CN103670121A - Method and device for automatically actuating a closing element of a motor vehicle - Google Patents

Abstract

The invention relates to a method and a device for automatically actuating a closing element of a motor vehicle. Various embodiments relate to a method for automatically actuating a closing element (3e) of a motor vehicle (1), wherein the method comprises detecting an entry of an object into a first peripheral region (11) of the motor vehicle (1) and detecting an exit of the object from the first peripheral region (11). The method further comprises detecting the stopping of the object in a first peripheral region (11) and optionally checking the presence of the authentication transmitter in a second peripheral region (12) of the motor vehicle. The method further comprises selectively actuating the closing element (3e) as a function of the recognized entry and/or the recognized exit and/or the recognized stop of the object.

Description

Method and device for automatically actuating a closing element of a motor vehicle

technical field

The various embodiments relate to technology for automatically actuating a closing element of a motor vehicle. The various embodiments relate in particular to techniques for detecting a stop of an object in a first surrounding area of the motor vehicle.

Background technique

This method is known from the prior art, with which, for example, the door of a motor vehicle can be opened by a movement of the legs, see for example document DE 10 2009 017 404 A1, file DE 10 2006 044 112 A1, file DE 10 2004 055 982 A1 or file DE 101 06 400 B4.

When using sensors to open and close closure elements, such as doors and lids of motor vehicles, movements or postures of objects such as hands or feet are often evaluated. According to the prior art, typically, when the motion or posture detected by the sensor is evaluated as favorable by the evaluation algorithm, that is to say, for example, corresponds to a preset motion model or trigger criterion (Auslösekriterium) within a tolerance range to actuate the closing element. Such motions and gestures may include, for example, straddling or kicking gestures or swinging gestures (eg, with the hands). If the corresponding movement is not evaluated as advantageous, the corresponding door or lid is not actuated, even if the movement is carried out by a person authorized to the vehicle. The authorization of the person can be verified, for example, by means of an identification transmitter, for example in the form of a vehicle key. In abstract terms, the corresponding technology can move in the tension zone between a sufficiently sensitive actuation of the closing element and the avoidance of unintentional incorrect actuation of the closing element, ie a robust system design. If one or more viewpoints are emphasized, user comfort is reduced.

Due to the limited sensitivity of the sensors used and/or the avoidance of false manipulations, it may be necessary to perform this movement particularly close to the closing element. It can thus happen that a person is located in the pivot area of the closing element. The corresponding potential danger cannot thus be completely avoided. This reduces user comfort.

Furthermore, the execution of movements will only be possible to a limited extent for the most diverse persons; for example, it will be impossible or only limitedly possible for persons with certain physical limitations to perform the most diverse movements. Learning the corresponding movement or posture can also be difficult. Often there will be a need to learn a movement or posture from a manual. Instinctive manipulation by the user may thus be difficult. This also reduces user comfort.

There is therefore a need for an improved technique for automatically actuating a closing element of a motor vehicle. In particular, there is a need for a technique which enables a reliable, simple and stable detection of the user's actuation wish and which provides greater user comfort.

Contents of the invention

This object is achieved by the features of the independent claims. Preferred embodiments are described in the dependent claims.

According to one aspect, the invention relates to a method for actuating a closing element of a motor vehicle, wherein the method includes detecting entry of an object into a first surrounding area of the motor vehicle and detecting exit of the object from the first surrounding area. Additionally, the method includes identifying that the object has stopped in the first surrounding area for a predetermined period of time. Furthermore, the method includes selectively checking the presence and identification of the identification transmitter in the second surrounding area of the motor vehicle as a function of the detected entry and/or the detected exit and/or the detected stop of the object. The method furthermore includes selectively actuating the closing element as a function of the checked presence and identification of the identification transmitter in the second surrounding area.

For example, the closing element can be a door of a motor vehicle or a trunk lid or other lid of a motor vehicle. Objects may include, for example, a user's legs and feet.

In other words, the recognition of the entry and exit or stop of objects and the optional check of their presence can define triggering criteria for the automatic actuation of the closing element. Manipulating can mean, for example, opening and/or closing a closing element. For this purpose, a motor and/or a spring element, for example with a binding mechanism, can be provided. In other words, the triggering criterion can include not only a certain movement sequence but also the stopping of the object in the first surrounding area. In addition, authentication via the authenticator is also conceivable. A selective check can only be carried out, for example, if a stop at a predetermined time has been detected but no exit has been detected.

The authentication transmitter can be, for example, a key of a motor vehicle. The authenticating transmitter can include, for example, a receiver and a transmitter, which enable a wireless connection to the motor vehicle. Authentication of the authentication transmitter in the second surrounding area can be carried out by transmitting authentication information from and/or to the motor vehicle. Furthermore, techniques are known to the person skilled in the art which enable the detection of the presence of an authentication transmitter in the second surrounding area. This may include determining the location of the authentication transmitter. Such techniques may include, for example, electromagnetic fields emitted by different transmitters in the vehicle at certain frequencies, which can be measured by identifying the receivers in the transmitters. For example, the position and thus the presence of the identification transmitter in the surrounding area can be determined as a function of the field strength of the correspondingly emitted electromagnetic field (this can be based on an attenuation of the field strength with increasing distance from the transmitter). Alternative techniques for determining the presence of an authentication transmitter are known, so the above examples are not designed as limiting.

Since a stop of an object in the first surrounding area can be detected, for example, triggering criteria for automatic maneuvering can be implemented more easily for the user. For example, it is possible to detect a stationary stance (stance) of an object, ie, for example a user's legs and feet, in the first surrounding area. Taking into account the stopping of the object can have the advantage of being easily learnable by the user, that is to say can be learned instinctively. In addition, it is also possible for persons with certain physical limitations to stop meeting the triggering criteria. In particular, this can mean a significantly simpler triggering criterion for the object compared to the solutions known from the prior art and which include, for example, the detection of kicking gestures.

