031] However, the input voltage provided to the boost converter 14 via the energy storage device 11 during emergency operation can depend not only on the state of charge but also on the control dynamics. In particular, high discharge currents of the energy storage device 11 can lead to a drop in the input voltage. While current peaks when controlling the drive 2 during normal operation may be unproblematic based on the standard supply voltage, additional measures are taken to protect the emergency supply 10 during emergency operation.

[0032] It is now essential that the emergency supply voltage is passed on to the drive 2 by means of the control arrangement 4 in emergency operation as a drive voltage according to a modified control specification which is reduced compared to normal operation.

[0033] Reducing the control input means that the emergency supply voltage is passed on as the drive voltage in emergency operation to a lesser extent than the standard supply voltage is passed on as the drive voltage in normal operation. Particularly preferably, the amount of the drive voltage in emergency operation is reduced, at least in sections, during the adjustment process compared to the amount of the drive voltage in normal operation.

[0034] The reduction allows the requirements of emergency operation and, in particular, of the boost converter 14 to be taken into account during control. The transmission of the emergency supply voltage is not necessarily reduced throughout the entire adjustment process compared to normal operation. However, in this case, and preferably, the transmission in emergency operation—as seen throughout the adjustment process—is always less than or equal to the drive voltage in normal operation. Furthermore, it is here and preferably provided that the control specification in emergency operation is modified such that a specified operating condition of the boost converter 14, in particular a specified minimum input voltage of the boost converter 14, is maintained during control.

[0035] In Fig. 3b), the solid line shows an example of the drive current profile during the adjustment process, which can occur when implementing the target drive voltage provided for normal operation in Fig. 3a). Particularly in a start phase of the adjustment process, which can include starting up the drive motor 3, and a final phase of the adjustment process, which can include block operation of the drive motor 3, high drive currents can occur, which are provided by discharging the energy storage device 11. This can cause the input voltage of the boost converter 14 to drop to such an extent that the emergency supply voltage is no longer reliably available.

[0036] By modifying the control specification in emergency operation, the specified minimum input voltage for the boost converter 14 can be maintained. In Fig. 3a), the dashed line shows a modified curve of the target drive voltage, and in Fig. 3b), the dashed line shows an example resulting drive current curve. The target drive voltage is modified here in such a way that the aforementioned current peaks of the drive current are reduced.

[0037] Furthermore, it is preferably provided here that the energy storage device 11 has at least one capacitor 15, preferably a single capacitor 15, and that the boost converter 14 increases the capacitor voltage to the emergency supply voltage.

[0038] As shown in Figs. 1 and 2, the energy storage device 11 has at least one capacitor 15, preferably a double-layer capacitor. The emergency supply voltage is provided here based on the capacitor voltage of the at least one capacitor 15. 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. In addition to the at least one capacitor 15, the energy storage device 11 can have further storage elements, such as primary and / or secondary cells.

[0039] When using multiple capacitors 15, the capacitors 15 can generally be connected in series and / or parallel. In a particularly preferred embodiment, the energy storage device 11 has a single capacitor 15, in particular a single double-layer capacitor. The capacitor voltage present across the capacitor 15 can be used as the input voltage of the boost converter 14.

[0040] In general, the discharge behavior of the capacitor 15 and in particular the ESR of the capacitor 15, which determines the voltage drop of the input voltage of the boost converter 14 at corresponding discharge currents, can be taken into account when modifying the control specification for emergency operation.

[0041] Furthermore, it is preferably provided here that the control specification in emergency operation is modified such that a predetermined minimum voltage and / or a predetermined maximum current for discharging the energy storage device 11 is maintained during control.

[0042] The curve of the desired drive voltage can, for example, be selected such that the drive current from Fig. 3b) remains below the maximum current during the adjustment process.

[0043] It can be provided that a modified drive voltage curve is predefined for emergency operation compared to normal operation. This means that the modification of the control specification is already predetermined before emergency operation begins. For example, a modification of the target drive voltage can be created from comparative measurements, which ensures compliance with the specified minimum voltage and / or the specified maximum current.

