WO2003022627A1

WO2003022627A1 - System for automating vehicle functions used when said vehicle is reversing

Info

Publication number: WO2003022627A1
Application number: PCT/FR2002/003028
Authority: WO
Inventors: Jean Desmicht
Original assignee: Jean Desmicht
Priority date: 2001-09-11
Filing date: 2002-09-06
Publication date: 2003-03-20
Also published as: FR2829445B1; FR2829445A1

Abstract

The invention relates to a system that is used for the automatic activation and perpetuation of equipment operation during the reverse movement and/or forward or non-forward manoeuvring of a vehicle. The inventive system is based on the differentiated calculation of the distances travelled in the two displacement directions of the vehicle. The invention can be used to adapt the equipment activation and deactivation logics according to each functional requirement. Said activation system is independent and can be used to replace the current contactor that is used to start equipment during the engagement of the reverse gear of a gearbox. Moreover, the system can be used to obtain fixed and optimum perpetuation of the functions of the controlled equipment compared with those based on speed or time management.

Description

AUTOMATION SYSTEM FOR VEHICLE FUNCTIONS WHEN MOVING IN REVERSE

The present invention relates to a device installed on a motor vehicle 5, inter alia, making it possible on the one hand to automatically activate instrumental functions and / or equipment when moving the vehicle in reverse and on the other hand to perpetuate this activation whether the reverse gear ratio of a gearbox, or the like, is engaged or not and this in a space of

10 necessary and predetermined maneuver in order to maintain optimum comfort and safety efficiency of the equipment thus controlled. The activation of sustainability can also be initially activated by a standby proximity radar or the like. The operating principle of the device remains identical regardless of the initial source of its activation.

The present invention can be applied to other types of machines: a construction machine, a locomotive and the like. Any system having either a reverse and a forward direction or a rotation in one direction and a reverse direction to the previous one.

On current vehicles, all functions are only

20 ordered and are mainly functional when the reverse gear is engaged. In most designs as soon as this gear is disengaged, as soon as the vehicle is in neutral or in first gear, the controlled functions stop, become inoperative again. As soon as the vehicle is traveling on a slope and the use of the gear ratio

25 reverse is not mandatory, the functions controlled by Reverse are always inactive. The functions concerned are:

• for driving aids: reversing lights, rear wiper, proximity radars, folding down of the rear view mirror (s) ...

• for safety systems: back-up audible warning devices, ... safety anti-reverse or anti-displacement braking.

Therefore, for the functions controlled by the selection of Reverse gear to be effective, it is imperative to engage at least, or even to keep, the Reverse gear ratio. During maneuvers of the niche or other type, the handling constraints of the gearbox are, of this design, important and imperative for controlling the instrumental functions concerned by this type of driving procedure while an operational context can relieve the piloting burdens imposed on a driver. Detection of a reverse without the reverse gear thus improves safety by improving the steering loads and by activating the reverse alarms like on trucks, among others. For certain timing principles, indexing on the vehicle speed is effective. They are obtained by combining two distinct and imperative functions which are the activation of the equipment by the reverse sensor and the sustainability by the partial use of the speed sensor, used for the control of the front and rear wipers, taking speed a speed greater than 0 km / h to ensure the deactivation of the equipment connected to this device. This principle implies non-negligible functional limits, such as when moving at low speed, which induces contextual confusion. Equipment functions can thus be perpetuated over uncontrolled distances, especially if deactivation is carried out above a high speed. Otherwise, an untimely deactivation of the equipment is to be feared. The design of this type of deactivation, according to this speed principle, requires the mounting of a switch actuated by the driver to cancel untimely operations, especially if the systems are automatically activated below a determined speed. Despite this design evolution, said current systems almost systematically retain the obligation to engage reverse gear to obtain the actuation of the equipment, which limits them to a whole functional context of use such as the production of a sloping niche with a possible retreat without the engagement of the report of the reverse gear. If the automatic activation of equipment according to the speed reference was systematically adopted, during congestion, the equipment would frequently become operational and would disturb the driving of the owner of a vehicle with this type of system, but also for the others conductors located in a close environment. If the switch, mounted to avoid the aforementioned drawbacks, is permanent, the risk of forgetting that the equipment will not be functional during a maneuver is significant.

Currently driving assistance equipment such as proximity radars, automatic rear wipers, reversing lights ... is often ineffective due to the principles of piloting their activation (of their activation), reverse gear to be engaged, or control of the state of the alarm switch, or other.

The device for delaying and controlling equipment, such as the reversing lights with the alarm attached thereto, and / or others, according to the invention makes it possible to keep the functions of the equipment controlled active when the vehicle is engaged. reverse gear and / or after a short backward movement and / or after it has been started by the manipulation of a control or the like, when this gear is disengaged, even after moving the vehicle forward on a short distance predetermined.

The functional possibilities thus offered in the control of the equipment controlled during a maneuver are, among others, the following (in the notion of gearbox ratio, it is necessary to integrate all the possible control systems which can intervene in the activation of the device at separate times):

=> waiting for reverse gear, if the gearbox reverse gear ratio is engaged, the equipment is activated according to its operating principle. On the other hand, if this is not the case, no function is activated if no additional command activates the device,

=> the vehicle backs up, if the gearbox reverse gear ratio is not engaged, the equipment is activated by the system, which is the subject of this patent, according to their operating principle,

= in forward travel, for a short distance, the rear reversing lights and the controlled equipment still remain in action if the predetermined operating principle so determines, => the vehicle reverses after a forward drive, that the reverse gear ratio of the gearbox either re-engaged or not, the rear reversing lights and the piloted equipment will remain activated according to each pre-established operating principle, = the vehicle reverses after a forward gear and that the rear reversing lights and the functions of the piloted equipment have been, beforehand, deactivated, all the functions controlled by the system are then reactivated according to each pre-established operating principle, whether the reverse gear is re-engaged or not, => whatever the total distance traveled in forward during a maneuver, after moving in reverse a reset to zero -0- of the counter of the space traveled in forward is automatic, = after a continuous movement in forward gear, determined beforehand, each item of equipment controlled returns to its operating state predefined by the driver before engaging and performing a maneuver. The reversing lights go out, among others, => each command to start and stop the piloted equipment can be differentiated in its sequences from the functioning of the automation and sustainability.