It is possible for the detection of entry and detection of exit to take into account the sensor data of the capacitive sensor. Alternatively or additionally, it is possible for the detection of a standstill of the object to take into account the sensor data of the optical sensor.

For example, it may be possible that the operation of a capacitive sensor requires relatively less energy than the operation of an optical sensor. It would thus be possible to carry out the detection of a stop of the object selectively by means of the optical sensor, that is to say when the object is detected by the capacitive sensor as it enters the first surrounding area. Furthermore, detection of a stop of the object is interrupted if the capacitive sensor and/or the optical sensor detects that the object leaves the first surrounding area. In other words, the recognition of entry, exit and stop can be achieved hierarchically or cross-linked. Such a graded or cross-linked evaluation of the sensor can achieve reduced energy consumption for the method for automatically actuating the closing element (this is important for applications in motor vehicles with limited energy stores, such as electric vehicles may imply particularly advantageous effects). Of course, other associations of different sensor types with different steps are possible in light of the presently discussed aspects.

It is also possible that the identification of the stop of the object in the first surrounding area and/or the selective checking of the presence and authenticity of the authentication transmitter in the second surrounding area takes place by means of a localization system for the identification transmitter, The locating system uses the phase difference of a plurality of rotating electromagnetic fields at the position of the identification transmitter for determining the position of the identification transmitter.

A plurality of rotating electromagnetic fields can be emitted, for example, by means of a coil arrangement with a plurality of coils arranged at different locations in the motor vehicle. By supplying a plurality of coils of the coil assembly (which have a certain phase relationship) with an AC voltage, a rotating electromagnetic field can be generated similar to a three-phase AC motor. Multiple rotating em fields can be measured by discriminating the receiver in the transmitter. The receiver may for example comprise a coil.

Electromagnetic (em) fields may eg be referred to as rotating em fields, since the amplitude, ie the field strength, may rotate around the emitter as a function of time, ie perform a rotational movement in a plane of rotation. In other words, the maxima or minima of the amplitude of the em field can be arranged in different directions relative to the emitter, for example as a function of time. Points of the same phase can then rotate around the emitter. Figuratively speaking, the amplitude can move like the light beam of a lighthouse (the emitter here). In particular, the rotational frequency of the rotational motion may be equal to the frequency of the em field itself. The plane of rotation may be parallel to the coil plane of the plurality of coils of the coil assembly. For example, the planes of rotation of the plurality of coil assemblies may be substantially parallel.

For example, multiple rotating em fields may be generated continuously or at different frequencies. For a plurality of rotating em fields, a phase difference can be determined accordingly (for example relative to a reference phase). The reference phase can be transmitted, for example, by means of tempo information, which is modulated onto the em field. Position determination may, for example, include triangulation from a number of different phase differences.

A particularly precise position determination of the authentication transmitter in the second surrounding area and/or in the first surrounding area may for example be possible by means of such a technique. The accuracy of position determination may be several centimeters, for example. As an alternative or in addition to an embodiment that takes into account optical and/or capacitive sensors, it would therefore be possible to carry out the detection of a standstill of an object by means of a localization system for identifying the transmitter.

It is possible to carry out the recognition of the exit of the object within a predetermined further time period from the recognized entry of the object, preferably a predetermined further time period of about 3 seconds. for about 2 seconds.

For example, a stop of an object for a preset period of time may be checked starting with recognition of the entry of the object into the first surrounding area. For this purpose, a timer can be started when an entry is detected. In other words, when an object is recognized as entering the first surrounding area, a stop of the object may be checked or recognized until a departure of the object is recognized or it is recognized that the stop lasts for a predetermined period of time, for example 2 seconds or a predetermined additional time period. The time period ends, for example after 3 seconds. If a stop within these criteria is detected, then, for example, a check for the presence and authenticity of the authentication transmitter in the second surrounding area can then be carried out. If the authentication transmitter is detected in the second surrounding area and a positive verification is achieved, the closing element can be actuated.

For example, the preset additional time period may be 3±2 seconds, preferably 3±1 seconds, particularly preferably 3±0.2 seconds. For example, the preset time period may be 2±1 seconds, preferably 2±0.2 seconds.

It is possible, for example, that the first and the second surrounding area extend from the outside of the motor vehicle adjacent to the closing element and that the first and the second surrounding area extend from the outside of the motor vehicle to the left and/or right of the closing element. The first and second surrounding areas extend and at least partially overlap and the second surrounding area extends to a greater distance from the outside of the motor vehicle than the first surrounding area.

For example, the surrounding area can be arranged around the closing element. By virtue of the close proximity between the surrounding area and the closing element, it may be possible to control the automatic actuation of certain closing elements in a targeted manner. This reduces the possibility of incorrect manipulation of the closing element. In particular due to the limitation of the size of the first surrounding area (for example compared to the size of the second surrounding area), instances of incorrect actuation of the closing element are made less likely.

In particular, it may be possible for the first surrounding area and/or the second surrounding area to extend at least partially outside the pivoting area of the closing element.

The pivot area of the closing element can represent, for example, the opening radius of a door or a tailgate. Such an embodiment avoids, for example, the need for objects or users to remain within the pivoting range of the closing element in order to trigger automatic actuation of the closing element. For example, reliability in the operation of the method for automatic actuation of the closing element can be increased in this way.

The method can also include recognizing an entry of an object into a third surrounding area of the motor vehicle by means of a capacitive and/or optical sensor temporally prior to detecting the entry of the object into the first surrounding area, wherein the third surrounding area can be obtained from the motor vehicle and The first surrounding area and the second surrounding area have different outer extensions.

For example, the third surrounding area may be spaced relative to the first surrounding area and/or the second surrounding area. For example, the third surrounding area can adjoin another closing element of the motor vehicle, ie, for example, another door or a boot lid. For example, the detection of entry into the third surrounding area can be realized by means of capacitive and/or optical sensors. Additional sensors can be involved here, but they can, for example, be of substantially the same construction as the sensors monitoring the first and second surrounding areas.