[0044] It is also conceivable that the control specification is modified during the adjustment process, for example based on a current measurement and / or voltage measurement, in particular of drive current and / or drive voltage, discharge current of the energy storage device 11 and / or energy storage voltage.

[0045] Furthermore, the control specification in emergency operation can be modified depending on an electrical characteristic of the energy storage device 11, in particular an equivalent series resistance of the energy storage device 11 and / or the energy storage voltage. The equivalent series resistance is preferably the ESR of the at least one capacitor 15. The equivalent series resistance and / or the energy storage voltage is / are determined, for example, before the adjustment process, for example as part of a diagnostic routine. Preferably, with higher ESR values, the drive voltage is further reduced in emergency operation.

[0046] Furthermore, it is preferably provided here that the drive 2 in emergency operation is controlled in sections during the adjustment process with a control specification that is reduced compared to normal operation, and preferably that the drive 2 in emergency operation is otherwise controlled during the adjustment process with a control specification that corresponds to normal operation.

[0047] Furthermore, it is preferably provided here that, in emergency operation, drive 2 is controlled during a start phase of the adjustment process with a reduced control specification compared to normal operation. The start phase can begin with the start of control, in Fig. 3 at time t0.

[0048] As shown in Fig. 3a) using the dashed line, in a preferred embodiment the drive voltage in emergency operation in the start-up phase can be brought to a predetermined maximum drive voltage via a predetermined voltage ramp. Here and preferably a linear voltage increase is provided in the voltage ramp up to time t1, which ends the start-up phase. A voltage ramp deviating from a linear progression is also conceivable. Furthermore, in deviation from the illustration in Fig. 3a), the target drive voltage can already assume a starting value greater than zero at the start of the voltage ramp. The predetermined maximum drive voltage can correspond to the emergency supply voltage, which is made available to the drive 2 essentially unchanged.

[0049] The course of the voltage ramp, in particular the gradient of the linear voltage increase and / or the starting value, can be selected depending on an electrical characteristic of the energy storage device 11, in particular an equivalent series resistance of the energy storage device 11 and / or the energy storage voltage.

[0050] As also shown in Fig. 3a) by the dashed line, a further preferred embodiment provides that, in emergency operation, the drive 2 is controlled in a final phase of the adjustment process with a reduced control specification compared to normal operation. The final phase can end with the end of the control, in Fig. 3 at time ts.

[0051] Preferably, the final phase begins after a predetermined period of time has elapsed since the start of the control, in Fig. 3 at time t2, and / or upon sensory position detection during the adjustment process. Sensory position detection detects, for example, the reaching of a predetermined position of the drive 2 and / or the component to be adjusted, for which a position sensor such as a Hall sensor, microswitch, or the like can be used.

[0052] It is particularly preferred that the adjustment process be terminated upon reaching a mechanical end stop. A mechanical end stop is generally understood to be a mechanical measure that limits further adjustment during the adjustment process, for example, the reaching of a stop or damper by the drive 2 and / or the component to be adjusted.

[0053] Reaching the mechanical end stop can be monitored by the control arrangement 4 via a block current detection of the drive current, which terminates the control. Such a block current detection is preferably provided both in normal operation and in emergency operation in order to trigger termination of the control. During block current detection, the drive current is checked to determine whether the drive 2 has entered block operation. Monitoring whether an absolute current threshold has been exceeded by the drive current is conceivable. Preferably, however, the block current detection is defined based on a relative current threshold and / or a current increase threshold of the drive current. A relative current threshold is defined here by a relationship between a previous value of the drive current and a current value of the drive current, whereby block operation is deemed to have been detected when the relative current threshold is exceeded.The current rise threshold is preferably defined for a time-dependent derivative of the drive current values, whereby block operation is considered detected when the current rise threshold is exceeded. In particular, the reduction of the target drive voltage shown here allows block current detection to be defined identically in normal and emergency operation.