The system of perpetuation and automatic equipment control thus increases safety by keeping the light signal from the reversing lights and the alarms attached to it, among other things, when a vehicle is maneuvering, this in a limited and fixed space in relation to the driver's intention, but also by activating all the controls which improve the perception of the environment by the driver of the vehicle equipped with the invention, regardless of the direction of development of the vehicle. The controlled equipment can also have their own operating logic which is then differentiated from each other. The equipment activation sequences can be adapted according to the driving loads.

In addition, the possible control by the invention of an anti-reverse and / or immobilization command on the two axes of movement of a vehicle which would thus make it possible to limit the untimely risks of its reversing and / or his involuntary movements.

The system, object of the invention, uses the principle of the vehicle movement sensor, which can be the tachograph sensor, at the output of the gearbox or on ABS or other, for example, to perpetuate the activation of the equipment which connected to it which was initialized by the gearbox reverse engagement sensor, or the like, or by the rear motion detection device of the device which is the subject of the patent. The principle is to measure forward movements in order to limit the space in which the sustainability function is kept. The measurement integrates all the displacements as well in forward as in reverse, which automates activation, so that this measure does not include movements whose meaning would be confusing and limit the interest of said equipment. The integration of the concept of reverse therefore allows on the one hand not to cumulate sequences of forward walks which would, without this correction, have the consequence of inadvertently stopping the perpetuation of the activation of the equipment during the realization of 'a complex maneuver and on the other hand to automatically reactivate the sustainability of the equipment if it had been interrupted for a reason of movement in forward gear greater than a tolerated amplitude which is predefined.

This principle thus makes it possible to limit the distance of sustainability according to a reference of the context known as of maneuver.

By integrating the measurement of the movement in reverse gear, the invention makes it possible not to need the sensor of the engagement of the ratio of the reverse gear of a gearbox, or other, to initialize the perpetuation of the equipment activation. The system is autonomous. The reverse engagement sensor then only allows to slightly anticipate the activation of the equipment. A new or several new functions can, after modification of the gear engagement sensor of the gearbox itself, be released from this new equipment as represented in this present patent, either a securing device of the invention or the obtaining a different and additional time delay based on the gearbox reports engaged, for example. The device also makes it possible to optimize the parking aids based on proximity radars which, according to the current design, do not differentiate the operational contexts which requires the mounting of an alarm switch so that they do not trigger unexpectedly as soon as the vehicle ends up in a traffic jam.

By detecting the displacement threshold in both directions for initialization of emergency braking, the proposed equipment meets an obligation to immobilize the safety of a driverless vehicle at the driving position. It also responds to any need to power a transmitter, or radar, or other which will provide signals to the driving aids on board the following vehicles. Each function of the equipment controlled by the system which is the subject of this patent retains its specific actuation principle. Only a widening of the operating contexts of the equipment is affected. Equipment optimization is thus obtained by relieving the driver's burden of control.

The accompanying drawings illustrate, by way of example, one of the possible embodiments of the device according to the present invention. These represent: • in FIG. 1 r a diagram of the kinematic chain of the automation system -1- and of perpetuation of controlled equipment which integrates the various modules which elaborate the principle of the invention,

• in FIG. 2: the diagram of the -2- calculator of the aforementioned kinematic chain which allows the automation and sustainability of the functions of the equipment controlled,

• in figure 3: the diagram of the capture module -4- of the signal from the tachograph wheel -3- which provides information on the movement of the vehicle to the computer -2-, • in figure 4: the diagram of the module -5 - the electronic power control circuit of the equipment controlled by the computer -2-,

In FIG. 5: the principle of securing the operation of the module -1- mentioned above and of mechanical filtered delay possible by the use of a gearbox ratio sensor engaged in two locked positions,

• in FIG. 6: the principle of securing the operation of the module -1- mentioned above and of mechanical filtered delay possible by the use of a gearbox ratio sensor engaged with pulses and two locking positions and with levels of multiple electrical controls.

By way of nonlimiting example, the drawings correspond to an adaptation of the device from the elements existing on current motor vehicles. The purpose of this clarification is to demonstrate that the proposed system is easily adaptable to existing principles, as well as to vehicles already put into circulation, without incurring excessive costs, all solutions whether analog or digital or computer (software and / or other) with or without multiplexing are covered by this patent. An evolution of on-board techniques can modify the conception of this patent but not its principle.

As shown in Figure 1 plate 1: The system consists of a housing -1- which perpetuates and automates the functions of the equipment connected to it. This is connected for: => The inputs: »To the gearbox control or to the pinions thereof, by means of the existing gearbox ratio sensor -6- or one of the principles which will be integrated and described in this invention - plate 5-. Connection is not imperative due to the automation of the activation of the equipment and the sustainability (optional connection),

"To the tachograph sensor -3- located at the outlet of the gearbox, or from an ABS or other," Has a power circuit -8- which can be the one that supplies the tachograph sensor -3- and its module - 4-, the computer -2-, the equipment controlled by the device -5- or / and others,

"Has a power circuit controlled by the switch -40-, which corresponds to a driver presence detector, which also energizes the speed sensor -3- and all of the components, as for the power circuit -8- but with a different specific function,

• Has inputs -8c- and -8d-, among others, which allow activation of the equipment controlled by the device from the NEIMAN® contactor -7b- or similar, or a specific switch -7a- (optional devices) , or another such as an on-board computer, a proximity radar, a contactor -40- which puts the computer on standby in the two directions of movement of the vehicle ...

• At the input -9a- to power the equipment deactivated during a reverse and activated during a forward drive initialized by a pulse -9b- controlled by a switch specific to the equipment "At the input -40 - which initializes the forward motion detection function which controls and supplies power to safeties such as the immobilization of a driverless vehicle on board, among others and for example.

= For outputs (except connection to earth): "to the tachograph supply -12- odometer and distance meter, 'to the connections of the piloted equipment -10b- and - 11-," to the alarm system of recoil -10a-,

The automation and equipment perpetuation unit -1- comprises, between the tone wheel -3- and the controlled equipment -10a-, -10b- and -11-, three levels of signal processing of the tone wheel which define the equipment -1- and which are according to the signal progression:

=> 1 - The vehicle displacement capture module -3-4-: which consists of the tone wheel -3-, but which can also be an optical or other sensor, which delivers a distinct signal depending on the direction of movement of the vehicle, or said signal will be controlled. This basic information is separated and processed by the sub-module -4- in order to be usable by the computer -2-. = 2 - The distance calculation module -2-: from the signal sent on one of the two outputs of the sub-module of -4- (S1-S2), one for each direction of vehicle evolution, management of the power control signal to control the equipment connected to the system -1- is carried out by the calculation module -2- according to the principle: "the vehicle backs up: the calculation module -2- measures and limits the movement evolution of the vehicle in this direction without the instantaneous activation of the piloted equipment, ie the activation automation function. The tolerated reverse travel threshold is exceeded beforehand if the piloted equipment is initialized by the commitment of the reverse gear or a reversal already carried out, the equipment remains activated otherwise it is activated, or is reactivated Simultaneously the counter for calculating the distance traveled in forward gear is set or reset to zero -0-.

