EP3284885A1 - Motor vehicle lock assembly - Google Patents

Abstract

The invention relates to a motor vehicle lock arrangement for a motor vehicle body (2) adjustably coupled to a motor vehicle door (3), wherein a motor vehicle lock (4) is provided, which is arranged in the mounted state on the motor vehicle door (3) or on the motor vehicle body (2) the motor vehicle lock assembly (1), in particular the motor vehicle lock (4), a Aufdrückanordnung (5) with a Aufdrückantrieb (6) having a drive train (7) for exerting a driving force on the motor vehicle door (3) in the opening direction (8). It is proposed that the drive train (7) of the Aufdrückantriebs (5) has a planetary gear (10) with the gear elements ring gear (11), sun gear (12) and planet carrier (13) that in a first operating mode of the Aufdrückantriebs (6) of the first drive motor (14) drives the first transmission element (A) and the second drive motor (15) brakes the second transmission element (B), in particular blocks, and in a second operating mode of the push-on drive (6) the second drive motor (15) forms the second transmission element (B) drives and the first drive motor (14) a first transmission element (A) brakes, in particular blocked.

Description

The invention relates to a motor vehicle lock arrangement according to the preamble of claim 1, a motor vehicle door arrangement according to claim 13 and a method for operating a motor vehicle lock arrangement according to claim 14.

The motor vehicle lock arrangement in question is equipped with a motor vehicle lock and can be applied to all types of motor vehicle doors. The term "motor vehicle door" is to be understood in the present case. It includes in particular side doors, rear doors, tailgates, trunk lids or hoods. A motor vehicle door in this sense can basically also be designed in the manner of a sliding door.

The known motor vehicle lock arrangement ( DE 10 2014 205 371 A1 ), from which the invention proceeds, is assigned to a motor vehicle door, which is adjustably coupled to a motor vehicle body. In terms of an increase in comfort, the known motor vehicle lock assembly is equipped with a Aufdrückanordnung with which the motor vehicle door can be adjusted from a main closing door position via a Vorschließ-door position in a Aufdrück-door position. In the Aufdrück-door position results in an engagement gap between the vehicle door and vehicle body, which can be engaged behind by the operator for a subsequent, manual opening of the vehicle door. With this Aufdrückvorgang basically results in the possibility to make a motor vehicle door without an outside door handle, since the intervention in the outside door handle can be replaced by the engaging behind the engagement gap.

The Aufdrückanordnung is equipped with a Aufdrückantrieb having a drive train for exerting a driving force on the vehicle door in the opening direction. The design of the drive train is particularly important in terms of achievable reliability to. The design effort must be in a reasonable ratio to the controllable control of operational safety. For example, it is known for other lock functions to provide a drive train with a planetary gear which is driven for a forward movement with a first drive motor and for a return movement with a second drive motor.

This is for a closing aid function in the DE 10 2013 108 7 18 A1 shown. The additional effort associated with the additional drive motor in the drive train has no influence on the resulting operational safety.

The invention is based on the problem, the known motor vehicle lock assembly to design and further develop that the reliability is increased.

The above problem is solved in a motor vehicle lock assembly according to the preamble of claim 1 by the features of the characterizing part of claim 1.

Essential is the fundamental consideration, for the Aufdrückantrieb at least two operating modes, namely a first operating mode and a second operating mode to provide, with which can generate quite different drive behavior of the Aufdrückantriebs. With the proposed solution, the Aufdrückanordnung can in addition to the known comfort function surprisingly also a crashrelevante function coming, as will be explained below.

The two above modes of operation of the Aufdrückantriebs can be implemented according to the proposal easily by the Aufdrückantrieb has a planetary gear with the gear elements sun gear, planet carrier and ring gear. The Aufdrückantrieb is equipped with a first drive motor, which is coupled to a first transmission element. The Aufdrückantrieb is further equipped with a second drive motor, which is coupled to a second transmission element. In principle, the respective coupling can also be provided only temporarily, so that the respective drive motor can only be coupled to the respective transmission element.

