DE102023208561B3 - METHOD FOR CONTROLLING A DRIVE UNIT HAVING AN ANTI-TRAPMENT FUNCTION FOR ADJUSTING A ROOF COMPONENT, ROOF DRIVE UNIT AND VEHICLE WITH A ROOF COMPONENT AND A ROOF DRIVE UNIT - Google Patents

Abstract

A method for controlling a roof drive unit having an anti-trap function for adjusting a roof component, in particular a sliding or sun roof or a roller blind of a vehicle, comprises the following steps to be carried out by a control unit:(a) specifying a first trigger threshold which serves to activate the anti-trap 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 during the 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 was determined in step (c) that the first trigger threshold was 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 which characterize a current operating state of the vehicle, before or within running the predetermined period of time, and (g) controlling a motor unit to reverse or close the roof component depending on the result of the evaluation.

Description

Technical area

Various aspects relate to methods for controlling a drive unit having 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.

Technical background

In motor vehicles, sliding or sunroofs or sun blinds, etc. are often set up as electrically operated components that can be adjusted (ECE Rule 21 (Section 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 be 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 the vehicle manufacturer to implement measures for anti-trap protection. In particular, anti-trap protection must be set up in such a way that the body part in question is detected as a trapped object during the closing movement.

Such detection is usually carried out by monitoring the closing force exerted on the roof component by the adjustment drive. Taking into account the closing force exerted on the adjustable roof component during the closing process, as well as the friction and deformation forces generally counteracting this and possibly also wind and roof loads, the trapping situation results in a clamping force exerted on the trapped object. In the case of electric sliding or sunroofs, this should not exceed a value of 100 N according to the technical standards (ECE-R21 in Europe or FMVSS-118 in the United States) - unless other conditions characterizing the operating state 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 so that reliable detection takes place and the limit is definitely not exceeded.

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

As soon as the trigger threshold is exceeded, the system in question (roof drive) detects a jamming situation and initiates a reversing movement. This means that the closing process is stopped immediately and the component is then moved back a few centimeters to release the opening to a predetermined opening width so that the object or body part can be pulled out of the opening unharmed.

However, it is known that cases of so-called false reversing can occur.

These can be caused by ageing 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 changes in the corresponding profiles of the closing force over the travel path can occur due to the heating of the motor. If such effects are excessively strong, it can lead to a real stiffness in 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 clamped. In this case, however, a jamming situation is incorrectly detected and the closing movement is stopped and then reversed. Such incorrect reversing is of course undesirable. 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.

The above aspects relate to a trapping situation when the vehicle is stationary (the vehicle is not moving), in particular when it is assumed that no driver is present. Such a situation can be detected by a control system, for example by means of the ignition signal, a door signal, etc. The detection of, for example, trapping situations while driving, 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 while driving, which consequently goes beyond the legal requirements. In this case, however, a higher maximum permitted trigger threshold or clamping force can also be specified. On the other hand, however, even in the case of the vehicle being stationary but the driver is present - in this case the stricter legal requirements do not usually apply - there may still be a desire for the same requirements as in the legal case to apply, i.e. reversing can occur if a trigger threshold corresponding to a clamping force of, for example, 100 N is exceeded.

In stationary mode (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 when driving. The system (the roof drive) must therefore be able to distinguish 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 latency, as the cycle time is quite high in this case. Regardless of the vehicle bus, the latency can also be due to the fact that a certain amount of time is needed to calculate the driving speed, or that communication on the vehicle bus is delayed. If there is temporarily no reliable information about the current vehicle speed when starting off, it must be assumed that the vehicle is at a standstill, because in case of doubt the stricter legal requirements must be met.

When connected to a bus system, it can happen during driving (vehicle is moving) that, for example, the speed signal is no longer available in a sufficiently secure quality and the roof system must therefore assume a vehicle speed of 0 km/h for the reasons mentioned above in order to meet the safety requirements. This can be the case, for example, in particular if the vehicle is accelerated or braked significantly and the wheels spin (or in the event of aquaplaning, on poor roads, etc.). In this case, however, the trigger threshold for the anti-pinch protection is set to the value of the threshold when the vehicle is at a standstill, which can in turn lead to incorrect reversing due to the now stricter requirements.