However, the actuation of the computer can be obtained as soon as one of the commands, or more, -6-7a-7b-40 -... is activated, which has the effect of emitting the signal -S3- which has the same effect as the signal -SI-. • the vehicle stops: the system remains stable. The computer is neutral and does not provide any signal which, on the one hand, would confirm the initial state of activation or deactivation of the equipment being controlled, and on the other, change the reference of the possible distance traveled in forward stored in the computer -2-.

• the vehicle is advancing: the computer -2- measures the distance of the forward travel according to the following principle: o as long as a threshold of distance to be traveled in forward is not reached, the piloted equipment remains operational according to its states controlled, o the forward travel threshold is not exceeded and the vehicle reverses slightly, the reverse computer measures the distance traveled by filtering and if this filtering threshold is exceeded, a control pilot pulse or / and reset -0- of the forward computer is issued. This function allows successive forward movements without accumulating distances. o The travel threshold traveled in forward mode is exceeded, the distance traveled in forward computer calculates a signal which deactivates or resets the equipment according to their initial functions. It can also control the safety equipment if this function is sought by the command -40-. From this calculation module -2- control signals are emitted on one of the outputs which correspond to one of the directions of the evolution of the vehicle. These outputs are connected to the power control module of the piloted equipment -5- and to the command of the reversing alarm or of a possible anti-reversing or immobilization system of a vehicle. 3 - Power control -5-: this module includes five inputs which are:

I. the power supply connected to the circuit -8-, which supplies the piloted equipment with power, IL the power supply -44- of the emergency braking system controlled by the driver presence detector switch - 40- and controlled by the signal -S4-, III. piloting the command according to the reverse gear reference -Sla-, for activating the equipment -10a and 10b- piloted during a reversing,

IV. control of the command according to the forward gear reference - S2c-, for deactivation of said equipment -10a and 10b-,

V. piloting of the control according to the reference of the forward gear - S4 - which activates the equipment if a forward movement is dangerous or undesirable, for the basic design of the equipment subject of the invention, to which the entries can be added:

VI. of the command to activate the equipment controlled by the sensor -6- of the gearbox engaged reverse gear ratio, of a switch -7a- or -7b- or -40-, ... or the commands of equipment with reverse activation and deactivation with the -9a- power and -9b- activation circuits. It can also be in relation with one or more other switch circuits with principles of multiple AND type connections - OR. VIII. a direct delay linked only to reverse gear (not shown in the following description), and four outputs: I. the power supply to the equipment -10b- according to the activation principle during reverse and forward gear maneuver and complete deactivation during forward driving,

IL the power supply of the equipment -10a- according to the principle of activation during a reverse only, for example,

III. the power supply to the equipment -11-according to the principle reversed to the previous one, a deactivation of the equipment during a reversal or a step before maneuvering and a complete activation during the forward way

IV. establishing the signal-S3- which initializes the computer-2- as the signal-Sl-

The number of inputs and outputs for the power supply of the equipment can increase if activation and deactivation delays are required. In this specific case, the number of outputs at computer level -2- will therefore also be increased in order to meet the functional requirements of the equipment controlled.

The specific principle of signal generation, its processing and power control, described through figure -1- of board -1- is gradually established through that of modules -3 and 4-, -2 -, -5-. The technical solutions may be different depending on the technology on board the vehicles: analog, digital, digital IT, with or without multiplexing.

As defined in Figure 2 plate 2: the module -2- CALCULATOR OF

DISTANCE -, in electronic form, the representation of which only takes into account a delay stage and therefore only a delay value (one for each direction of possible evolution of a vehicle) according to a single value of distance traveled, but other timeout values can be added to this device, has five inputs which are respectively:

= »S1 - input of the reverse signal connected to the corresponding output of the module -4-, => S2 - input of the reverse signal connected to the corresponding output of the module -4-,

=> S3 - input of the signal for the activation of the equipment controlled by a related command connected to the corresponding output of the module - 5- and to the signal -43-, => 41 - input of the signal of the activation of the command- 40- which initializes, by the signal -43-, the detection of a forward movement in order to obtain a safety immobilization, or / and others, of a vehicle, = 8 e - input of the power supply power of the module, and four outputs: = S1a - the automatic control start output for equipment controlled by reverse gear, => S2c - the control stop output for the operation of controlled equipment, = S2a - the output the odometer and tachograph -12- of the car, => S4 - the command output output of any safety equipment when dangerous or unwanted forward travel is involved.

The number of outputs -Sla and S2c- can increase depending on the needs for sensitivities and time delays in the activation or / and deactivation of the equipment controlled. If this is the case, one or more output connections from the sub-modules -13b- for activation of sustainability and -14b- for deactivation are possible.

To achieve this function of automatically starting or stopping the piloted equipment and therefore its operational sustainability, according to the two active principles of the initial operation of said equipment, the module -2- consists of two axes of calculation of the distances traveled, one for each direction of movement of the vehicle. Each axis manages the distance which falls to it but also controls the distance calculator which takes into account the parameters which intervene in the changes opposite to its own direction of movement of the vehicle. Each axis consists of two sub-modules -13 and 14- which operate as follows:

=> For the reverse gear axis, the sub-module -13-: ^" The device component -13a-, initialized by the signal -Sl-or / and -S3-, counts the filtering distance traveled in reverse . As soon as a reverse distance threshold is made, two signals are emitted whose functions are respectively for: o Slbl - to orient the signal -S2-, received by the device component - 14a-, which has the initial function of informative support for the tachograph -signal-S2a-, towards the informative support function, for the device component - 14b- which is then used for the evaluation of the distance traveled in forward gear, o Slb2 - to reset to zero -0 - the distance traveled in forward travel totaled by the device component -14b-. This function makes it possible not to total all of the movements traveled in forward gear during complex maneuvers, which would have the consequences of early deactivating the functions of the equipment controlled by the system -1-. ^“ The device component -13b- calculates the distance (s) traveled in reverse for the automatic control of the activation of the equipment controlled. As soon as the threshold required by the equipment controlled is reached, the latter delivers the signal -S la- which is oriented towards the power control module -5- which will activate the equipment or devices controlled. The number of outputs -S la- will depend on the number of time delays required. Timing options, before activation of piloted equipment, according to the reference of the sub-module