In this way, if it is previously recognized that an object has entered the third surrounding area, the activation of the capacitive sensor and/or the optical sensor and/or the localization system is selectively performed to detect the entry of the object into the first surrounding area or to detect leaving the first surrounding area or to It would be possible, for example, to detect a stop of an object in the first surrounding area. A selective deactivation of the capacitive sensor and/or the optical sensor and/or the localization system is accordingly also possible in the event of an incorrect manipulation. In other words, a selective fine-tuning of the sensor device with respect to the first and/or second surrounding area is only possible if an object is detected in the third surrounding area beforehand.

Such an embodiment can have the effect of reducing the current requirement and/or avoiding incorrect actuation of the closing element of the motor vehicle, as will be explained briefly below. For example, it would be possible to recognize a certain movement pattern of the user with respect to the third surrounding area and the first/second surrounding area. Such a movement pattern can include, for example, that the user travels along the motor vehicle from the driver's door towards the boot lid. Alternatively, the detection of a motor vehicle parked by a pedestrian or a pedestrian is detected by the third surrounding area extending from the side door of the motor vehicle and recognizing the passage of an unattended third person (that is to say a person who does not have an authentication transmitter). It will also be possible in heavily used regions (Gegend), for example. In such a case, for example, the detection of an object entering the first surrounding area can be carried out with a lower repetition rate.

In general, there is then a cross-linking of the sensors for detecting entering, leaving and stopping in the first surrounding area with further sensors.

It is also possible that the method additionally includes temporally checking the presence and identity of the identification transmitter in a fourth surrounding area before the identification object enters the first surrounding area, wherein the fourth surrounding area surrounds the motor vehicle more than the first surrounding area. The area and the second surrounding area extend over a greater distance from the outside of the motor vehicle.

For example, the fourth surrounding area can extend substantially in all directions around the motor vehicle. For example, it is possible for the fourth surrounding area to have a circular or elliptical shape with a center close to the center of the motor vehicle. For example, the fourth surrounding area can completely or partially surround the first surrounding area and/or the second surrounding area and/or the third surrounding area. The fourth surrounding area can represent a far area around the motor vehicle, while the first, second and third surrounding areas can represent close areas around the motor vehicle.

For example, it may be worthwhile to perform the check for the presence of the authentication transmitter in the second surrounding area with a greater repetition rate than the checking for the presence of the authenticating transmitter in the fourth surrounding area. In other words, the detection of the presence of the identification transmitter in the fourth surrounding area can correspond to the detection of an object approaching the motor vehicle and is therefore relatively infrequently performed. The proximity detection in the fourth surrounding area can therefore be referred to as a "ping" of the authenticating transmitter, that is to say emitting a locating signal with a certain repetition rate.

It is possible to perform a check for the presence and authenticity of the authenticating transmitter in the second surrounding area with a first positioning accuracy and a first energy consumption, and to perform a check in a fourth location with a second positioning accuracy and a second energy consumption. A check of the presence and authenticity of the authentication transmitter in the surrounding area. It is also possible that the first positioning accuracy is more precise than the second positioning accuracy and that the first energy consumption is greater than the second energy consumption.

For example, a positioning system for authenticating a transmitter may provide first and second positioning accuracies within the range of first and second modes of operation. For example, a first mode of operation may include emission of multiple rotating em fields and phase difference determination or triangulation; a second mode of operation with relatively less positioning accuracy may include emission of a single (e.g. non-rotating) em field and the measurement of the amplitude of the magnetic field component of the em field. It would be possible to determine the distance from the identification transmitter to the motor vehicle from the amplitude with relatively less localization accuracy.

It is possible that the checking of the presence and authenticity of the authentication transmitter in the fourth surrounding area takes place with a predetermined repetition frequency and the object is executed according to the checked presence and authenticity of the authenticating transmitter in the fourth surrounding area. Recognition of entry into the first surrounding area, detection of exit and detection of a stop.

If, for example, it is detected that the authentication transmitter is approaching the motor vehicle, then the next method steps, in particular the detection of the entry of an object into the first surrounding area, are optionally carried out. In this way, for example, the energy consumption for carrying out the method for automatically actuating the closing element can be reduced. In particular, the predetermined repetition frequency with which the presence of the authentication transmitter is checked in the fourth surrounding area can be lower than the repetition frequency at which the selective check of the presence and the authenticity of the authentication transmitter in the second surrounding area takes place.

In general, the aforementioned embodiments are shown in which a cross-linking of the most diverse sensors monitoring the surrounding area of the motor vehicle can be carried out. This cross-linking can take place, for example, via the connection of various sensors to the bus system of the motor vehicle. The control device can control the actuation, activation, deactivation, etc. of the different sensors via control commands according to the sensor data of the other sensors. The sensors can be connected to the control unit by means of a bus system. Furthermore, a calculator unit can be reserved in the sensor, which selectively performs activation/deactivation of the sensor as a function of control signals sent via the vehicle bus system. In this way, it may be possible, for example, to reduce energy consumption and avoid incorrect manipulations.

The method furthermore includes the detection of an impending incorrect actuation of the closing element by means of at least one further sensor, wherein in the event of detection of an imminent incorrect actuation the optional check of the presence and identification of the authentication transmitter and the optional actuation are not carried out .

For example, the recognition of the wrong handling that faces includes the factors of the following group: water wave recognition (Schwallwassererkennung) at another capacitive sensor place, preferably in the side door of the motor vehicle; Further capacitive and/or optical sensors detect pedestrians passing by third parties.

For example, the at least one further sensor may be a further optical sensor and/or a further capacitive sensor. For example, it is especially possible that the optical sensor and/or capacitive sensor and/or the positioning system and the at least one further sensor are connected to the control device by means of a bus system.