However, special forces can act on the roof component, particularly when driving. For example, when starting off or braking (e.g. at traffic lights), additional acceleration or inertia forces occur when, for example, the roof is being closed. This additional roof load contributes to the current clamping force, so that incorrect reversing can also occur as a result.

In the US 7 482 773 B2 describes a method for assessing a trapping situation of a vehicle while driving. Data indicating the vehicle speed is transmitted to the roof drive, which carries out the assessment depending on the magnitude of the transmitted vehicle speed.

In the US 6 472 836 B1 A method for assessing a trapping situation is described in which the highest sensitivity is set when the vehicle is at a standstill.

In the EN 10 2010 006 904 A1 describes a method for controlling a drive motor with anti-trap protection for a sliding roof, in which a critical vehicle acceleration is detected and the anti-trap protection is corrected as a function of this. In the method, a control system is at least temporarily supplied with signals during a period of time that is extended by a defined period of time compared to the occurrence of the critical vehicle acceleration, which cause the control system to initiate a change in the triggering threshold of the anti-trap protection.

In the EN 10 2016 224 539 A1 discloses a method for controlling an actuating device for a motor-adjustable vehicle part that includes an anti-pinch function. A sensor is used to detect the expected road quality. When an adjustment process is carried out using 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. The actuating device is controlled as part of the anti-pinch function to stop or reverse the adjustment process if the detected operating variable exceeds a threshold value of the detected operating variable. To avoid false triggering of the anti-pinch function caused by driving on an uneven road, the threshold value is proactively adjusted depending on the information about the expected road quality.

The EN 10 2016 213 761 A1 discloses a method for detecting a jamming and a closing force limitation of a sunroof of a motor vehicle that can be moved by an electric motor, with a decision device that is designed to make a decision as to whether the sunroof should be braked or not depending on a measured value of a clamping force detection that represents a force on the sunroof. The device is designed so that a clamping force detection is also carried out during a decided braking of the sunroof. The decision device is designed so that, depending on a value measured with the clamping force detection during braking of the sunroof and representing a force on the sunroof, a decision is only made after the sunroof has been braked as to whether the sunroof should be moved or not.

The DE 100 28 445 A1 discloses a method for controlling the adjustment movement of a part of a locking device in a vehicle, for example a window control in the vehicle doors, which is moved by means of an electric motor. A trapping detection is carried out by comparing at least one state variable of the electric motor or the locking device that is significant for trapping, for example the motor current or the adjustment speed, with a characteristic value that is significant for a trapping situation. In addition, the position of movable body parts, in particular the doors, is recorded and the control of the adjustment movement is adapted depending on the trapping detection and the position of the body parts. If a comparison result indicating a trapping situation is present, the electric motor is stopped for a predetermined, preferably barely noticeable short period of time and it is checked whether a change in position has occurred in a predetermined time range before or after the occurrence of the comparison result indicating a trapping situation, starting from a predetermined first position of the body part. In this case, the adjustment movement is continued, otherwise a trapping situation is assumed and the electric motor is reversed.

The EP 1 826 352 A1 discloses a locking and opening system of a vehicle with a control unit of an anti-pinch protection, which is coupled to a drive of the locking and opening system. The control unit has an input for at least one signal based on a variable, vehicle-specific data value. The control unit is designed such that it determines a situation-specific anti-pinch protection parameter depending on the signal and controls the drive on the basis of this parameter in a situation-specific manner.

In view of the state of the art, there is a need to further improve the handling of the activation of an anti-pinch function, in particular to avoid unnecessary incorrect reversing when the transmission of status information in the vehicle is subject to delays, but at the same time to take into account the need for increased safety. There is also a need for a corresponding device.