The remaining, third gear element forms the output of the planetary gear for discharging a driving force for the Aufdrückvorgang.

Of particular importance for the proposed teaching is the alternate control of the two drive motors. In particular, in the first operating mode, the first drive motor drives the first transmission element, while the second drive motor brakes the second transmission element, in particular blocked. In contrast, in the second operating mode, it is the case that the second drive motor drives the second transmission element and the first drive motor brakes the first transmission element, in particular blocks it. In both operating modes, it remains that the third gear element, as mentioned above, forms the output of the planetary gear.

It follows from the basic structure of a planetary gear that arise in the two operating modes of the Aufdrückantriebs different ratios. Together with the possibility of a different design of the two drive motors, the drive behavior of the Aufdrückantriebs can be set in the two operating modes in a wide range. This makes it possible for an operating mode to be associated with the normal operation of the motor vehicle lock arrangement, so that this normal operating mode, here preferably the first operating mode, is always assumed, provided that no fault system state occurs. Accordingly, the second mode of operation is preferably an emergency mode of operation which is only assumed when an error system condition occurs. Such a fault system state may be, for example, a crash state, a vehicle battery fault state or a stiff state, as explained below. In the control technology detection of a fault system state of the Aufdrückantrieb is simply switched from the first operating mode in the second operating mode, so that now the second drive motor drives the planetary gear via the second transmission element.

With the above-mentioned realization of two operating modes for the Aufdrückantrieb the reliability with respect to the realization of the Aufdrückfunktion is considerably increased. This is already to be understood as an advantage for the use of the Aufdrückfunktion as a convenience feature. It is noteworthy, however, that the Aufdrückfunktion can now play an important role in the occurrence of a fault system state, as mentioned above, take. For example, it is conceivable that in the event of a crash, after the crash accelerations have subsided, a motor Aufdrückvorgang is triggered. Given, depending on the crash situation, expected binding of the motor vehicle door, the Aufdrückantrieb upon detection of a crash condition is preferred operated in the second operating mode. With appropriate design, the driving force for the Aufdrückvorgang compared to the first operating mode is particularly high, so that the reliability for the Aufdrückvorgang itself is high in the event of a crash.

With the proposed solution, therefore, not only the reliability of the Aufdrückvorgangs increase, but there are new applications for the Aufdrückfunktion in which a correspondingly high reliability is imperatively required.

The provision of the first operating mode as the normal operating mode and the second operating mode as the fault operating mode can preferably be implemented according to claim 2, in that the planetary gearbox provides a smaller gear ratio in the first operating mode than in the second operating mode. The term "gear ratio" stands for the ratio of input speed to output speed or for the ratio of output torque to drive torque, which corresponds to the general expert understanding. This is at the same drive speed and the same drive torque in the first operating mode, a high output speed and a small output torque and in the second operating mode, a low output speed and a high output torque available. This transmission ratio relating to the planetary gear does not include any possibly existing transmission stages between the respective drive motor and the respective transmission element. Of particular importance for the proposed solution is the possibility of switching the Aufdrückantriebs from the first operating mode in the second operating mode. The term "switching" means nothing else than that the Aufdrückantrieb is operated in the corresponding other operating mode. This is accomplished according to claim 4 by a lock control, by which an error system state can be detected. Upon detection of a fault system condition, the lock controller operates the push-up drive in the second mode of operation, which is preferably the fault mode of operation.

In a preferred option of claim 4, the lock control triggers a motor Aufdrückvorgang, if a predetermined error system state, in particular a crash state, has been detected. This Aufdrückvorgang is then preferably in the second operating mode of the Aufdrückantriebs completed, so that with appropriate design results in a particularly high reliability for the Aufdrückfunktion.

The further preferred embodiments according to claims 6 to 8 relate to possible definitions of the fault system state. Of particular importance in the present case is the crash condition according to claim 6, which is due to the occurrence of crash accelerations. As a result, the Aufdrückfunktion qualifies as a real security function, as explained above.