-13-, can range from the minimum filtering time, in order to avoid parasitic displacements, to an unlimited time. As a result, the "BUZER" type reversing alarms can be controlled by this device. => For the axis of the step before the sub-module -14-: "The device component -14a- initially controls, at rest, the signal

-S2- towards the signal -S2a- and which is the informative support for the reference of the odometer and the tachograph -12-. As soon as the latter perceives the signal -Slbl- from the device component -13a-, the signal -S2- is oriented towards the device component -14b-. "The device component -14b- then calculates the distance traveled in forward direction from the signal -S2- according to two logics: 1. a cumulative logic when a stop is made in the movement. On the other hand, if the vehicle reverses and the signal - Slb2- is emitted, the totalized distance is reset to zero -0-. Beyond a predetermined forward distance, the device component -14b- emits a signal which is oriented:> for the signal -S2c- to the power control module of the piloted equipment -5-. Its function is to deactivate the sustainability,> for the signal -S2b- to the sub-module -13a- in order to deactivate the signal -Slbl- which controls the component device -14a- in distance calculation mode forwards from the signal -S2- so that this signal becomes again the signal -S2a- of the odometer and speedometer. Simultaneously, the signal -S2b- also resets the distance traveled forward at zero -

0-.

2. non-cumulative logic which emits the signal -S4- which activates the equipment connected to the power circuit concerned only if this action is tolerated by the activation of the thyristor -42- itself piloted by a signal emitted at its trigger by the switch -40-. As with the number of outputs -Sla-, the number of outputs - S2c- will depend on the number of time delays required. The operating principle of the calculation module -2- of distance traveled in forward gear can be of electronic design of analog or digital principle with MOS or other but also computer components. In computer design, a device for adapting the signals -SI, S2 and S3-, for processing the distances traveled and the signals -Sla- S2c- and S4- for controlling the module -5- of equipment power controls will be integrated into the system which is the subject of this patent.

For the computer version of the computer, the operating principle of the software is loop management of the signals emitted by the module for capturing the movement of the vehicle -4- during a movement of the vehicle which is, for example, as follows:.

=> When running before the computer software watches for the appearance of the reverse signal -SI- or the signal -S3-. In this loop management of information, the software considers the signal -S2- to be speed and distance information which is oriented towards the tachograph,

=> As soon as the signal -SI- or -S3- is perceived, the software initializes the loop for calculating the distance traveled in reverse and counts a filtering distance in order to avoid possible erroneous interpretations of the real trends of the moving the vehicle. Simultaneously, a reset of the distance traveled in forward direction -0- is systematically carried out, as with the signal -Slb2-.

= The filtering threshold reached, the software initializes the standby loop on the distance that will be traveled in forward gear for the sustainability of the equipment controlled and which will be established from the signal -S2- whose destination is no longer the tachograph

= Depending on the awareness threshold sought for the automatic activation of the piloted equipment, the functions of which will then be perpetuated, the software calculates the distance traveled in reverse, apart from the filtering distance. Once the distance has been reached, the software opens the activation loop for the equipment (s) concerned by this activation distance. It generates the signal -Sla- which activates the power control module of the equipment -5-. This loop calculation continues until the equipment is fully activated or until the vehicle changes direction. => As soon as the vehicle advances the software loop perceives the signal -S2- which then modifies the selection of the software loop which, then, takes into account in the calculation of the distance traveled only the signal

-S2- and in standby signal -SI-. = i> As long as the vehicle advances the software loop only totals the distance in forward, as long as the deactivation threshold is not reached. => If the vehicle stops the software remains on standby on the loop initialized before stopping. He remains on hold. => If the vehicle reverses, the software resets the calculation loop in reverse and resets the distance counter memory for forward travel to zero -0-. => If the vehicle is moving and the distance threshold to be traveled to deactivate the sustainability of the controlled equipment is reached, the software loop goes to the signal transmission phase either - S4-, which activates the safety equipment if this function is sought, either later or -S2c- of the deactivation of the equipment at the power control module -5-.

= This last operation performed, the software is restored to a standby loop awaiting the signal -SI- which will reset the process of automating the activation of the equipment controlled and their sustainability. The activation and deactivation loops can be multiple, they will depend on the conditions sought for the activation and sustainability of the functions of the equipment controlled.

As shown in Figure 3 Plate 3: the modules -3 and 4- the device for detecting the direction and the amplitude of the movement of the vehicle. The module -3- consists of a phonetic wheel. tachograph or FA.B.S., for example, which has two inputs:

=> -8a- for the power supply of the sensor in normal mode => -40b- for the day before a trip, during a complete immobilization of the vehicle, which will have the effect of initializing the emergency braking for example and from two outputs: => The signal -S-: whose characteristics are either reversed as a function of the direction of rotation of the wheel which is determined by the direction of rotation of the vehicle transmission, or steered, => The mass. Module -4- consists of two sub-modules:

=> The sub-module -4a- DEFINITION OF THE DIRECTION OF ROTATION, it detects the inversions of the characteristics of the signal -S- emitted by the tone wheel -3- according to the direction of movement of the vehicle.

This function can also be controlled by an additional sensor for detecting the direction of rotation.

Depending on the perceived characteristic, the signal-S- is oriented either on the output: "SI - for reverse gear," S2 - for forward gear. During a stop no signal is perceived.

The technical conception of the function -OR- of the differentiation and the orientation of the signal -S- can be a filtration of the direction of the signal progression, for example, or its control, => The sub-module -4b- SIGNAL ADAPTER, depending on the technical principle of the computer -2- signal processing -SI or

S2- is performed in order to make it usable by it. The modulation of the signal is obtained from a transistor amplifier, for example. The signals -SI and S2- are directed by the module -4- to the outputs -SI and S2- connected to the inputs of the distance computer -2- previously described.