Presentation of various aspects of the invention

1. (a) Vorgeben einer ersten Auslöseschwelle, die zum Aktivieren der Einklemmschutzfunktion dient,
2. (b) Steuern einer Motoreinheit der Dachantriebseinheit, um die Dachkomponente in einer Richtung zu bewegen, in welcher eine Öffnung in einem Dach des Fahrzeugs verschlossen wird;
3. (c) Erfassen einer während der Bewegung der Dachkomponente von der Motoreinheit ausgeübten Schließ- oder Klemmkraft oder einer der Schließ- oder Klemmkraft entsprechenden Betriebsgröße des Motors und Vergleich mit der ersten Auslöseschwelle;
4. (d) Stoppen der Motoreinheit und der Bewegung der Dachkomponente, wenn in Schritt (c) ermittelt wurde, dass die erste Auslöseschwelle überschritten wurde;
5. (e) Vorgeben einer festgelegten Zeitdauer und Halten der Motoreinheit und Dachkomponente in der gestoppten Position;
6. (f) Empfangen und Auswerten von Daten über einen Kommunikationsbus, die einen aktuellen Betriebszustand des Fahrzeugs kennzeichnen, vor oder innerhalb des Laufens der vorab festgelegten Zeitdauer, und
7. (g) Steuern einer Motoreinheit, um die Dachkomponente abhängig von dem Ergebnis der Auswertung zu reversieren oder zu schließen.

Aspects of the invention which 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:

1. (a) specifying a first trigger threshold which serves to activate the anti-pinch protection function,
2. (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;
3. (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;
4. (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;
5. (e) specifying a fixed period of time and holding the motor unit and roof component in the stopped position;
6. (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
7. (g) controlling a motor unit to reverse or close the roof component depending on the result of the evaluation.

The basic idea is to reduce the latency of data signals that are delivered, for example, via a communication bus, or even temporarily insufficient Inadequate data quality due to unusual driving conditions (aqua-planing, emergency braking, ABS, tires slipping on poor road conditions, etc.) must be taken into account by specifying a period of time within which, after the closing process has been stopped, the operating state is first determined. The period of time is calculated such that it can be reasonably expected that signals of at least sufficient quality will be received within this period to allow the operating state to be determined. “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” information that is no longer up-to-date. However, it is also possible that partially contradictory information is transmitted in successive data packets, for example driving speed or engine speeds, which cannot have changed to the extent stated in such short intervals if the vehicle is used under normal driving conditions.

According to a first aspect of the invention, the anti-pinch protection is initially effective 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 assigned to an operating state that characterizes the standstill of the vehicle, because here the legal requirements must be complied with (ECE R21 or FMVSS-118, etc.).

The low trigger threshold detects the possible entrapment situation. In actual driving, as described, an incorrect detection of an entrapment situation can quickly occur if there is no object in the opening area, but the first trigger threshold, which was actually designed for standstill, is still applied because significant forces act on the roof component when accelerating or braking (particularly when starting off or at traffic lights, etc.) or on uneven terrain.

As an immediate measure when the possible trapping situation is detected, 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 there is actually an object in the trapping area, e.g. a child or a body part, the risk of injury is initially averted. The reversing that actually follows immediately is now suspended for up to a predetermined period of time, which is a maximum waiting time.

This waiting time is now used to enable the actual operating state, i.e. standstill or driving, 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 state, e.g. with regard to standstill or driving. The same applies to a period of time in which a data inconsistency is detected, i.e. the data is not of sufficient quality, or plausible but sharply increasing or decreasing parameters such as the vehicle speed are detected, which are confirmed by further subsequent data. The specified time period or waiting time is preferably longer than this time period, so that by receiving consistent or mutually plausible data over the longer period of time, a reliable statement about the current operating state can again be made. Consequently, 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) within the waiting time 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 in sufficient quality. Based on this information, in particular the additional (new) vehicle speeds, it is recognized whether the vehicle is in driving mode or not.