The further preferred embodiments according to claims 9 to 12 relate to the equipment of the motor vehicle lock with the closing elements "lock latch" and pawl ", wherein the latch cooperates with a closing part such as a striker Motor vehicle door in the Aufdrück-door position (claim 10), but also for the implementation of a closing auxiliary operation (claim 11) and for the implementation of an opening operation (claim 12) .This double or multiple use of the Aufdrückantriebs leads to a particularly cost-effective and at the same time compact design.

According to a further teaching according to claim 13, which has independent significance, a motor vehicle door assembly having a motor vehicle door and a motor vehicle door associated with the proposed motor vehicle lock arrangement is claimed. Reference may be made to all versions of the proposed motor vehicle lock arrangement.

According to another teaching according to claim 14, which also has independent significance, a method for the operation of a proposed motor vehicle lock arrangement is claimed.

Essential for the proposed method is that is operated in the context of the Aufdrückvorgangs the Aufdrückantriebs by means of a lock control either in the first operating mode or in the second operating mode. Also in this respect may be made to the comments on the proposed motor vehicle lock assembly, in particular to their lock control.

An interesting feature of the preferred embodiment of the method according to claim 15 is the fact that in a crash mode option, a motorized push-on operation is triggered, specifically in the second operating mode of the push-pull drive. As explained above, thus a real safety function by the Aufdrückanordnung is possible. This pressing of the motor vehicle door in the event of a crash allows, for example, the violent opening of the vehicle door with heavy tools, which would be associated with greater effort without the production of the resulting engagement gap between the vehicle door and motor vehicle body.

Fig. 1

ein Kraftfahrzeug mit einer vorschlagsgemäßen Kraftfahrzeugtüranordnung, die mit einer vorschlagsgemäßen Kraftfahrzeugschlossanordnung ausgestattet ist,

Fig. 2

die für die Erfindung wesentlichen Komponenten der vorschlagsgemäßen Kraftfahrzeugschlossanordnung gemäß Fig. 1 in einer perspektivischen Darstellung sowie in einer Darstellung entlang der Schnittlinie A-A und

Fig. 3

Prinzipdarstellungen zu dem Planetengetriebe gemäß Fig. 2 a) im ersten Betriebsmodus und b) im zweiten Betriebsmodus.

In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment. In the drawing shows

Fig. 1

a motor vehicle with a proposed motor vehicle door assembly, which is equipped with a proposed motor vehicle lock assembly,

Fig. 2

the essential components of the invention of the proposed motor vehicle lock assembly according to Fig. 1 in a perspective view and in a representation along the section line AA and

Fig. 3

Schematic representations of the planetary gear according to Fig. 2 a) in the first operating mode and b) in the second operating mode.

The proposed motor vehicle lock arrangement 1 is associated with a motor vehicle body 2 adjustably coupled to a motor vehicle door 3. For a broader understanding of the term "motor vehicle door", reference should be made to the introductory part of the description. Here and preferably, the motor vehicle door 3 is a side door of a motor vehicle. All relevant statements apply to all other types of motor vehicle doors accordingly.

In a conventional manner, the motor vehicle lock assembly 1 is associated with a motor vehicle lock 4, which in the illustrated, mounted state on the motor vehicle door 3 is arranged. Alternatively and not shown here, it can be provided that the motor vehicle lock 4 is arranged on the motor vehicle body 2 in the mounted state.

The proposed motor vehicle lock assembly 1 has a Aufdrückanordnung 5 with a Aufdrückantrieb 6, which has a drive train 7 for exerting a driving force on the motor vehicle door 3 in the opening direction 8. As a result, the motor vehicle door 3 by means of the Aufdrückantriebs 6 in a motor Aufdrückvorgang from a closed door position (not shown), in particular a main closing door position or a Vorschließ-door position, out in a further opening direction in its 8 Aufdrück-door position ( Fig. 1 ) adjustable. In turn, an engagement gap 9 between the motor vehicle door 3 and the motor vehicle body 2 can be generated. Here and preferably, the Aufdrückanordnung 5 the motor vehicle lock 4, so that the Aufdrückanordnung 5 can be preassembled together with the motor vehicle lock 4, which is manufacturing technology advantageous.