As shown in Figure 4 plate 4: the power control device, module -5-, has three circuits including two of reverse operating principle which are: "for components -15a and 15b- activation of equipment during reversing, as for the reversing rear lights, • for the components -16a and 16b- deactivation of the equipment for the same maneuver, and the third is: "for the component -45- activation of the standby standby emergency braking security. The operating principle is as follows for: = activation when backing up:

In a normal context, the field effect transistor -15a- lets pass the power current -8b- (power current -8-) which is used to supply directly, or indirectly with the contribution of a power relay, the equipment connected to terminals -10a and 10b-. These are not activated as long as the signal -Sla- emitted by the computer -2- at the trigger of the thyristor -15b- makes the latter conductor. The thyristor -15b- conductor the equipment is activated and therefore the functions are perpetuated regardless of the type of movement of the vehicle within the limit or limits permitted by the displacement computer -2-. As soon as the limit allowed for forward travel is reached the displacement computer -2- sends the signal -S2c- to the gate of the field effect transistor -15a- which has the effect of interrupting its conductivity and therefore the current -8b- (8) no longer passes to supply the equipment. In addition, since the vehicle does not reverse any more and the signal -Sla- is no longer emitted, the thyristor -15b- is also non-conductive. The sustainability is therefore interrupted as long as a new setback does not emit the signal -Sla- which would reactivate the function of the equipment and its sustainability. The deactivation of the equipment is also obtained during the power cut -8b- (8) following the engine stop or caused by an additional switch placed at the operator position. The signal -Sla- can be replaced by a current -8c and / or 7b- emitted by the reverse gear sensor engaged -6- or a switch - 7a- placed at the level of the dashboard or other. To activate the equipment during a start-up, the thyristor trigger can be connected to the NEIMAN® -7b- or other, which delivers the signal -8f- to the thyristor trigger - 15b-. => for reverse operation, deactivation during reversing: in a context of forward motion without maneuvering, the equipment is activated since the field effect transistor -16a- is conductive and the thyristor trigger -16b- has was energized by a current pulse -9b- delivered by the switch which allows the passage of the power current -9a- which supplies the equipment connected to the terminal -11- of the system -1-. As soon as the vehicle backs up the signal -Sla- is perceived by the gate of the field effect transistor -16a- which has the consequence of stopping its conductivity. As the thyristor trigger is no longer under voltage the latter also loses its conductivity. So even if the field effect transistor -16a- becomes conductive again, the equipment connected to the terminal -11- of the system -1- is deactivated as long as the signal - S2c-, of forward gear, emitted at the trigger of the thyristor - 16 b- will not have made this last conductor.

And a watch circuit which groups together the function of controlling the immobilization of a vehicle according to the reference of both directions of its possible developments: = Security watch:

In the context of a vehicle stop, the search for a potential safety immobilization can be sought. In this design, a contactor -40- puts the computer displacement sensors to standby

-2-, one for each potential direction of movement of the vehicle. The principle of activation of piloted equipment is identical to that of reverse gear. The only difference is the obligation of the prior activation of the thyristor -42- which will make or not the direction of the forward movement. This selection is obtained by first activating the trigger -41- of the thyristor -42- which will allow the passage of one of the signals emitted by the sub-module -14b- or -13b- by generating the signal -S4- which makes conductive thyristor -45-, or not. The deactivation of the piloted safety equipment is obtained by opening the contactor -40-, or other which stops the power supply -44- of the equipment piloted initially by the contactor -40- then by the thyristor -45- , whose control principle is identical to thyristor -15b-.

As shown in Figure 5 plate 5: Securing the sustainability, or the additional time delay is mechanical. They are enabled by locking in one of the two positions of the gearbox ratio sensor in place of the current sensor - 6- which does not include a locked position. To achieve this, the sensor -6-, which is part of this patent, includes a fork -22-, which can be located on the gear lever, near the gearbox levers, or the like, which has a light in order to allow movement without modifying the positioning of the lever -21-. When the gearbox ratio selected is that of reverse gear, the fork -22- pushes the lever -21- by compressing the spring -23a-, As soon as the reverse gear is engaged the locking ball -25- , push by a spring -26-, engages in the locking notch -CR2- located on the contactor core -19-. The contactor core -19-, through the contactor -18- located at its end, makes the electrical connection which supplies the system -1- at the inputs -8 and 8c-, and / or directly supplies the equipment connected to its exit -28-.

When the reverse gear ratio of the gearbox is disengaged, the fork -22- moves in the opposite direction to that of the engagement of the reverse gear, without unlocking the contactor core -19-. The contactor - 18- therefore supplies the equipment connected to the terminal - 28- of this contactor.

As soon as the second gear, or another gear, is engaged the fork -22- moves even more in the opposite direction to that of the engagement of the reverse gear and pushes the lever -21-. When the threshold necessary for unlocking the contactor core -19- of the notch -CR2- is reached the spring -23a- reposition in the rest configuration, on the notch -CRI-, the contactor core -19- and consequently the contactor - 18- which has the effect of interrupting the supply of the equipment connected to this sensor -6-.

As shown in Figure 6 plate 5: the principle of the sensor -6- is in this mechanical description with impulse. To achieve this operating principle, the sensor -6- is imperatively connected to the system -1- or to a thyristor -29-, for electrical control, and to a flexible mechanical connection. The flexible connection is made from the lever -21- which has a housing in which is positioned the contactor core - 19- and two springs - 23a and 23b- positioned on either side of a shoulder located on the core contactor. Said lever -21- is integrally connected to the fork -22- When the reverse gear ratio is engaged, the lever -21- by means of the fork -22- compresses the spring -23b-. As soon as the compression is sufficient to remove the locking ball -25-, compressed by the spring - 26-, from its notch, the contactor core -19- unlocks from its notch rest position -CRI- to position itself on the notch -CR 2-. The contactor -18- located at the end of the contactor core -19- makes the connections either by pulse to its terminal -30-, which corresponds to the pulse -8f- for the system -1- or to a pulse at the trigger of the thyristor -29-, which will allow the conductivity of the system -1- or of the thyristor -29- which will supply the piloted equipment with power, ie continuous, for equipment of the buzer type and / or others which are connected to the terminal - 31 - of the sensor -6-.