For example, water wave detection can include that a further capacitive sensor (which is mounted, for example, on a side door of the motor vehicle) detects a water wave in the area of a car wash, for example in a car wash line (Waschstrasse), and causes a temporary interruption of the entry of the executing object into the first surrounding area. Method steps for recognition in, recognition of leaving a first surrounding area and recognition of a stop of an object. In the context of pedestrian detection of passing third persons (ie, for example persons who do not occupy the identification transmitter), signals can be constantly detected, for example, by at least two further capacitive and/or optical sensors. In such a case, the recognition of entering or leaving the first surrounding area and the detection of an object stopping in the first surrounding area can again be temporarily interrupted. Alternatively, it would be possible to reduce the repetition frequency of detection of objects entering the first surrounding area when pedestrians are detected in the surroundings. By means of such a technique of cross-linked sensor control, in addition to reducing the possibility of incorrect actuation of the closing element of the motor vehicle, it would be possible to achieve a lower energy consumption for carrying out the method for automatically actuating the closing element.

Multiple effects are achieved with the above features: firstly, a reliable automatic actuation of the closing element can be achieved, since it would be possible for the first and second surrounding areas to extend beyond the pivoting area of the closing element. In such a case, it would be possible, for example, to detect a stop of the object just outside the pivot range. It would be possible for the user to stop in the first surrounding area adjoining the pivoting area and detection of this stop would lead to automatic actuation of the closing element. Secondly, the effect of less energy absorption for carrying out the method for autonomous maneuvering can be achieved. The most diverse criteria were mentioned above, which can lead to the detection of an object entering and leaving the first surrounding area or an object stopping in the first surrounding area being selectively carried out according to such activation criteria. Selective activation of the sensors for detecting entering and exiting or stopping can be achieved, for example, by linking the corresponding sensor with a further sensor monitoring the third or fourth surrounding area. Energy consumption can thus be reduced. Thirdly, the effect of a reduced possibility of wrong maneuvering can be achieved, since also possible situations of impending wrongful maneuvering (due to water waves or passing pedestrians, for example) can also be detected on the basis of additional sensors. In such a case it is possible to preventively deactivate the corresponding sensor for detecting entry and exit or a stop in the first surrounding area. Fourthly, it would be possible to instinctively learn the trigger criteria for actuating the closing element. In particular, the stance can be learned or performed in a simple and uncomplicated manner.

Instinctive control of the automatic actuation of the closing element of the motor vehicle can be realized by means of a cross-linked sensor system which is based on the recognition of the user's posture and the determination of the position of the authentication transmitter or the key, taking into account possible incorrect actuations . Different closing elements allow easier loading or unloading of the motor vehicle. The danger zone when opening and/or closing the closing element can be limited because, for example, depending on the arrangement of the sensors on the motor vehicle, the surrounding area can protrude beyond the pivot area of the respective closing element. For example, the user can thus be offered the possibility to open or close the closing element by control using a posture, in particular a standing posture, without being in the closing or pivoting range of the closing element. In addition, the detection range of the user's posture can lead to more stable results due to a more precise positioning of the authentication transmitter or the key. Situations such as wrong maneuvers by pedestrians passing by can be avoided or reduced. Overall, a higher user-friendliness in operation can be achieved.

According to another aspect, the invention relates to a device for automatically actuating a closing element, wherein the device is set up to carry out the following steps: recognizing the entry of an object into a first surrounding area of a motor vehicle; recognizing the departure of the object from the first surrounding area; The object stops within the first surrounding area for a preset time period. The device further comprises a localization system for the identification transmitter, which is set up to check the presence of the identification transmitter in the second surrounding area of the motor vehicle on the basis of the detected entry and/or the recognized departure and/or the recognized stop of the object. presence and identification of the device. The device also includes an actuation device, which is designed to selectively actuate the closing element depending on the checked presence and identification of the identification transmitter in the second surrounding area.

The device can be designed to carry out the method for automatically manipulating a closing element according to another aspect of the invention.

Effects comparable to those obtainable for the method for automatically actuating a closing element according to a further aspect of the invention are obtained for such a device.

Of course, the features of the aforementioned embodiments and aspects of the invention can be combined with one another. In particular, the features can be used not only in the stated combinations but also in other combinations or alone without departing from the scope of the present invention.

Description of drawings

The above characteristics, features and advantages of the present invention and the manner in which they are achieved will be more clearly and obviously better understood in conjunction with the following description of an embodiment (which is set forth in detail in conjunction with the accompanying drawings), in which:

FIG. 1 shows a schematic view of a device for automatically actuating a closing element of a motor vehicle;

Figure 2 shows the surrounding area of the motor vehicle in a top view of the motor vehicle;

FIG. 3 shows the surrounding area of the motor vehicle in FIG. 2 in a rear view of the motor vehicle;

Figure 4 shows a flowchart of a method for automatically manipulating a closing element;

Figure 5A shows the front and rear side doors of a motor vehicle with optical and capacitive sensors in the B-pillar;

FIG. 5B shows a corresponding trunk lid of a motor vehicle with two optical and capacitive sensors;

Figure 5C shows a trunk lid of a motor vehicle with an optical and a capacitive sensor; and

FIG. 6 shows a side view of the motor vehicle of FIG. 2 with a user in a standing position.

The invention is explained in detail below on the basis of preferred embodiments with reference to the drawings. The figures illustrate a technology allowing simplified, instinctive, power-saving and stable automatic actuation of closing elements of a motor vehicle. These techniques relate in particular to trigger criteria leading to automated maneuvers. The triggering criteria include the so-called stance, that is to say the stopping of the detected object in the surrounding area. In the drawings, the same reference numerals designate the same or similar elements.