Depending on the operating state thus determined, a decision can now be made as to whether an error was detected, so that the closing process is now continued - at the latest after the specified time has elapsed - or whether the trapping situation was correctly detected, i.e. there is actually an object in the trapping 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 trapping area.

The steps (a) to (c) given initially represent a conventional procedure for detecting a trapping situation. In this general sense, the first trigger threshold can be the threshold for the vehicle at a standstill (e.g. with the driver absent) that complies with the strict legal requirements. rerin), but it can also be a (higher) trigger threshold that is adapted, for example, for driving operations.

In step (d), however, instead of reversing immediately, the motor unit and the movement of the roof component are stopped when the first trigger threshold is exceeded. At first glance, the conventional case could be understood as a combined stopping and immediately subsequent reversing. However, the electric motors used in the roof drive generally change the direction of rotation immediately without an intermediate stop. According to the aspects at hand, however, in this case at least such a period of time is interposed as is necessary for data reception and subsequent evaluation. However, this can certainly 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 period of time can be in the order of magnitude of the typical latency times; according to embodiments, it can be 200 ms or more, preferably 500 ms or more, more preferably 1000 ms or more, but the invention is not restricted to these specific value ranges. Upper limits can be 1 or 2 or 3 seconds, but these values also do not restrict the generality of the invention. As described above, this period of time serves to enable the evaluation of the data to determine an operating state, on the basis of which a decision can be made about reversing or further closing.

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

An aspect of the invention already mentioned above concerns the selection of a suitable trigger threshold in the case of an operating state that is currently not known with certainty, for example when starting off or in rough road situations while driving, in order to avoid incorrect reversing. In this situation, for reasons of increased safety, a state in which the stricter requirements apply must first be assumed. The first trigger threshold is therefore the threshold that meets the legal requirements, e.g. 100 N for the clamping force.

In step (a), the first trigger threshold is therefore configured to activate the anti-pinch function in an operating state that characterizes the vehicle being at a standstill. In step (f), the evaluation to be carried out by the control unit of the roof drive then includes determining a current operating state of the vehicle with regard to a standstill or driving operation. The specified time period therefore 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 operating state determined. Incorrect reversing is therefore avoided.

In a further development, if the evaluation in step (f) shows that the current operating state of the vehicle is characterized by driving, the closing or clamping force recorded in step (c) or the corresponding operating variable can be compared with a second trigger threshold that 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 that is no longer quite as strict, for example. If the closing or clamping force recorded still exceeds this additional trigger threshold, it can be assumed that there is an actual trapping situation. This second trigger threshold can be adapted in advance to the situations in driving mode and take into account various forces that only occur during driving, such as inertia or wind forces, etc. The values last recorded before stopping can be used for the comparison above.

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

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 carried out, it does not need to be repeated.

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 greater than 0 km/h extracted from the data is recorded as a state characterizing driving operation, and a vehicle speed equal to 0 km/h is recorded as a state characterizing standstill.

The data can also contain further information from which the presence of an operating state indicating a standstill can be concluded, 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. This data can also be used in addition to vehicle speed and/or engine speed. 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 a standstill or driving operation as suggested.

As described, step (g) can be carried out immediately after completion of the evaluation and within the specified time period, without having to wait for the end of the specified time period. However, it is also possible to carry out the movement in each case only after the expiration of the time period in order to obtain a uniform reversing scheme for all cases.

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

A second aspect of the invention relates to the case of sudden speed changes mentioned above. Here, the current operating state therefore includes a change in the driving speed or an engine speed or a corresponding operating variable that is determined by comparing successively received data. In particular, this affects acceleration or deceleration that may well be induced intentionally. In step (g), according to the aspect, the motor unit is controlled in order 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. In practice, the trigger threshold (which in this case does not have to meet the strict legal requirements anyway because it is a question of driving 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.