The connection of the piloted equipment is possible because the switch -24- comprises three distinct tracks: the continuous and power supply track of the contactor -18-, ie re-supply -27-, an intermediate power supply track - 28-. Track -28-, which supplies the system -1- or thyristor -29-, is energized only when the contactor - 18- simultaneously connects tracks -27 and 28-. In this configuration, the power supply -8- of the system -1- or -28- of the thyristor -29- is energized when the contactor core is in the rest position and when the reverse gear ratio or neutral or the first forward gear is engaged. The system -1- or the thyristor - 29- is conductive in the previous configurations only when the reverse gear is selected. During this maneuver, the contactor -18- comes into contact with the connection pad which supplies the system -1- at its terminal -8f- or the trigger of the thyristor -29- thus the conductivity of the system -1- or of the thyristor - 29- is obtained. The equipment controlled by this sensor by either the system -1- or by the thyristor -29- are activated. Indeed, this principle is made possible because the contactor -18- simultaneously connects the track -27- with the track -28- but also with the track of the command -8f- of the system -1- or also with the supply of the thyristor trigger -29- by the connection -30-. In stop, the contactor -18- connects the equipment connected to the track and to the connection -31- which will only be supplied when the gearbox reverse gear is engaged.

When the gear ratios are changed, the lever -21- compresses the spring -23a- until the locking force is exceeded then the contactor core -19- is released from the notch -CR2- to reposition on the notch -CR1-. Consequently, the contactor -18- is no longer in contact with the output -31- and the equipment supplied by this source stops being activated. On the other hand, as the system -1- is controlled for its deactivation by the distance traveled in forward gear, the equipment which is connected to this device will keep their initialized states when the reverse gear is engaged as long as the tolerated distance will not be exceeded. As soon as this is reached, deactivation of sustainability is effective. For thyristor -29-, like this is conductor and the power supply to terminal -30- has not been interrupted, it remains conductive. This situation is preserved as long as we remain either in neutral or with the first gear forward engaged. As soon as the operation for selecting the second gear ratio is engaged, the lever -21- again compresses the spring - 23a-. As soon as the compression force is greater than the locking force, the contactor core -19- moves until the contactor -18- no longer connects the track -27-, which is continuously under tension , with track -28- which is then at zero potential -0-. As soon as the power supply -8- of the system -1- is interrupted, the perpetuation is interrupted whether the forward distance has been reached or not. Therefore the system -1- is secure. As for the thyristor - 29- as its conductivity has been interrupted, the latter no longer becomes conductive as long as its trigger is not reactivated by an electric pulse obtained during the engagement of the gearbox reverse gear ratio. Likewise for the system -1-.

Claims

1 - System for activating equipment, such as the rear lights of a motor vehicle and reversing alarms, characterized in that it includes means for automating said equipment, the sustainability of which is ensured by means of a computer which evaluates the distances of movement of the vehicle differentiating forward from reverse and which permanently defines from this information its operational context of road integration, at slow or fast speed or stopped, or to maneuver, such so that if the latter is considered to be in an operational context for maneuvering a fixed and predetermined circumscribed topography, said system will keep the equipment functions active and as soon as the context is no longer considered to be maneuver with respect to a value of distance in constant and limited forward motion, while in reverse the distance as well as all the dynamic parameters of 'a vehicle is not limited, the functions are then disabled and this regardless of the time spent in a maneuver and travel speeds.

2 - Equipment activation system according to claim -1-, characterized in that the computer comprises means for detecting the reverse movement, which is an integral part of the sustainability system, which directly activates the equipment as soon as the vehicle reverses and as soon as the context in which the vehicle is evolving does not require the assistance of the reverse gear ratio, as in a maneuver on a slope, which detection means is in the form of a reverse movement sensor, for example , which immediately detects a setback and which, after a non-active distance for filtering parasitic movement of a vehicle, activates the perpetuation control of the activation of the equipment on an input, which makes the system completely autonomous in both 'activation than deactivation of equipment.

3 - Equipment activation system according to claims 1 and 2, in the form of a housing -1-, for example, adaptable to existing vehicles, characterized in that it comprises a calculation module -2- which receives the information, on the movements of the vehicle, provided by the sensor - 3- with its signal processing module -4- which can be a tone wheel, with HALL effect or other, or an optical wheel or other, and which controls the power circuit -5- equipment connected to the device according to an activation or deactivation principle specific to each function of each equipment thus controlled and this box -1- is connected for the inputs:

=> to a power supply -8- which will be used to supply the sensor - 3- and its module - 4-, the computer -2- and the equipment controlled by the device -5-,

= to a supply -9a- of the equipment, controlled by the system - 1-, which are activated, by the pulse -9b- during normal driving of the vehicle and which are deactivated during a maneuver with reverse gear,

=> to the reverse gear engagement sensor -6-, optionally => to one or more switches -7a- and -7b-, for example which activate or deactivate the equipment controlled upstream of the maneuver context with reverse gear,

=> to one or more switches -40- which supply the tone wheel -

3- and which initialize the optional function of detection of a forward gear to the detection of the reverse gear for the activation of safety equipment, emergency parking brake for example, and supplies power to said equipment when these are activated, and for the outputs, except the mass:

=> at the odometer -12-,

= to the command to activate the equipment during a maneuver - 10b- or / and -10a-, => to the command to deactivate the equipment during a maneuver

-11- as a road collision avoidance radar or / and others, => when controlling a reversing alarm -10a- or / and - 10b- or / and an anti-reversing device, => at the ordering of equipment with a safety function -10a- or / and -10b-, or other, which has the function of immobilizing in both directions the hypothetical involuntary movements of a vehicle for transporting dangerous materials for example, and which , by combining the activation or deactivation timers, allow a variation of the operating principle of a single or several pieces of equipment whatever the context of the vehicle. 4- equipment activation system according to claim 3, characterized in that the digital design calculation module -2- is composed of two sub-modules -13- and -14- of separate operating principles, which manage the signals -SI- and - S2-, provided by the module -4-, one for each direction of the evolution of the vehicle, and whose reinitialization of the sustainability is obtained from the device -13a- which, as soon as the latter detects the reverse signal -SI-, or the signal -S3- from a command such as -6-7a ~ 7b- 40-:

= emits a permanent signal -Slbl- obtained by letting the current flow - 8e- permanently, as long as the signal -S2b- does not deactivate this state, which allows by initialization of the function selection device -14a- l ' orientation of the signal -S2-, which initially serves as a reference for the speedometer through the signal -S2a- from forward gear, towards the device for counting -14b- of the space traveled in forward gear, which is the reference of the maneuvering space, which is reset to zero -0- by the signal -Slb2- emitted by the device -13a- when a reverse movement is detected, which makes it possible not to count all of the forward movements during a maneuver and thereby obtain the perpetuation of the activation of the equipment according to a constant circular reference in forward motion whose starting point is the last point of the engagement of the first gear ratio forward, if this action is n otherwise necessary the point equivalent to a similar movement without gearbox gear engaged, but which also emits the signal -S4-, which appears before the signal -Slb2-, which can control safety equipment directly or not, which would be activated by said signal -