In the Aufdrück-door position results in an engagement gap 9, the gap width is greater than 18 mm and more preferably greater than 22 mm. In a particularly preferred embodiment, the gap width of the engagement gap 9 is between about 26 mm and about 31 mm. In a particularly preferred embodiment, the gap width of the engagement gap 9 is about 30 mm. These values have proven to be particularly advantageous for the engagement of the engagement gap 9 by the hand of an operator.

As proposed above, the proposed pressurizing operation may be started out of a main closing door position in which the motor vehicle door 3 is completely closed or out of a pre-closing door position located between the main closing door position and the pushing door position.

In the pre-closing door position, only a gap remains between the motor vehicle door 3 and the motor vehicle body 2 with a gap width of less than 10 mm, preferably about 6 mm. In the present case, these gap widths are always measured in the opening direction 8.

Essential for the proposed solution is, first, that the drive train 7 of the Aufdrücksantriebs 6, a planetary gear 10 with the gear elements sun gear 11, 12 and ring gear 12 has. On planet carrier 13 a plurality of planets 12a are rotatably arranged in a conventional manner, which roll on the one hand on the sun gear 12 and on the other hand on the ring gear 11.

Fig. 2 shows that the Aufdrückantrieb 6 has a first drive motor 14 which is coupled to a first transmission element A of the gear elements sun gear 12, planet carrier 13 and ring gear 11 or coupled. The Aufdrückantrieb 6 further includes a second drive motor 15 which is coupled to a second transmission element B of the gear elements sun gear 12, planet carrier 13 or ring gear 11 or coupled.

The remaining, third gear element C of the gear elements sun gear 12, planet carrier 13 and ring gear 11 forms the output 16 of the planetary gear 10 for discharging a driving force for the Aufdrückvorgang. The term "driving force" is to be understood in the present case and includes not only forces in the strict sense, but also torques.

Here and preferably, it is such that the first gear element A is the ring gear 11, the second gear element B is the sun gear 12 and the third gear element C is the planet gear carrier 13. This will be explained later.

It is also essential that in a first operating mode of the Aufrdrückantriebs 6, the first drive motor 14 drives the first transmission element A and the second drive motor 15, the second transmission element B brakes, in particular blocked. This first operating mode is in Fig. 3a shown schematically. It can be according to the representation Fig. 3a see that the drive 18 of the planetary gear 10 is formed by the ring gear 11, while the output of the planetary gear 10 is formed by the planet 13. The sun gear 12 is fixed, which is indicated by the fixed bearing 17. Preferably, it is provided that the second transmission element B, here the sun gear 12, is braked or blocked by the second drive motor 15.

In the second operating mode, which is in Fig. 2b is shown, the sun gear 12 forms the drive 18 of the planetary gear 10, while again the planet carrier 13 forms the output 16 of the planetary gear 10. The ring gear 11 is fixed here, which is indicated by the fixed bearing 19.

The above-mentioned fixed bearings 17, 19 are provided by the second drive motor 15 and by the first drive motor 14, respectively. The required braking or blocking of the relevant transmission element B, A is preferably realized in that the relevant drive motor 14, 15 is short-circuited, so that adjusts a corresponding short-circuit braking. It is also conceivable that the respective drive motor 14, 15 is assigned a mechanical brake or lock.

It can be a synopsis of Fig. 2 and 3 It can be seen that the drive motors 14, 15 are coupled to the relevant transmission elements A, B via an additional gear stage with the respective transmission element A, B. Here and preferably, the additional gear stages 20, 21 are spur gear stages.

The arrangement is now made such that, via the output 16 of the planetary gear 10, if appropriate via further gear stages, the driving force required for the motor pressing operation can be directed to the motor vehicle door. An exemplary constructive design thereof will be discussed below with reference to FIG Fig. 2 explained.