Further aspects of the invention relate to a roof drive unit with an anti-pinch 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 that represent 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 that is set up to carry out steps (a) - (g) according to one of the aspects mentioned above or according to one of the exemplary embodiments. The electric motor unit can be any controllable electric motor, but in particular a direct current motor, preferably a brushless (BLDC) direct current motor.

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.

Further advantages, features and details of the various aspects emerge from the claims, the following description of preferred embodiments and from the drawings. In the figures, the same reference numerals designate the same features and functions.

Short description of the drawings

• 1 in schematischer Darstellung einen Überblick über eine Vorrichtung zum Erfassen einer Einklemmsituation gemäß einem Ausführungsbeispiel der Erfindung;
• 2 in schematischer Darstellung einen Ablauf eines Verfahrens gemäß einem ersten konventionellen Vergleichsbeispiel, wobei eine Situation des An- bzw. Losfahrens eines Fahrzeugs und der Fall einer Fehlerfassung illustriert ist;
• 3 in schematischer Darstellung einen Ablauf eines Verfahrens gemäß einem ersten Ausführungsbeispiel in der gleichen Situation wie in 2, im Fall der anfänglichen Fehlerfassung;
• 4 in schematischer Darstellung einen Ablauf eines Verfahrens gemäß dem ersten Ausführungsbeispiel in der gleichen Situation wie in 3, allerdings mit korrekter Erfassung eines tatsächlich eingeklemmten Objekts;
• 5 in schematischer Darstellung einen Ablauf eines Verfahrens gemäß einem zweiten konventionellen Vergleichsbeispiel, wobei eine Situation des bereits laufenden Fahrbetriebs eines Fahrzeugs und der Fall der anfänglichen Fehlerfassung illustriert ist;
• 6 in schematischer Darstellung einen Ablauf eines Verfahrens gemäß einem zweiten Ausführungsbeispiel in der gleichen Situation wie in 2, ebenfalls im Fall der anfänglichen Fehlerfassung.

They show:

• 1 in a schematic representation an overview of a device for detecting a pinching situation according to an embodiment of the invention;
• 2 in schematic representation a sequence of a method according to a first conventional comparative example, wherein a situation of starting or driving off a vehicle and the case of an error detection are illustrated;
• 3 in schematic representation a sequence of a method according to a first embodiment in the same situation as in 2 , in case of initial error detection;
• 4 in schematic representation a sequence of a method according to the first embodiment in the same situation as in 3 , but with correct detection of an actually trapped object;
• 5 in schematic representation a sequence of a method according to a second conventional comparison example, wherein a situation of the already ongoing driving operation of a vehicle and the case of the initial error detection are illustrated;
• 6 in schematic representation a sequence of a method according to a second embodiment in the same situation as in 2 , also in the case of the initial error detection.

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 noted that the expression and terminology used herein is used only for the purpose of concrete description and should not be interpreted as such in a limiting manner by those skilled in the art. Furthermore, in the following description, like reference numerals in the figures designate like or similar features or objects, so that in some cases a repeated detailed description of them is omitted in order to maintain the compactness and clarity of the illustration.

In the 1 is a schematic representation of an overview of a device 1 for detecting a trapping situation in a roof opening in a motor vehicle according to an embodiment of the invention. The device 1 comprises an electronic control unit 10 (ECU - electronic control unit) 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 has 1 a circuit (not shown) which, for example, comprises electrical switches (eg power transistors) in a known manner 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 a voltage from a vehicle battery (not shown) and the motor's power is determined via the pulse widths determined by controlling the power transistors. This control is carried out by a microcontroller on which a software application 12 is programmed for the control, among other things.

The electronic control unit 10 is also 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 user data. This user data includes, for example, vehicle information about the vehicle speed, engine speed, ignition switch-on state, gear engaged, battery operating mode, system voltage (HV), seat occupancy by people, door and window opening status, etc.).

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 operate the electric motor 55. The anti-pinch module 14 includes two module units, namely a first module unit 16, which controls the actual operation for moving a component 60 driven by the electric motor 55 and carries out a pinch detection during this, and a second module unit 18, which calculates or controls a reversing delay and transmits the result to the first module unit 16 so that it carries out its monitoring and control with adapted values.

