EP1544388B1 - Véhicule automobile - Google Patents

Véhicule automobile Download PDF

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Publication number
EP1544388B1
EP1544388B1 EP04029685A EP04029685A EP1544388B1 EP 1544388 B1 EP1544388 B1 EP 1544388B1 EP 04029685 A EP04029685 A EP 04029685A EP 04029685 A EP04029685 A EP 04029685A EP 1544388 B1 EP1544388 B1 EP 1544388B1
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EP
European Patent Office
Prior art keywords
sensor
motor vehicle
control device
vehicle according
motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP04029685A
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German (de)
English (en)
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EP1544388A1 (fr
Inventor
Ingmar Hentsch
Michael Langfermann
Christian Gröwe
Frank Hegerfeld
Klaus Dünne
Andreas Platzköster
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Schliesssysteme GmbH and Co KG
Original Assignee
Brose Schliesssysteme GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by Brose Schliesssysteme GmbH and Co KG filed Critical Brose Schliesssysteme GmbH and Co KG
Publication of EP1544388A1 publication Critical patent/EP1544388A1/fr
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/46—Locking several wings simultaneously
    • E05B77/48—Locking several wings simultaneously by electrical means
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B77/00—Vehicle locks characterised by special functions or purposes
    • E05B77/02—Vehicle locks characterised by special functions or purposes for accident situations
    • E05B77/04—Preventing unwanted lock actuation, e.g. unlatching, at the moment of collision
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B81/00—Power-actuated vehicle locks
    • E05B81/54—Electrical circuits
    • E05B81/64—Monitoring or sensing, e.g. by using switches or sensors
    • E05B81/76—Detection of handle operation; Detection of a user approaching a handle; Electrical switching actions performed by door handles
    • E05B81/77—Detection of handle operation; Detection of a user approaching a handle; Electrical switching actions performed by door handles comprising sensors detecting the presence of the hand of a user

Definitions

  • the present invention relates to a motor vehicle according to the preamble of claim 1.
  • the motor vehicle locking system has a control device and a motor vehicle lock.
  • the motor vehicle lock is designed as a so-called electric lock, in which by means of an electric drive, a pawl for opening a rotary latch of the motor vehicle lock can be lifted.
  • the pawl is assigned as a sensor for detecting the state of the pawl a microswitch, which is formed as needed as a changeover switch and connected to the control device.
  • the known motor vehicle locking system further comprises a handle, in particular an outside door handle on.
  • the handle is assigned as a sensor for detecting an operation, a micro-switch, which is designed as a changeover switch and connected to the control device.
  • the present invention has for its object to provide a motor vehicle with increased security against failure or malfunction, in particular against interruption of the electrical connection between a sensor and a control device for transmitting sensor signals to the control device.
  • a sensor for transmitting sensor signals to the control device.
  • the detection of the failure or the malfunction and on the other hand ensuring the desired function despite the failure or malfunction of interest.
  • a basic idea of the present invention is to provide a sensor - in particular in a motor vehicle locking system - for the transmission of sensor signals with two electrically independent outputs and to connect the outputs via electrical signal lines to the control device.
  • it is initially possible in principle to detect a fault condition by means of the control device. If, for example, sensor signals which are not compatible with one another are transmitted to the control device via the outputs of the sensor, this can be detected by the control device.
  • the sensor signals of a sensor are compatible in the present sense, if they are in a normal "predetermined" predetermined relationship to each other. In the simplest case, the sensor delivers identical sensor signals at its outputs, so that a deviation of the sensor signals from each other is a sure sign of a malfunction of the sensor.
  • the proposed solution it is also possible that even if one signal line fails, the sensor signal via the other signal line to the control device is still transferable and evaluable by this.
  • the proposed solution thus not only allows the detection of a failure or malfunction, but ensures proper operation even in the event of failure or malfunction.
  • the senor is assigned to an operating element, such as a door handle, a handle, a control lever or the like, on a motor vehicle door in order to detect an actuation of the operating element and, if necessary, to initiate an opening of an associated motor vehicle lock based on the respective sensor signals ,
  • an operating element such as a door handle, a handle, a control lever or the like
  • the senor can also be assigned to the motor vehicle door lock itself or arranged in this housing. Again, the proposed solution again u. a. prevent interruption of the transmission of the sensor signals and thus increase the reliability of the motor vehicle locking system and the motor vehicle as a whole.