It has already been pointed out that the pressing-on arrangement 5 can be assigned to the motor vehicle lock 4 so that a preassembled unit can be formed from these two components. But it can also be provided that the Aufdrückanordnung 5 is configured separately from the motor vehicle lock 4. In this case, the Aufdrückanordnung 5 is preferably coupled via a Bowden cable o. The like. With the motor vehicle lock 4. Preferred gap widths of the gap between the motor vehicle door 3 and the motor vehicle body 2 for the pre-closing door position and the push-on door position have already been indicated above. In general, it should be noted in this context that the main closing door position, the Vorschließ-door position and the Aufdrück-door position are arranged one behind the other.

It results from a synopsis of Fig. 3a with the Fig. 3b in that the planetary gear 10 in the first operating mode ( Fig. 3a ) provides a smaller gear ratio than in the second mode of operation ( Fig. 3b ). This is because here and preferably the first transmission element A, the ring gear 11 and the second transmission element B is the sun gear 12. The resulting difference in size in the resulting gear ratio is inherent in a planetary gear 10.

It may also be advantageous that a further, third operating mode is provided in which the first transmission element A and / or the second transmission element B runs freely or run free or is only slightly braked or are. In this case, the drive train 7 of the Aufdrückantriebs 6 is interrupted by the planetary gear 10. The output 16 of the planetary gear 10 can be adjusted with little effort, without that it requires a drive of the drive motors 14, 15. This is particularly advantageous in a vehicle battery fault condition, which is due to a drop or elimination of the supply voltage of the vehicle battery. For example, if the motor vehicle door 3 is in the push-on door position, the third operating mode in the vehicle battery failure state allows the motor vehicle door 3 to be manually reset by repelling the part of the drive train 7 located between the motor vehicle door 3 and the planetary gear 10.

In principle, it can be provided that the two drive motors 14, 15 have an identical rated torque. In view of the fact that the second drive motor 15 rarely or not used, if it is assigned to a fault system state, it is preferably provided that the rated torque of the first drive motor 14 is greater than the nominal torque of the second drive motor 15. Die weaker Design of the second drive motor 15 is justifiable in view of the larger transmission ratio in the second operating mode and leads overall to a particularly cost-effective arrangement.

The control of the two drive motors 14, 15 in the different operating modes is of particular importance in the present case. For this purpose, in the illustrated preferred embodiment, a lock control 22, wherein an error system state can be detected by the lock control 22 and wherein the lock control 22 operates the Aufdrückantrieb 6 upon detection of a fault system state in the second operating mode and otherwise in the first operating mode or optionally in at least one further operating mode. The lock control 22 may be configured in the sense of a decentralized control concept as a separate control, which is preferably spatially associated with the motor vehicle lock assembly 1. It is also conceivable that the lock control 22 is part of a central vehicle control.

In a particularly preferred embodiment, it is such that the lock control 22 triggers a motor Aufdrückvorgang upon detection of a predetermined error system state, here and preferably upon detection of a crash condition. It may be provided that the motor vehicle door 3 is completely adjusted in the Aufdrück-door position. It is also conceivable that in the crash state of the Aufdrückvorgang is carried out only partially, so that the motor vehicle door 3 does not quite reach the Aufdrück-door position.

More generally, it is preferably contemplated that the lock controller 22 may detect a fault system condition by having the lock controller 22 receive an error signal from a sensor 23 or from a parent vehicle controller 24.

Insofar as the fault system state is an above-mentioned crash state due to the occurrence of crash accelerations, the detection of the fault system state is based on the receipt of a crash sensor signal from a crash sensor 25 which is here and preferably is an acceleration sensor. In principle, the detection of the fault system state can also, as mentioned above, be based on the receipt of a crash sensor signal from the higher-level vehicle control 24.

In particular, in the above-mentioned triggering of a motor Aufdrückvorgangs after detection of a fault system state by the lock control 22, it may be advantageous that an additional condition is defined, which is necessary for the initiation of the motor Aufdrückvorgangs. For example This additional condition may be a predetermined time sequence, so that the pressing-on process does not take place immediately after receipt of the crash sensor signal, but is delayed, so that the pressing-on process only takes place when no crash accelerations are expected to be present.