Detailed ways

FIG. 1 shows a schematic illustration of a device 100 a for automatically actuating closing elements 3 a - 3 e of a motor vehicle, for example a door or a boot lid or a sliding door. Capacitive sensors 20 and optical sensors 21 are respectively provided for a total of five closing elements 3 a - 3 e (for example two front doors, two rear doors, a boot lid). It can, for example, be integrated into the closing element or mounted around the closing element. The sensors 20 , 21 can detect objects in a first surrounding area of the motor vehicle which adjoins the respective closing element 3 a - 3 e . The form or type of object can be arbitrary, for example. Then only the presence or absence of (arbitrary) objects can be decisive. However, it is also possible to perform object recognition, so that the object form is decisive. Depending on the orientation of the sensors 20 , 21 , the object may preferably be the user's foot or leg area.

The sensors 20 , 21 can be connected to the control device 25 via a bus system 240 (for example a "controller area network" CAN bus). The control device 25 can be designed, for example, as hardware or as software code on an on-board computer. The supply line for the rotating em field 241 may supply the sensors 20, 21 with energy from an energy source 241a, such as a battery. The control signals can be received by the interface in the sensor via the bus system 240 and decoded, decoded and processed by the computer unit. The computer unit can perform control and evaluation of the sensors and transmit corresponding data via the interface and bus system 240 . The corresponding technology is known in principle to those skilled in the art, so that no further details need to be mentioned here.

A positioning system 100 for authenticating a transmitter 30 is provided. The authentication transmitter 30 can be, for example, a wireless key for a motor vehicle. Positioning system 100 may determine the location of authentication transmitter 30 . For this purpose, the positioning system can, for example, emit an electromagnetic (em) field at a certain frequency, for example via a coil or coil assembly, which is actuated with an alternating voltage. In particular it is also possible to emit a rotating em field. The discriminative transmitter 30 can measure these fields, for example with a receive coil; here the measurement can, for example, allow the amplitude of the magnetic field component of the em field to be determined and/or for a rotating em field to be determined relative to a reference phase (e.g. via modulated tempo information transmission ) difference. In a first operating mode of positioning system 100 , a phase difference of the rotating em field is determined and a triangulation of the determined phase difference is performed for position determination of receiver 30 . In the second operating mode, the amplitude of the unrotated em field is measured and the position determination is carried out thereby. Depending on the technology used, different position resolutions can be achieved in the position determination. The wireless port 31 can establish a wireless data connection with the authentication transmitter 30 (dotted line in FIG. 1 ). For example, the authentication of the authentication transmitter 30 and/or of the motor vehicle can be transmitted via the data link for authentication. It is also possible to completely or partially determine the position of the authenticating transmitter 30 in the authenticating transmitter 30 and to transmit the corresponding information via the wireless port 31 .

As can be seen from FIG. 1 , the different sensors 20 , 21 and the localization system 100 are cross-linked to each other. The technique and triggering criteria are explained below, according to which the actuation of one of the closing elements 3 a - 3 e can be carried out on the basis of the sensor data of the sensors 20 , 21 and the positioning system 100 . Actuation here can mean both opening and closing of the respective closing element 3 a - 3 e. For this purpose, for example, elastic elements and/or actuating motors (not shown in FIG. 1 ) can be provided in such a way that they are mechanically coupled to the respective closing element 3 a - 3 e. Corresponding techniques for manipulation are known to those skilled in the art.

Such a trigger criterion can be defined, for example, with respect to the surrounding area of the motor vehicle, as discussed below with reference to FIG. 2 . FIG. 2 is a plan view of the motor vehicle 1 . The motor vehicle 1 has a front side 2a, a left outer side 2b, a right outer side 2c and a rear side 2d. A left front door 3a and a left rear door 3c are arranged at the left outer side 2b; a right front door 3b and a right rear door 3d are arranged at the right outer side 2c. A trunk lid 3e is arranged on the rear side 2d. In the embodiment of FIG. 2 a total of four capacitive sensors 20 and four optical sensors 21 are implemented in motor vehicle 1 (generally more or fewer sensors can be used). In this case, an optical sensor 21 and a capacitive sensor 20 , 21 are respectively embodied in the left and right B-pillars of the motor vehicle 1 . Furthermore, optical and capacitive sensors 20 , 21 are respectively embodied in the rear bumper, that is to say on the rear side 2 d of the motor vehicle 1 .

The capacitive and optical sensors 20, 21 are arranged such that they can detect the presence of eg any object in the surroundings of the motor vehicle. The sensors 20 , 21 are designed in particular such that they can detect the entry and exit of objects as well as stops in the first surrounding area 11 .

A first surrounding area 11 extends from the respective outer sides 2 b , 2 c and 2 d of the motor vehicle 1 outwards from the sensors 20 , 21 . In the embodiment of FIG. 2 , the first peripheral region 11 is approximately semicircular with a radius in the range of, for example, 10-50 cm, preferably approximately 20 cm. As can be seen from FIG. 2 , the first surrounding area 11 can lie at least partially outside the pivoting area of the respective closing element 3a, 3b, 3e.

Furthermore, a second surrounding area 12 for each of the optical and capacitive sensors 20 , 21 used is depicted in FIG. 2 (dashed lines in FIG. 2 ). The first surrounding area 11 is arranged in particular close to the respective outer side 2 b , 2 c , 2 d of the motor vehicle 1 , while the second surrounding area 12 extends to a greater distance from the outer side 2 b , 2 c , 2 d of the motor vehicle 1 . The second surrounding area 12 includes the first surrounding area 11 .

FIG. 2 also shows a third surrounding area 13 which coincides with the first surrounding area 11 of the left and right side doors 3a, 3b. FIG. 2 also depicts a fourth surrounding area 14 , which has an approximately circular shape with a center close to the center of the motor vehicle 1 . The fourth surrounding area 14 is, however, not particularly limited. In particular, the fourth surrounding area 14 extends at a greater distance from the outside of the motor vehicle 2 a - 2 d than the first and second surrounding areas 11 , 12 and thus covers the remote area around the motor vehicle. The fourth surrounding area 14 contains the other surrounding areas 11 , 12 , 13 .