Furthermore, a memory 30 is provided in which, in particular, a fixed time period for a reversing delay is stored and can be called up by the second module unit 18. In addition, a timer 20 or a clock is also set up, which can provide a time stamp, which can also be called up 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.

The electric motor unit 50 has sensors in a known manner for controlling or regulating, here e.g. a motor voltage sensor 51, an angular velocity sensor 52, a position sensor 53, and/or a temperature sensor 54, which for this purpose supply measurement signals to the anti-pinch protection module 16. The motor 55 also exerts a closing force F on the adjustable roof component (e.g. sliding roof, sun roof, sun blind, etc.) in order to set the roof component 60 in motion 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.

• Sobald eine Anforderung zum Schließen des Dachs über das zentrales Steuermodul 40 (von einer nicht gezeigten Bedieneinheit im Fahrzeug) und den Fahrzeug- bzw. Kommunikationsbus 45 sowie die Kommunikationseinheit 25 übermittelt wird, steuert das Einklemmschutzmodul 14 die Motoreinheit 50 bzw. den Motor 55. Ferner liest die erste Moduleinheit 16 aus dem Speicher 30 eine erste Auslöseschwelle aus. Außerdem erfasst die erste Moduleinheit 16 anhand der Messwerte von einem oder mehreren der Sensoren 51 bis 54 kontinuierlich eine Klemm- oder Schließkraft F auf die Dachkomponente 60 und vergleicht diese mit der ausgelesenen Auslöseschwelle.

The operation is in accordance with the 1 shown embodiment as follows:

• 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. In addition, the first module unit 16 continuously records 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.

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 the current position. This event is signaled to the second module unit 18. It retrieves the current time stamp 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 the 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 uses these to determine a current operating state of the vehicle. The operating state can be represented by a vehicle standstill or driving. Alternatively, the operating state can specifically refer to a change in speed parameters such as the vehicle speed, the engine speed, etc.

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 period calculated according to the specified period of time is exceeded.

If the operating state is determined by the second module unit 18 while the stop 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 whether it should be reversed. The first module unit 16 causes the roof component to be closed or reversed accordingly.

The 2 shows, using a concrete example, how the procedure is carried out in the conventional case. In step 1, the (motor) vehicle 100 is stationary, the adjustable roof component 60 is in the open state, ie the roof opening 70 is not closed. In step 2, a control unit 10 (via a central control module 40) receives the command to initiate a movement 72 to close the roof.

In step 3, the vehicle 3 starts moving and accelerates. The anti-pinch function is carried out on the basis of a low trigger threshold for the vehicle being stationary. The reason for this is that, due to the latency of the data signals on the bus 45, the control unit 10 does not yet have reliable information that the operating state has changed to driving 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, the roof component 60 reverses incorrectly 75, even though there is no object in the roof opening 70.

In step 4, the roof of the vehicle is still open, although there was no entrapment situation, and the driver must close the roof again, probably waiting for the end of the acceleration.

The 3 shows an embodiment according to the invention based on the structure according to 1 for the same starting situation as in 2 . Steps 1 and 2 are identical to 2 : the movement 72 to close the roof is initiated. The detection of a (here supposed) trapping 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 this case, however, the movement 72 is only stopped (ref. 73) and held in position. However, reversing does not yet take place. Rather, the current operating state is determined within the specified period of time and while the roof component is held, in this case it is the driving operating state.

In the exemplary embodiment, a higher, second trigger threshold is provided for this operating state, in the dimension of which the inertia force is taken into account at the given acceleration. This is also read out from the memory 30 by the second module unit 18 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. The driver advantageously does not need to take any further action to complete the originally desired activity.