Another fault system state is an already mentioned vehicle battery fault condition, which is due to a drop or elimination of the electrical supply voltage of the vehicle battery. The vehicle battery error condition is preferably detected by the lock controller 22 by the lock controller 22 receiving a vehicle battery error signal from a vehicle battery sensor or from a parent vehicle controller 24. Such a vehicle battery sensor is preferably a measuring device for monitoring the electrical supply voltage of the vehicle battery. Switching the Aufdrückantriebs 6 in the second operating mode upon detection of vehicle battery error condition is appropriate, since in such a state, either a reduced electrical supply voltage of the vehicle battery or an electrical supply voltage from an emergency power supply is available. In both cases, the available for the Aufdrückvorgang electrical energy is limited, so that the Aufdrückvorgang with maximum drive torque, ie at the maximum transmission ratio of the planetary gear 10 must be performed. Otherwise there would be the risk that the pressing-on process consumes a considerable amount of energy, but the motor vehicle door 3 is not adequately adjusted in its opening direction 8 due to a lack of drive torque.

In the present case, another error system state is a binding state, which is due to a mechanical stiffness of the push-on arrangement 5. The stiffness condition is preferably detected by the lock control 22 by the lock control 22 determines the timing of the Aufdrückvorgangs and / or the power consumption of the Aufdrückantriebs 6 at the Aufdrückvorgang. The stiffness condition arises, for example, that the motor vehicle door 3 has suffered a slight side impact, whereby the movable components of the Aufdrückanordnung 5 and / or the motor vehicle door 3 are slightly jammed, but are adjustable by the Aufdrückantrieb 6. Also in this binding condition it is advantageous to operate the Aufdrückantrieb 6 in the second mode of operation to ensure that the motor vehicle door 3 reaches its Aufdrück-door position.

A preferred variant for the implementation of the proposed solution shows Fig. 2 , The sectional view along the section line Aa it can be seen that the motor vehicle lock 4, a latch 26 having a locking member 27, here and preferably a striker, and one of the latch 26 associated pawl 28. Such an arrangement of a barrier with latch 26 and pawl 28 is basically known. It is interesting present that the Aufdrückantrieb 6 coupled to the latch 26 or can be coupled. It is initially provided that the adjustment of the motor vehicle door 3 in the Aufdrück-door position on the adjustment of the latch 26 in the opening direction 29 by the Aufdrückantrieb 6 goes back. For this purpose, the Aufdrückantrieb 6 is associated with a driver assembly 30 which interacts with an engagement assembly 31 of the latch 26. For the Aufdrückvorgang the Aufdrückantrieb 6 moves the driver assembly 30 in Fig. 2 in a clockwise direction, so that the driver 30a engages with the engagement element 31a of the latch 26 and the latch 26 in Fig. 2 in the clockwise direction and the closing part 27 in the opening direction 8 of the motor vehicle door 3 adjusted until the motor vehicle door 3 reaches its push-open door position.

Further preferably, the Aufdrückantrieb 6 serves not only the implementation of the Aufdrückvorgangs, but also the implementation of a motorized Schließhilfsvorgangs in which the motor vehicle door 3 is moved from a Vorschließ-door position in a main closing door position. The adjustment of the motor vehicle door 3 in the main closing door position is also in turn on the adjustment of the latch 26, now in the closing direction 32, by the Aufdrückantrieb 6 back. For this purpose, the Aufdrückantrieb 6 adjusts the driver assembly 30 in Fig. 2 counterclockwise, so that the driver 30b engages with the engaging member 31b and the lock latch 26 from its pre-closing position not shown in FIG Fig. 2 counterclockwise into the in Fig. 2 shown adjusted main closing position. The closing part 27 follows the adjustment of the lock catch 26 until the motor vehicle door 3 has reached its main closing door position.