Localization system 100 (not shown in FIG. 2 ) is set up to detect the approach of identification transmitter 30 to motor vehicle 1 when identification transmitter 30 enters fourth surrounding area 14 . For this purpose, locating system 100 can emit an electromagnetic field with a certain repetition rate, which can be measured by receiver 30 when entering fourth surrounding area 14 . The receiver 30 can then notify by means of the wireless port 31 that it has entered the fourth surrounding area 14 .

The dimensions and arrangement of the first and second surrounding areas 11 , 12 for the sensors 20 , 21 which are arranged on the rear side 2 d of the motor vehicle 1 and thus control the automatic actuation of the trunk lid 3 e are shown in detail in FIG. 3 . FIG. 3 is a rear view of the situation in FIG. 2 . As can be seen from Fig. 3, the first and second surrounding areas 11, 12 may also have different dimensions in the vertical direction perpendicular to the ground. The second surrounding area 12 can extend, for example, to a greater vertical distance from the ground than the second surrounding area 12 . The other sensors 20, 21 at the side doors 3a, 3b can also have corresponding features.

It should be understood that the arrangement, form and dimensions of the capacitive and optical sensors 20 , 21 in the motor vehicle 1 as well as the surrounding areas 11 - 14 are shown in FIGS. 2 and 3 purely illustratively and not restrictively. In particular, it would be possible, for example, to select the installation location of sensors 20 , 21 in motor vehicle 1 differently from what is shown in FIGS. 2 and 3 . An example of this is given in Figures 5A-5C. In FIG. 5A , the sensors 20 , 21 are arranged around the respective closing element 3 a , ie in the B-pillar of the motor vehicle 1 . In FIG. 5C the sensors 20 , 21 are integrated into the closing element 3 e. An alternative or additionally different selection of the size and orientation of the surrounding areas 11 , 12 is also possible by corresponding adjustment of the sensitivity range of the sensors 20 , 21 . Furthermore it is of course possible to provide more or fewer sensors 20, 21 (see for example Fig. 5B, in which two optical sensors and capacitive sensors 20, 21 are arranged, and Fig. 20, 21). For example, it would also be possible to provide additional individual sensors 20 , 21 for the rear doors 3 c , 3 d of the motor vehicle 1 . It would also be possible to provide further sensors 20 , 21 in the region of rear side 2 d of motor vehicle 1 . It is also possible, for example, to design the first and second surrounding areas 11 , 12 in the area of the rear side 2 d of the motor vehicle 1 in such a way that they cover the entire surrounding area behind the motor vehicle 1 , instead of only in the area shown in FIG. 2 . left and right.

FIG. 6 shows a side view of motor vehicle 1 . A first surrounding area 11 and a second surrounding area 12 of the tailgate 3 e are shown with respect to a user 401 . The legs and feet 400 of the user 401 are objects detected in the first surrounding area 11 here. The user 401 is located outside the pivoting area of the trunk lid 3e. FIG. 6 shows the standing posture of the user 401 . The user 401 can thus, for example, remain in this position for at least 2 seconds, which causes the trunk lid 3 e to open.

As can be seen from the above description, the device 100a has a large variability in the number, arrangement, type, etc. of the sensors 20, 21, 100. Such structural properties are discussed above, while the triggering criteria for automatic manipulation are explained in more detail below.

A method for automatically actuating a closing element of a motor vehicle 1 is shown below with reference to FIG. 4 . Exemplarily, the method is discussed with respect to the trunk lid 3e, but it is of course also possible to apply a corresponding technique with respect to the doors 3a-3d.

The method starts with step S1. First, in step S2 , an authentication transmitter or key 30 is searched for in fourth surrounding area 14 , ie in the remote area surrounding motor vehicle 1 . For this purpose, the positioning system 100 emits an em field at a certain preset repetition rate and the key 30 measures the amplitude of the magnetic component of the em field. From this the field strength of the em field can be determined. It is proportional to the distance of the key 30 from the transmitter of the em field. It can then be checked whether the key 30 is close to the motor vehicle 1 , ie is located in the fourth surrounding area 14 . Such repeated searches of the key 30 may also be referred to as "verifications" of the key.

The accuracy with which the position of the key 30 can be determined (positioning accuracy) can be relatively small. For example, the positioning accuracy for position determination is inherently erroneous via the field strength, for example due to inhomogeneities in the attenuation rate of the em field around the motor vehicle 1 . The measurement of the amplitude can also be relatively unreliable or erroneous. However, this type of positioning or position determination consumes less energy. Since the verification of the key is repeatedly carried out in the stationary state of the motor vehicle 1 , the energy consumption can be significantly reduced in this way.

Step S2 may include, inter alia, the transmission of authentication information from and/or to key 30 via radio interface 31 . If an unfamiliar key 30 (for example belonging to another motor vehicle) is detected in the surrounding area 14 , it is checked whether this is an authorized or authorized key for the motor vehicle 1 (step S3 ). For this purpose, the authentication of the key can be compared with the authentication of the motor vehicle 1 .

If in step S3 the correct key is found in the fourth surrounding area 14, step S4 is executed. Activation of all capacitive sensors 20 takes place in step S4 . Activation of the sensor 20 can mean here that the recognition object 400 enters the first and the third surrounding area 11 , 13 (step S5 ). With regard to the boot lid 3 e , which is considered here as explained above, this means in particular that the identification object 400 enters the first surrounding area 11 . In other words, capacitive sensor 20 is fine-tuned, ie, for example supplied with energy.

Steps S2, S3, S4 are optional steps. It would also be possible to abandon the search for key 30 in fourth surrounding area 14 and instead keep capacitive sensor 20 in an activated state in principle.