[0054] In general, the reduction in supply voltage transmission can be implemented with pulsed transmission. In particular, by modifying the control specification, the pulsed transmission is modified in such a way, for example, by varying the pulse length and / or pulse frequency, that the emergency supply voltage is transmitted as drive voltage to a lesser extent than the standard supply voltage.

[0055] It is preferably provided that the drive 2 is controlled by means of the control arrangement 4 via a pulse width modulation of the drive voltage and that in emergency operation with the control specification the pulse width modulation, preferably the duty cycle, is modified compared to normal operation.

[0056] In the example shown in Fig. 3a), as already mentioned, the target drive voltage can be implemented via a maximum duty cycle during normal operation. In emergency operation, however, a lower duty cycle than the maximum duty cycle can be selected for the start-up phase and / or the final phase.

[0057] According to a further teaching, a control arrangement 4 for operating a motor vehicle locking system 1 is proposed, wherein the motor vehicle locking system 1 has a drive 2 and a control arrangement 4 for controlling the drive 2 in order to provide a motorized closing function for an adjustable closure element 5 of the motor vehicle 6 in an adjustment process, wherein the control arrangement 4 passes on a normal supply voltage of the motor vehicle 6 to the drive 2 in normal operation according to a control specification as the drive voltage, wherein the control arrangement 4 has an emergency supply 10 with an electrical energy store 11 and a boost converter 14 connected downstream of the energy store 11, which boosts an energy store voltage to an emergency supply voltage for controlling the drive 2 in emergency operation, in particular in the event of a failure of the normal supply voltage.

[0058] Furthermore, it is preferably provided here that the control arrangement 4 transmits the emergency supply voltage to the drive 2 in emergency operation according to a modified control specification that is reduced compared to normal operation. Reference is made to all explanations of the proposed method.

[0059] According to a further teaching, a motor vehicle locking system 1 is proposed, comprising a drive 2 and a control arrangement 4 for controlling the drive 2, the motor vehicle locking system 1 being configured to implement the proposed method. The motor vehicle locking system 1 preferably comprises a proposed control arrangement 4. Reference is made to all statements regarding the proposed method and the proposed control arrangement 4.

[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 drive 2 is provided for the motorized lifting of the pawl 18. Particularly preferably, the proposed control arrangement 4 is integrated in a housing 19 of the motor vehicle lock 16. The motor vehicle lock 16 is shown in Fig. 1 in a partially disassembled perspective view and is equipped with a pivotable lock latch 17 for the holding engagement with a locking part (not shown) and at least one pawl 18 assigned to 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 fixed to the body of the motor vehicle 6.

[0061] 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 2, whereby the pawl system releases the lock latch 17. For this purpose, the drive motor 3 is connected to the pawl system via a drive train 20 of the drive 2. The aforementioned mechanical end stop can limit the adjustment travel of the drive train 20 and / or the pawl 18 in the lifting direction.

[0062] As an alternative to the previously mentioned integration of the control arrangement 4 into the motor vehicle lock 16, it is also conceivable for the control arrangement 4 to be part of a separate control unit 21 for the motor vehicle lock 16. Examples of such a control unit 21 are a flap control unit and a door control unit, which can also perform further electronic functions in the locking element 5.

[0063] 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 1 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.