Alternatively or additionally, it is such that a motor opening operation is provided, in which the pawl 28 can be raised by the Aufdrückantrieb 6. At the in Fig. 2 illustrated and so far preferred embodiment, a pawl lever 33 is provided for this purpose, the deflection in Fig. 2 in the clockwise direction, a corresponding deflection of the pawl 28 and thus a lifting of the pawl 28 causes. The pawl lever 33 is engaged with a control contour 34 of the driver assembly 30, so that the adjustment of the driver assembly 30 by the Aufdrückantrieb 6 leads to a lifting of the pawl 28 before the above-mentioned Aufdrückvorgang is completed.

With regard to details of the above, motorized adjustment of the latch 26 for the Aufdrückvorgang, the Schließhilfsvorgang and the opening process is allowed on the German patent application DE 10 2016 106 641.9 referenced by the applicant, the content of which is the subject of the present application. According to a further teaching, which has independent significance, a motor vehicle door arrangement having a motor vehicle door 3 and a motor vehicle lock arrangement 1 assigned to the motor vehicle door 3 as such is claimed. Reference may be made to all statements regarding the proposed motor vehicle lock arrangement 1 and in particular to its interaction with the motor vehicle door 3.

According to another teaching, which also has independent significance, a method for the operation of a proposed motor vehicle lock assembly 1 is claimed.

Essential for the proposed method is that in the context of the Aufdrückvorgangs the push-6 is operated by a lock control 22 in the first operating mode, in the second operating mode or optionally in at least one other operating mode. If only two modes of operation are provided, it is proposed according to this further teaching that, in the context of the pressing operation, the push-on drive 6 be operated by means of a lock control 22 either in the first operating mode or in the second operating mode.

Details of the proposed method will become apparent from the above explanations to the proposed motor vehicle lock assembly 1. In this regard may be made to these explanations.

It is noteworthy in a preferred embodiment that by means of the lock control 22 an error system state is detected, wherein in the context of the Aufdrückvorgangs the Aufdrückantrieb 6 upon detection of a fault system state by means of the lock control 22 in the second operating mode and otherwise in the first operating mode or optionally is operated in at least one other operating mode. In a further preferred embodiment, it is proposed that by means of the lock control upon detection of a predetermined fault system state, here and preferably upon detection of a crash state, a motor Aufdrückvorgang is triggered. In this regard, reference may be made to the above explanations to the motor vehicle lock assembly 1.

Claims (15)