The 4 shows a situation for the same exemplary embodiment in which the roof should also be closed, but the vehicle does not start moving 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 trapping situation with a low first trigger threshold (exceeding the first trigger threshold). In accordance with the methods described above, the control unit 10 now 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 the communication on the vehicle bus 45. In this situation, it uses the information on the vehicle bus 45 to determine an operating state of the vehicle 100 which 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 outputs a message or request to the first module unit 16 so that it controls motor 55 in order to carry out a reversing 74 of the adjustable roof component.

The 5 shows another situation in which a conventional procedure is illustrated. The vehicle 100 is in the driving state when the request to close the roof is received. The roof component 60 therefore initially starts with a movement 72 to close the roof. In step 2, the event of a rough road situation is assumed: the wheels do not grip and spin. A higher trigger threshold initially adapted to the driving state is now incompatible with an operating state that is based on an insecure data situation that the control unit can also monitor here. The non-gripping or spinning wheels are reflected in speeds or rpm that are not consistent or plausible with one another, so that the control unit must fall back on the operating state of the vehicle being stationary for safety reasons. However, since the vehicle 100 is objectively still driving and correspondingly higher forces act on the roof component, the now low trigger threshold is easily exceeded, resulting in incorrect reversing 75. Again, the roof remains open, much to the driver’s displeasure.

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

The second module unit 18 then creates a window for the specified period of time in which the data on the communication bus 45 is monitored and evaluated without the roof component being moved any further. The period of time is longer than the wheels slipping, so that reliable data indicating driving operation is again obtained. The second module unit 18 determines this operating state and sends a message to the first module unit 16 so that it can continue to control the drive of the motor for closing the roof component 72. Here too, the driver advantageously does not need to take any further action to complete the desired activity.

LIST OF REFERENCE SYMBOLS:

1

Roof drive unit

10

electronic control unit (ECU)

12

Software application

14

Anti-pinch protection module

16

first module unit for terminal detection

18

second module unit for reversing delay

20

timer, clock

25

Communication facility

30

memory

40

central control module (e.g. BCM - body control module)

45

Vehicle bus, e.g. CAN bus or LIN bus

50

Motor unit

51

Engine voltage sensor

52

Angular velocity sensor

53

Position sensor

54

Temperature sensor

55

Motor

60

adjustable roof component, sliding or sunroof

70

opening

71

object

72

Movement of the roof component

73

Stop

74

Reverse

75

Incorrect reversing

F

Clamping force

Claims (11)

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: (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 the 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 was determined in step (c) that the first trigger threshold was 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 characterize 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. Procedure 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. Procedure 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 driving operation, so that in step (g) the motor unit is controlled to reverse or close the roof component depending on the determined operating state. Procedure 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 driving operation, the closing or clamping force detected in step (c) or the corresponding operating variable is compared with a second trigger threshold which is different from the first trigger threshold, and in step (g) the motor unit is controlled so that the roof component is reversed or closed depending on whether the second trigger 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. Procedure 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. Procedure according to Claim 4 or 5 , wherein the data includes information about a vehicle speed and/or an engine speed, wherein a vehicle speed extracted from the data greater than 0 km/h is recorded as a state characterizing driving operation, and a vehicle speed equal to 0 km/h is recorded as a state characterizing standstill. Procedure according to Claim 4 , 5 or 6 , whereby the data contain further information from which the existence of an operating state characterizing standstill can be concluded, 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. Procedure according to one of the Claims 4 until 7 , wherein step (g) is carried out immediately after completion of the evaluation and within the specified period of time, or if no data is received via the communication bus before the expiry of the predetermined period of time, an operating state determined most recently or an operating state representing standstill is set as the current operating state. Procedure according to Claim 1 , wherein the current operating state is a change in the driving speed or an engine speed or a corresponding operating quantity 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 magnitude of the change in the driving speed or the engine speed or the corresponding operating quantity. Roof drive unit with anti-pinch 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; a 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 set up to carry out steps (a) - (g) according to one of the Claims 1 until 8 to execute. Vehicle with a roof component, in particular a sliding or sunroof or a roller blind, as well as a roof drive unit according to Claim 10 .

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