Claims

Patent claims 1. A method for operating a motor vehicle locking system (1), wherein the motor vehicle locking system (1) has a drive (2) and a control arrangement (4) for controlling the drive (2) in order to provide a motorized closing function for an adjustable closure element (5) of the motor vehicle (6) in an adjustment process, wherein a normal supply voltage of the motor vehicle (6) is passed on to the drive (2) by means of the control arrangement (4) in normal operation as a drive voltage in accordance with a control specification, wherein the control arrangement (4) has an emergency supply (10) with an electrical energy store (11) and a boost converter (14) connected downstream of the energy store (11), which boosts an energy store voltage to an emergency supply voltage for controlling the drive (2) in emergency operation, in particular in the event of a failure of the normal supply voltage, characterized in thatthat the emergency supply voltage is passed on to the drive (2) by means of the control arrangement (4) in emergency operation as a drive voltage according to a modified control specification which is reduced compared to normal operation., 2. Method according to claim 1, characterized in that the control specification in emergency operation is modified such that a predetermined operating condition of the boost converter (14), in particular a predetermined minimum input voltage of the boost converter (14), is maintained during control.

3. Method according to claim 1 or 2, characterized in that the energy storage device (11) has at least one capacitor (15), preferably a single capacitor (15), and in that the boost converter (14) increases the capacitor voltage to the emergency supply voltage.

4. Method according to one of the preceding claims, characterized in that the control specification in emergency operation is modified in such a way that that a predetermined minimum voltage and / or a predetermined maximum current for discharging the energy storage device (11) is maintained during activation.

5. Method according to one of the preceding claims, characterized in that for the emergency operation, a modified drive voltage curve is predefined during activation compared to the normal operation, and / or that the activation specification in the emergency operation is modified depending on an electrical characteristic of the energy store (11), in particular an equivalent series resistance of the energy store (11) and / or the energy store voltage.

6. Method according to one of the preceding claims, characterized in that the drive (2) in emergency operation in the adjustment process is controlled in sections with a control specification which is reduced compared to normal operation, preferably that the drive (2) in emergency operation in the adjustment process is otherwise controlled with a control specification which corresponds to normal operation.

7. Method according to claim 6, characterized in that the drive (2) in emergency operation is controlled in a start phase of the adjustment process with a reduced control specification compared to normal operation, preferably that the drive voltage in emergency operation in the start phase is brought to a provided maximum drive voltage via a predetermined voltage ramp.

8. Method according to claim 6 or 7, characterized in that the drive (2) in emergency operation is controlled in a final phase of the adjustment process with a reduced control specification compared to normal operation, preferably that the final phase begins after a predetermined period of time has elapsed since the start of the control and / or after a sensory position detection in the adjustment process.

9. Method according to claim 8, characterized in that the adjustment process is terminated when a mechanical end stop is reached and the reaching of the mechanical end stop is detected by means of the control an- order (4) is monitored via a block current detection of the drive current, which terminates the control, preferably that the block current detection is defined on the basis of a relative current threshold and / or a current rise threshold of the drive current, and in particular the same in normal operation and emergency operation.

10. Method according to one of the preceding claims, characterized in that the drive (2) is controlled by means of the control arrangement (4) via a pulse width modulation of the drive voltage and that in emergency operation with the control specification the pulse width modulation, preferably the duty cycle, is modified compared to normal operation.

11. A control arrangement for operating a motor vehicle locking system (1), wherein the motor vehicle locking system (1) has a drive (2) and a control arrangement (4) for controlling the drive (2) in order to provide a motorized closing function for an adjustable closure element (5) of the motor vehicle (6) in an adjustment process, wherein the control arrangement (4) passes on a normal supply voltage of the motor vehicle (6) to the drive (2) in normal operation according to a control specification as a drive voltage, wherein the control arrangement (4) has an emergency supply (10) with an electrical energy store (11) and a boost converter (14) connected downstream of the energy store (11), which boosts an energy store voltage to an emergency supply voltage for controlling the drive (2) in emergency operation, in particular in the event of a failure of the normal supply voltage, characterized in thatthat the control arrangement (4) transmits the emergency supply voltage to the drive (2) in emergency operation according to a modified control specification which is reduced compared to normal operation., 12. Motor vehicle locking system comprising a drive (2) and a control arrangement (4) for controlling the drive (2), the motor vehicle locking system (1) being configured to carry out the method according to one of claims 1 to 10.

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 drive (2) is provided for the motorized lifting of the pawl (18).

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