In step S5 it is repeatedly checked whether the object 400 has entered the first surrounding area 11 . For example, the user 401 may approach the trunk lid 3 e of the motor vehicle 1 . Once the user 401 has come close enough to the trunk lid 3e, it can be recognized by means of the capacitive sensor 20 activated during this time that the feet and legs 400 (see FIG. 6 ) of the user 401 are located in the first surrounding area 11 . In other words, object 400 , where a user's foot or leg enters first surrounding area 11 of motor vehicle 1 , can be detected.

Activation of the optical sensor 21 , which monitors the first surrounding area 11 , then takes place in step S6 . In the embodiment of FIG. 2 this is an optical sensor 21 installed on the rear side 2d of the motor vehicle 1 . Typically, the power consumption of the optical sensor 21 may be relatively large, so that it may be desirable to activate the optical sensor 21 secondary and selectively compared to the capacitive sensor 21 .

In step S7 it is checked whether the object 400 has left the first surrounding area 11 . In other words, it can be checked whether the user has moved out of the area behind the rear side 2 d of the motor vehicle 1 again, that is to say the object 400 can be detected to leave the first surrounding area 11 . If this occurs, deactivation of the optical sensor activated in step S6 takes place in step S8. Step S8 is also carried out if no object is detected within 3 seconds from the activation of the optical sensor, that is to say from the execution of step S6 , for a preset time period of at least 2 seconds (step S9 ).

However, as soon as it is detected that the passing object 400 does not leave the first surrounding area 11 , it is checked in step S9 whether the object 400 has stopped. If it is detected in step S9 that the object 400 has not stopped, the process continues again with step S7 (maximum 3 seconds).

Recognizing whether object 400 has stopped can be realized with different techniques. For example, it is possible to detect with the aid of optical sensor 21 whether object 400 has stopped. For this purpose, for example, feature points of the object 400 can be identified as landmarks and their orientation over time relative to the optical sensor 21 can be checked or tracked. For example, differences in several successively recorded images of optical sensor 21 can also be taken into account. Alternatively or additionally, it is possible to check with the aid of the positioning system 100 whether the key 30 has stopped in the first surrounding area 11 ; if the user 401 is carrying the key 30 , it can be concluded from this that the object 400 has stopped.

If in step S9 it is detected that the object 400 has stopped for at least two seconds, the process continues with step S10 . The positioning system 100 is activated in step S10 (if it has not already been used in step S9). It is then checked in step S11 whether a key 30 is present in the second surrounding area 12 and whether the authentication of the key 30 results in a positive verification, ie whether an authorized key is present. For example, the identification information of key 30 can be compared with the identification information of motor vehicle 1 for this purpose.

Checking the presence of the key 30 by means of the positioning system 100 can take place by emitting a rotating em field. In such an embodiment, it is possible to determine the phase difference (eg relative to a reference phase) of a plurality of rotational em fields measured by the key. Based on the triangulation of the phase differences, the position of the key 30 can then be determined; based on the determined position, it can be checked whether the key 30 is located in the second surroundings 12 .

If a rotating electromagnetic field is used for the positioning of the key 30, the positioning accuracy of the determination of the position can be relatively large - especially compared to the case where the position determination is performed based only on the field strength of the em field (as described above with respect to the fourth surrounding area 14 as explained). For example, when using a rotating Em field, the detected positioning accuracy for determining the position of the key 30 in the second surrounding area 12 in the first mode of operation of the positioning system 100 is several centimeters; Given the field strength, the positioning accuracy of the key 20 in the fourth surrounding area 14 in the second operating mode may be several tens of cm. However, emitting a rotated em field for obtaining a first positioning accuracy consumes relatively more energy than emitting an unrotated EM field for obtaining a second positioning accuracy. However, it should be understood that the execution of step S2 for finding the key 30 in the fourth surrounding area 14 can be performed over a relatively longer period of time (if the vehicle is stationary). On the other hand, if the criteria of steps S5 , S7 and S9 have previously been fulfilled, ie if an object was determined to be close to the respective closing element 3 e , step S10 is typically only carried out.

If the key 30 is found in the second surrounding area 12 (step 11 ), automatic actuation of the closing element, in this case the trunk lid 3 d , can take place in a step 12 . The method ends at step S13.

In steps S14 and S15 , an impending incorrect actuation of the closing element (in this case the tailgate 3 d ) is detected. For this purpose, in step S14 , water wave detection is carried out by means of the capacitive sensor 20 . If, for example, a water wave is detected at one of the capacitive sensors 20 in the B-pillar of the motor vehicle 1, the method is carried out at any time, as explained above with the aid of steps S1-S13, the corresponding sensor 20, 21 , in particular also the deactivation of the capacitive sensors 20 , 21 on the trunk lid 3 d , and the method ends in step S13 .

Pedestrian recognition is realized in step S15. If in step S15 it is detected that a pedestrian is in the vicinity of the motor vehicle, the method is again terminated (step S13 ). For example, optical sensors 21 and/or capacitive sensors 20 can be used for this. Alternatively or additionally, it is also possible, for example, to carry out the key search in step S2 or the check in steps S5 and/or S6 with a lower repetition rate. Pedestrian recognition can be performed, for example, by means of the third surrounding area 13: if the passage of the first and adjacent third surrounding areas 11, 13 is repeatedly detected by means of the capacitive sensor 20 (pedestrians along the right or left side of the vehicle 2b, 2c), it can be inferred that the motor vehicle is parked in an area frequently used by pedestrians.

The energy consumption can be further reduced by means of the detection of pedestrians in step S15. This is the case in particular if steps S2 , S3 , S4 are not carried out and capacitive sensor 20 of motor vehicle 1 is also active in the stationary state. An unnecessarily frequent activation of optical sensor 21 in step S16 can then be prevented in particular by the pedestrian detection in step S15 .

Although the invention has been illustrated and illustrated in detail by means of preferred exemplary embodiments, the invention is not restricted thereto by the disclosed examples and other variants can be derived therefrom by a skilled person without departing from the scope of protection of the invention.