A motor vehicle lock arrangement for a motor vehicle door (3) adjustably coupled to a motor vehicle body (2), wherein a motor vehicle lock (4) is provided, which is arranged in the mounted state on the motor vehicle door (3) or on the motor vehicle body (2),
wherein the motor vehicle lock assembly (1), in particular the motor vehicle lock (4), a Aufdrückanordnung (5) with a Aufdrückantrieb (6) having a drive train (7) for exerting a driving force on the motor vehicle door (3) in the opening direction (8) in such a way that the motor vehicle door (3) can be adjusted from a closing door position, in particular a main closing door position or a pre-closing door position, into a pushing-open door position which is further in the opening direction (8) in a motor pushing-on operation, thereby forming an engagement gap ( 9) between the motor vehicle door (3) and motor vehicle body (2) can be generated,
characterized,
that the drive train (7) of the Aufdrückantriebs (5) a planetary gear (10) with the gear elements ring gear (11), sun gear (12) and planet carrier (13), that the Aufdrückantrieb (5) a first drive motor (14), with a ring gear (11), sun gear (12) and planet carrier (13) is coupled or coupled to a first transmission element (A), and a second drive motor (15) with a second transmission element (B) of the gear elements ring gear (11), Sun gear (12) and planet carrier (13) is coupled or coupled, that the third transmission element (C) of the gear elements ring gear (11), sun gear (12) and planet carrier (13) the output of the planetary gear (10) for discharging a driving force for the pressing-on process,
in that the first drive motor (14) drives the first transmission element (A) in a first operating mode of the push-on drive (6), and the second drive motor (15) brakes the second transmission element (B), in particular blocks, and that in a second operating mode of the push-on drive ( 6), the second drive motor (15) drives the second transmission element (B) and the first drive motor (14) brakes the first transmission element (A), in particular blocks. Motor vehicle lock arrangement according to claim 1, characterized in that
that the planetary gear (10) in the first operating mode, a smaller gear ratio as in the second mode of operation, preferably that the first transmission element (A) is the ring gear (11) and that the second transmission element (B) is the sun gear (12). Motor vehicle lock arrangement according to claim 1 or 2, characterized in that the rated torque of the first drive motor (14) is greater than the nominal torque of the second drive motor (15). Motor vehicle lock arrangement according to one of the preceding claims,
characterized in that a lock control (22) is provided that an error system state is detectable by the lock control (22) and that the lock control (22) the Aufdrückantrieb (5) upon detection of a fault system state in the second mode of operation and the rest in the first operating mode or optionally in at least one further operating mode, preferably, that the lock control (22) triggers a motor pressing operation upon detection of a predetermined fault system state, preferably upon detection of a crash condition. Motor vehicle lock arrangement according to one of the preceding claims,
characterized in that the lock controller (22) detects an error system condition by the lock controller (22) receiving an error signal from a sensor (23) or from a higher level vehicle control (24). Motor vehicle lock arrangement according to one of the preceding claims,
characterized in that an error system state is a crash state due to the occurrence of crash accelerations, preferably that the lock controller (22) detects the crash condition by the lock controller (22) detecting a crash sensor signal from a crash sensor (25). , in particular from an acceleration sensor, or from a higher-level motor vehicle control (24) receives. Motor vehicle lock arrangement according to one of the preceding claims,
characterized in that a fault system condition is a vehicle battery fault condition attributable to a drop or elimination of the vehicle battery electrical supply voltage, preferably the lock control (22) detects the vehicle battery error condition by the lock controller (22) receiving a vehicle battery error signal from a vehicle battery sensor or from a parent vehicle controller (24). Motor vehicle lock arrangement according to one of the preceding claims,
characterized in that an error system state is a binding state due to a mechanical stiffness of the push-on assembly (5), preferably that the lock controller (22) detects the stiffness condition by the lock controller (22) monitoring the timing of the push-up operation and / or the power consumption of the Aufdrückantriebs (6) determined during the pressing. Motor vehicle lock arrangement according to one of the preceding claims,
characterized in that the motor vehicle lock (4) has a latch (26) having a closing part (27), in particular a striker, and one of the latch (26) associated pawl (28) and that the Aufdrückantrieb (6) with the latch (26) is coupled or couplable. Motor vehicle lock arrangement according to claim 9, characterized in that
that the adjustment of the motor vehicle door (3) in the Aufdrück-door position on the adjustment of the lock latch (26) in the opening direction (29) by the Aufdrückantrieb (6) goes back. Motor vehicle lock arrangement according to claim 9 or 10, characterized in that a motorized closing auxiliary operation is provided, in which the motor vehicle door (3) is adjusted by a Vorschließ-door position in a main closing door position and that the adjustment of the motor vehicle door (3) in the main closing door position on the adjustment of the lock latch (26) in the closing direction (32) by the Aufdrückantrieb (6) goes back. Motor vehicle lock arrangement according to one of claims 9 to 11, characterized in that a motor opening operation is provided, in which the pawl (28) by the Aufdrückantrieb (6) can be raised. Motor vehicle door arrangement with a motor vehicle door (3) and a motor vehicle lock arrangement (1) assigned to the motor vehicle door (3) according to one of the preceding claims. Method for operating a motor vehicle lock arrangement (1) according to one of Claims 1 to 12,
characterized,
in that, in the context of the pressing-on operation, the pushing-on drive (6) is operated by means of a lock control (22) in the first operating mode, in the second operating mode or optionally in at least one further operating mode. Method according to claim 14, characterized in that an error system state can be detected by means of the lock control (22) and in the context of the pressing operation the push-on drive (6) detects a fault system state by means of the lock control (22) in the second operating mode and in the Incidentally, in the first operating mode or optionally in at least one further operating mode is operated, preferably, by means of the lock control (22) upon detection of a predetermined error system state, preferably upon detection of a crash condition, a motor Aufdrückvorgang is triggered.

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