  • the sensor for this purpose has two electrically independent inputs, which are - for example, switching - coupled or connected to the outputs and connected via separate supply lines to a power supply.
  • two electrically independent inputs which are - for example, switching - coupled or connected to the outputs and connected via separate supply lines to a power supply.
  • the senor for generating sensor signals on at least two sensor modules, wherein the sensor modules preferably each operate on different sensor principles of action.
  • the advantage of such a configuration of the sensor is that the two sensor modules are designed differently so that they each different - or at least partially not at all - respond to certain disturbing influences. This minimizes the likelihood that when a certain disturbance occurs, both sensors will simultaneously malfunction. Overall, this increases the reliability even in unfavorable environmental conditions.
  • the above-described concept of increasing the security by redundancy is extended to the control device.
  • Essential here is the parallel evaluation of the signals generated by the sensor such that a failure or malfunction can be detected by differing or incompatible evaluation results readily from the controller.
  • the control device has a first evaluation unit and a further evaluation unit which is independent of the first evaluation unit, wherein the control unit evaluates the sensor signals generated by the sensor substantially in parallel by both evaluation units and based on this evaluation controls signals to a consumer, such as the electrical Drive a pawl - opening drive - outputs.
  • the evaluation units each take over the original function of a conventional control, namely the "reading in” of sensor signals, the generation of an evaluation signal assigned to the respective sensor signal and the output of the evaluation signal.
  • the control device may be equipped with further components in order to determine whether the evaluation signals are compatible with one another or whether there is a malfunction, for example, of one of the two evaluation units.
  • a high level of security can be achieved, in particular, if the two evaluation units are largely independent of one another. In the case of an at least partially software-implemented control device, this can be supported by assigning different memory areas of a microcontroller or the like to the two evaluation units are. It is optimal, however, if the two evaluation units are each realized at least partially in separate hardware.
  • Fig. 1 shows a schematic representation of a motor vehicle 1 with an only partially indicated motor vehicle locking system 2. This particular points a plurality of motor vehicle locks 3, in particular for side doors 4 and / or a trunk lid 5, a tailgate, a tailgate o.
  • motor vehicle lock is thus primarily a door lock to understand. However, this may also be a trunk lock, a hood lock, a flap lock or the like of the motor vehicle 1 act.
  • the installation positions of the motor vehicle locks 3 are schematically indicated by arrows in FIG.
  • Each motor vehicle lock 3 - at least the side doors 4 - is electrically controlled, preferably motorized, in particular unlocked by electric motor and lockable and / or electric motor openable, in particular designed as a so-called electric lock.
  • electric motor and lockable and / or electric motor openable in particular designed as a so-called electric lock.
  • an opening drive not shown, in particular an electric motor.
  • Fig. 2 shows in a schematic, block diagram representation of the proposed motor vehicle locking system 2 with a motor vehicle lock 3, a control device 6 and at least one electrically connected to the control device 6 sensor 7.
  • at least two sensors 7 are connected to the control device 6, wherein the sensors 7 of the detection of an operation of a control element, such as a door handle 8 or an actuating lever 9 serve.
  • one sensor 7 is an outside door handle 8 and the other sensor 7 is an inside operating lever 9 or the like. a not shown in Fig. 2 side door 4 of the motor vehicle 1 assigned to detect the respective operation.
  • actuation of the operating element is to be understood here in a narrow sense to the effect that a mechanical action or movement or actuation takes place. In a broader sense, however, this also means a touch and / or an approach, in particular a hand of an operator or vehicle occupant, not shown, in particular to a Lock, unlock or open the associated motor vehicle lock 3 to effect. If necessary, the sensors 7 are accordingly designed to also detect this type of actuation and to output a corresponding sensor signal.
  • an operating element such as the door handle 8 or the operating lever 9
  • a corresponding sensor signal is detected by the control device 6, which then - as in the illustration example - directly or via another, not shown central control the motor vehicle lock 3 to open, unlock or Locking can control.