In particular, it would be possible, for example, to assign different tasks of the different sensors 20 , 21 differently. Entrance, stop and exit detection can thus be carried out only with the optical sensor 21 or with the capacitive sensor 21 . It is also possible for the optical sensor 21 to detect the entry of the object 400 into the first surrounding area 11 and the capacitive sensor 20 to detect the stop of the object 400 . The most different variants are possible.

The location system 100 is also not particularly limited to location determination and/or verification of the key 30 . The most different techniques can be used: for example the techniques described above can be used only with a rotating em field or in combination with a non-rotating em field. It is also possible to use only em fields without rotation. It is also possible to completely dispense with the use of em fields for position determination and to use alternative techniques, such as optical techniques or the like.

Claims (14)

1. A method for automatically operating a closing element (3a-3e) of a motor vehicle (1), said method comprising: - identifying an object (400) entering the first surrounding area (11) of the motor vehicle (1), - identifying that said object (400) leaves said first surrounding area (11), - identifying that said object (400) stops within said surrounding area (11) for a preset period of time, - selectively checking identification in a second surrounding area (12) of the motor vehicle (1) on the basis of a recognized entry and/or a recognized exit and/or a recognized stop of the object (400) the existence and identification of the transmitter (30), - selectively actuating said closing element (3a-3e) depending on the checked presence and identity of said authentication transmitter (30) in said second surrounding area (12). 2. The method according to claim 1, characterized in that the identification of entry and exit takes into account the sensor data of a capacitive sensor (20) and/or the identification of a stop of the object (400) takes into account an optical sensor (21 ) sensor data. 3. The method according to claim 1 or 2, characterized in that the identification of the object (400) stopping in the first surrounding area (11) and/or in the second surrounding area (12) A selective check of the presence and authenticity of said authenticating transmitter (30) within said authenticating transmitter (30) is achieved by means of a positioning system for said authenticating transmitter (30), said positioning system being applied in said authenticating transmitter (30) The phase difference of the plurality of rotating electromagnetic fields at the position of is used for the position determination of the identification transmitter (30). 4. The method according to any one of the preceding claims, characterized in that said object (400) is carried out within a preset further time period from the recognized entry of said object (400) For the identification of leaving, another preset time period is preferably 3 seconds and the preset time period is 2 seconds. 5. The method according to any one of the preceding claims, characterized in that a first and a second surrounding area (12) are separated from the motor vehicle ( 1) extending from the outer side (2a-2d) of the motor vehicle (1) on the left and/or right side of the closing element (3a-3e) from the outer side ( 2a-2d) extend that the first and second surrounding areas (12) at least partially overlap and that the second surrounding area (12) is wider than the first surrounding area (11) from the outside of the motor vehicle (1) (2a-2d) extended to larger distances. 6. The method according to any one of the preceding claims, characterized in that the first surrounding area (11) and/or the second surrounding area (12) are at least partly within the closing element (3a -3e) extends outside the swing region. 7. The method according to any one of the preceding claims, characterized in that the method further comprises: - recognizing that an object (400) enters a third surrounding area (13) of the motor vehicle (1) temporally before recognizing that said object (400) enters said first surrounding area (11), Therein, the third surrounding area (13) extends from a different outer side (2a-2d) of the motor vehicle (1) than the first surrounding area (11) and the second surrounding area (12). 8. The method according to any one of the preceding claims, further comprising: - temporally checking the presence and authenticity of said authenticating transmitter (30) in a fourth surrounding area (14) before identifying said object (400) entering said first surrounding area (11), Wherein, the fourth surrounding area (14) surrounds the motor vehicle (1) than the first surrounding area (11) and the second surrounding area (12) from the outside of the motor vehicle (1) ( 2a-2d) extended to greater distances. 9. The method according to claim 8, characterized in that the presence and the presence of the authentication transmitter (30) in the second surrounding area (12) are performed using a first positioning accuracy and a first energy consumption. an authenticity check, using a second positioning accuracy and a second energy consumption to perform a presence and authenticity check of said authenticating transmitter (30) in said fourth surrounding area (14), said first positioning The accuracy is more precise than the second positioning accuracy, and the first energy consumption is greater than the second energy consumption. 10. The method according to any one of claims 8 or 9, characterized in that the check of the presence and authenticity of the authenticating transmitter (30) in the fourth surrounding area (14) is based on a predetermined and the entry of the object (400) into the first surrounding area ( 11) Recognition, departure and stop recognition. 11. The method according to any one of the preceding claims, further comprising: - detecting an impending incorrect actuation of the closing element (3a-3e) by means of at least one other sensor, In this case, a selective check of the presence and authenticity of the authenticating transmitter ( 30 ) and a selective manipulation are not carried out in the event of detection of an impending false manipulation. 12. The method of claim 11 , wherein the identification of the erroneous manipulation faced includes factors of the following group: - water wave recognition at a further capacitive sensor (20), preferably in a side door of said motor vehicle (1), - Pedestrian detection of passing third persons by means of at least two further capacitive and/or optical sensors, preferably in the side doors of the motor vehicle (1). 13. A device (100a) for automatically manipulating closing elements (3a-3e), wherein said device is set up to perform the following steps: - identifying an object (400) entering the first surrounding area (11) of the motor vehicle (1), - identifying that said object (400) leaves said first surrounding area (11), - identifying that said object (400) has stopped within said surrounding area (11) for a preset period of time; and Wherein, the device (100a) includes: - a positioning system (100) for authenticating a transmitter (30) set up to check on the basis of a recognized entry and/or a recognized exit and/or a recognized stop of said object (400) the presence and identification of the authenticating transmitter (30) in the second surrounding area (12) of the motor vehicle (1), - Manipulating means set up to selectively manipulate said closing element (3a-3e) depending on the checked presence and identity of said authenticating transmitter (30) in said second surrounding area (12) . 14. The device (100a) according to claim 13, characterized in that the device (100a) is set up to perform the method according to any one of claims 1-12.

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