S4- if moving forward would become dangerous, and whose function would be permitted only if the thyristor trigger -42- is under signal voltage -41-, due to the closing of one or more contactors -40- ,

==> transmits the SI signal to the automatic device activation control device -13b connected to the system -1- by sending the command signal -Sla- to the activation control system -

5- equipment connected to said device, with separate timers according to the functional requirements of the equipment controlled, while the deactivation of the equipment is obtained from the counting device -14b- which totals the space traveled in forward gear and which as soon as its counting threshold is reached, after possible resetting to zero -0- during d '' reversing or during a complex maneuver, then emits the signal, or the signals if separate timers are necessary according to the requirements of the equipment controlled, -S2c- which deactivate the perpetuation of the states of the equipment connected to the system -1- , at the level of the control module -5-, and the signal -S2b- which controls the stop of reset of the counting device - 14a- which is controlled from the device -13a- and the reset to zero -0- of the distance counter -14b-, while the equipment controlled by the signal-S4- will only be deactivated by opening the contactor -40- which will remove the power supply which will make the thyristor -42- non-conductive,

5 - Equipment activation system according to claim 3 or 4, characterized in that the computer design calculation system consists of software which performs the calculations according to an identical functional application logic, during a maneuvering of a vehicle, to that taken into consideration for the option with the electronic components of the digital system and which manage the signals -SI- and - S2-, provided by the module -4- which will adapt them, beforehand, to the computer, one for each direction of vehicle evolution, or by the signal -S3-, and whose non-limiting progression can be, for example: when reversing, which requests the standby state of the computer - 2-:

> as soon as the signal -SI- or the signal -S3- from the power control device -5- or the contactor -40- is detected with the signal -43-, the computer performs a distance counting loop by reverse for filtering parasitic displacements,

> the filtering distance exceeded, the distance memory traveled in forward mode is reset to zero -0- then the initialization of the loop of the principle of counting the distance to be traveled in forward mode is engaged by taking the signal as reference - S2- which is diverted from its initial function of informative support of the odometer and the tachograph, signal -S2a-,

> the distance in reverse allowed without the automatic activation of the piloted equipment is exceeded, the counting loop delivers the signal - Sla-which activates the equipment concerned according to their own operating principle,

> the loop remains only on standby for detection of a forward movement, when moving forward:

> as soon as the forward counting loop receives the signal -S2-, this calculates the distance traveled in this direction of progression of the vehicle,

> as soon as the loop receives a reverse signal, the distance traveled is reset to zero -0-, as long as the admissible distance for this direction of movement is not exceeded,

> when the forward calculation loop has evaluated the distance of the signal emission -S4- it controls the equipment which is dependent on said signal that this action is permitted beforehand by the activation of the thyristor -42- due to a supply of its trigger by the signal-41-,

> when the forward calculation loop has evaluated that the admissible distance has been reached and then exceeded, it sends the signal - S2c- which deactivates the sustainability status of the equipment controlled according to their operating logic, then puts the computer back into standby , awaiting a new signal -SI-, after having reset the distance traveled in reverse to zero -0-, and which therefore controls the power control module -5- from the same signals -Sla-, - S2a-, -S2c-, -S3- and -S4- adapted to be admissible by the module -5-, than those of the electronic design module.

6 - System for activating and perpetuating the equipment function according to claims -3-, -4- or -5-, characterized in that the motion detection detection device, powered by the circuits -8a- or -40b- different to optimize the contexts of standby, generates a signal which after its processing will be used to measure the displacements of the vehicle by the computer -2- is, for example, in the shape of a phonic wheel -3-, or other, which delivers the signal -S- which is different, or is made different, depending on its direction of rotation, a signal characteristic for each direction of movement of the vehicle, and in the form of a module for processing said signal emitted by the phonic wheel which differentiates through the sub-module -4a- the direction of movement of the vehicle by delivering the signal -Sl- for reverse gear, on an output connection terminal, and the signal -S2- for forward travel, on the other output connection terminal, which are processed by the sub-module -4b- in order to adapt them to the calculation system -2-, which may be of different technical design, which allow them to serve as a reference for the displacement evaluation carried out by the calculation module -2- which controls the power control system -5- of the equipment concerned by the device.

7 - System for activating and perpetuating the equipment function according to claims -3-, -4- or -5-, -6- characterized in that the power control device -5- of the equipment connected to the system -1- is made up, at least, of a circuit for each principle of activation, sustainability and deactivation of equipment composed, for example, of a thyristor -15b- or -

16b-, which has the function of letting the current pass, ie the activation of the equipment, and of a field effect transistor -15a- or -16a- which has the function of interrupting the flow of the current, equipment deactivation, which implies a connection of the electronic components to the source of the power supply, -8b- or -9a-, and their control systems which is the trigger for the thyristors and which is the door for them field effect transistors, which are controlled by: = the signals -Sla- and -S2c- from the computer -2-,

= the signal -8c-, optional, from the reverse gear sensor engaged -6-, => the signal -8d-, optional, from an equipment activation switch -7a-, = the signal -8f- generated from NEIMAN® or similar,

= ”Or other, depending on the initial state of the principle of operation of the equipment concerned during forward movement of the vehicle and the state sought in a maneuvering context, different according to the principle of activation and deactivation as soon as the engine is started and / or as soon as an obstacle detection is recorded by a standby proximity radar, which makes it possible to obtain the principles of reverse operations according to the functional requirements of the piloted equipment which are respectively for:

= activation of the equipment during a reverse: initially the field effect transistor -15a- lets the power current pass -8b- while the thyristor -15b- does not let it pass the current and when the vehicle backs up the signal -Sla- momentarily supplies the trigger of the thyristor -15b- which then becomes conductive and, as a result, the equipment is activated as well as the device for sustainability as long as the signal -S2c- from the end of the maneuver is not emitted and received by the gate of the field effect transistor -15a- which then stops the flow of current momentarily which makes the thyristor -15b- non-conductive, since its trigger is no longer energized by the signal -Sla-, which has the effect of deactivating the functions of the equipment connected to this operating principle, ie at terminals -10a and 10b- of the entire system -1-, but the thyristor -15b - is also activated when the vehicle is started by the signal -8f-, as soon as the engine is started, through its connection to the switch -7b-, which is a NEIMAN® or other = equipment deactivation when a step back: initially the ch effect transistor amp -16a- allows the power current -9a- to pass in contexts when a vehicle is not maneuvering if the specific switch is closed and it activated the thyristor trigger -16b- with a pulse -9b-, and therefore only the equipment connected to terminal -11- of the entire system -1- are permanently activated as long as the reverse signal -Sla- is not emitted at the gate of the field effect transistor - 15b- which will then have the effect of deactivating said equipment during the duration of the maneuver since the thyristor trigger - 16b- is not energized with the signal -S2c - is only emitted at the end of the maneuver which reactivates then the equipment connected to the terminal - 11- of the system -1-. while this activation of the equipment is stopped when the engine is started since the signal -9b- will not have made the thyristor -16b- conductive and the signal -8f- will have interrupted the conductivity of the transistor at field effect

-16a-. => 8 - Activation system according to claims -3-, -4 or -5-, -6- and -7- characterized in that it comprises means for initializing the computer -2- consisting of a control -40- external to the device, consisting of a driver presence detector, which will allow monitoring of displacements which will allow a surveillance of displacements during a forward movement, due to the specificity of the security function sought, but also in reverse, due to the connection of signal circuits -S4-, made active by the conductivity of the thyristor -42- controlled by the command -40-, from the sub-module - 14b- of the forward gear and the signal -Sla- from the sub-module -13b- of the reverse gear, but including the power circuit control, module - 5-, will only activate the equipment sought to secure vehicles outside the presence of the driver, for example.

9 - Equipment activation system according to claims -7- and -

8- characterized in that it comprises means for supplying the power control device for the piloted equipment, module -5-, consisting of a control -40-, external to the device, which is connected to the power thyristor - 45- whose trigger is supplied by the signal -S4- which makes the thyristor -45- conductive which is made non-conductive by the opening of the control - 40- and as the signal -S4- is also determined by the signal -Sla- the power control is controlled as well by a forward detection as a reverse which allows to control safety systems such as emergency braking and / or environmental alarms.

10 - System for activating and perpetuating the operation of equipment according to claims 1 and 2, the function of which is to secure the principle of the electronic system -1- by systematically limiting the duration of the perpetuation by interrupting the supply circuit in power -8-, and which can also be an autonomous perpetuation device, characterized in that the system is of the mechanical type comprising a gearbox ratio sensor, in place of the current sensor system -6-, which includes, for example, a switch -24- in which the contactor -18- is located, which makes the electrical power connections from the source -8- for supplying the equipment, located at the end of the core contactor -19- actuated in the housing -20- with a freedom of immobilization which allows the perpetuation between the report of the reverse gear and the second report of the forward gear, for example, d '' a gearbox, using the fork -22- which actuates the lever -21- which moves the contactor core -19- which has several. notches of fixed assets, among others, of which two distinct operating principles are possible depending on the mechanical option of the link between the constituent elements of the system control device whose freedom of movement, which allows the perpetuation of the activation of equipment, can be achieved at the connection between the fork -22- which has a light and the lever -21 -, which is guided by said light, secured to the contactor core -19- whose positioning timing is ensured by a locking obtained using the ball -25- and thrust spring -26- in the notch -CRI - the passage of the 2nd forward gear ratio and which remains on this timing as long as the reverse gear is not engaged and which when this gearbox gear selection has the effect of positioning the core then contactor -19- on the notch -CR2-, by means of the ball -25- which keeps it on this setting, and the contactor -18- in the closed position of the system supply circuit -1- caught in all or the equipment connected to terminal -10 a-, from the power circuit -8- as long as the 2nd forward gear, or one of the higher gears, is not engaged again which will have the effect of repositioning the contactor core -19- on the notch -CRI- for rest and to open the power circuit of the equipment connected to the system,

11 - System for activating and perpetuating the operation of equipment according to claims 1 and 2, the function of which is to secure the principle of the electronic system -1- by systematically limiting the duration of the perpetuation by interrupting the circuit d power supply -8-, which can also be an autonomous sustainability device, characterized in that the system is of the mechanical type comprising a gearbox ratio sensor, instead of the sensor system -6- current, which includes, for example, a switch -24- in which is located the contactor -18-, which makes the electrical power connections from the source -8- for equipment supply, located at the end of the core contactor -19- actuated in the housing -20- with a freedom of immobilization which allows the perpetuation between the report of the reverse gear and the second report of the forward gear, for example, d '' a gearbox, using the fork -22- which actuates the lever -21- which moves the contactor core -19- which has several notches of immobilization, among others, including two distinct operating principles are possible according to the mechanical option of the connection between the constituent elements of the system control device whose freedom of movement, which allows the perpetuation of the equipment activation, can be achieved by the presence of the thyristor -29-, or the system - 1- taken as a whole, and by the flexible connection between the contactor core -19- and the lever -21- obtained, for example, by the addition of an elastic connection cage made up of two springs -23a- and - 23b- positioned on either side of a shoulder located on the contactor core -19- at the end of the lever -21- which positions by this means the contactor core -19- in a position which is either locked on the notch - CR2- or either on the notch -CRI-, by a ball -25- compressed by the spring -26-, which has the consequence for the notch -CR2- of positioning the contactor -18- on the closed position of the circuit switch -24-, after having supplied an electrical impulse to the circuit -30- which then makes the thyristor -29- conductive until this setting is modified by the selection of neutral and the first gear ratio forward, or locking on the notch -CRI-, which has the effect, initially, of partially opening contact and thereby stop the operation of the equipment connected to terminal -10b- and leave the thyristor -29- conductive, because the latter is always energized since the conduction between terminal -27-, or the power circuit -8-, and the terminal -28- was not interrupted by the contactor -18- which perpetuates the contact between these two terminals and therefore also perpetuates the electrical supply of the equipment connected to the terminal -10a- of the switch -24- which is only interrupted when the contactor is moved -18-, generated by the engagement of the second gear forward ratio which has the effect of moving the core contactor -19- of the notch -CRI- in the opposite direction to the selection of the notch -CR2- and therefore the contactor -18- then momentarily opens the circuit between the terminal -27- and the terminal -28- which removes the conductivity thyristor -29- and therefore stops the sustainability of the operation of the equi pements until a new impulse is emitted at its trigger by the electrical circuit -30- when a new engagement of the reverse gear ratio of the gearbox.