  • the operating element can accordingly be configured as a switch, pushbutton, movable handle, door handle, outside door handle or the like.
  • the control element comprise a rocker switch, not shown, on the door handle 8, which can be actuated for unlocking, locking and / or - in particular - opening the associated motor vehicle lock 3, in particular by a hand of an operator or vehicle occupant, not shown.
  • the sensor 7 has two electrically independent outputs 10 for transmitting sensor signals, the outputs 10 being connected to the control device 6 via electrical signal lines 11.
  • the outputs 10 of the sensor 7 may be connected to the control device 6 via a common electrical signal line.
  • the outputs 10 of the sensor 7 are connected to the control device 6 via separate electrical signal lines 11. In any case, this is advantageous in view of a possible cable break.
  • the control device 6 is coupled to a consumer 25 for its control.
  • the control device 6 outputs control signals to the load 25.
  • the consumer 25 is designed as a drive of a motor vehicle lock 3, preferably as described above opening drive of a motor vehicle lock 3.
  • a particularly simple embodiment provides that the sensor signals applied to the various outputs 10 of the sensor 7 are identical to one another. Then it is preferably such that the sensor 7 has two electrically independent outputs 10 for the same - identical - sensor signal and the outputs 10 are connected via two separate electrical signal lines 11 to two separate inputs 12 of the control device 6.
  • the respective sensor signal can still be transmitted via another signal line 11 to the control device 6 and evaluated by this. Furthermore, it is conceivable that by means of the control device 6 a faulty sensor signal can be detected by a comparison of the transmitted via the signal lines 11 sensor signals. This is the case, for example, if the sensor signals generated by the sensor 7 are not compatible with one another.
  • the sensor 7 has - in particular in its design as a double switch - at least two, preferably exactly two electrically independent inputs 13, which are connected via separate supply lines 14 to a power supply 15. This results in two electrically independent current paths for the sensor signals, at least between a body-side evaluation electronics 16 with the control device 6 and the door-side sensor 7 via the lines 11, 14th
  • connection cable is sufficiently flexible, for example, a transition from the preferably body-side control device 6 and evaluation 16 to ensure the movable door 4 with the sensor 7 and preferably the motor vehicle lock 3.
  • connection cable not shown, then optionally further lines for controlling or powering the motor vehicle lock 3, a window lifter, not shown, or the like.
  • the two sensors 7 are preferably constructed at least substantially the same or identical, so that initially only the structure of a sensor 7 is discussed in more detail below.
  • the sensor 7 is preferably designed to be switched, in particular as a double or as a multiple switch.
  • a particularly preferred embodiment provides that the sensor 7 for generating sensor signals in parallel at least two switching elements, wherein preferably at least one of the switching elements as normally open and another of the switching elements is designed as an opener. As a result, for example, a short circuit between the separate signal lines 11 can be detected without further notice.
  • the microswitch then preferably has, as above, two independent switching elements.
  • the senor 7 can also output analog or digital sensor signals, that is, if necessary, not only be configured as a switch.
  • the sensor 7 may be formed by an electronic circuit with two separate outputs 10, which may then be supplied with power only via a common connection.
  • the sensor 7 can operate capacitively, inductively, optically and / or piezoelectrically.
  • the sensor 7 can also be formed by two, possibly electrically independent sensor elements, for example piezo elements or the like, which in particular form a structural unit.
  • a particularly secure arrangement can generally be achieved in that the sensor 7 for generating sensor signals at least two sensor modules 7a, 7b, wherein the sensor modules 7a, 7b preferably each operate according to different sensor principles of action.
  • the sensor modules 7a, 7b can each operate capacitively, inductively, optically and / or piezoelectrically.
  • a capacitive sensor module 7a is combined with an optical sensor module 7b to form a sensor 7, then a high electromagnetic interference field has at most effects on the capacitive sensor module 7a, while the optical sensor module 7b is unaffected.
  • the sensor 7 remains functional in the result. This leads as described above to a high reliability.
  • Fig. 3 shows the configuration of the sensor 7 with two sensor modules 7a, 7b schematically. It may be provided that the sensor 7 has only a single input 13 for connection to a single supply line 14 (embodiment a)) or that the sensor 7 has two electrically independent inputs 13 which are connected via separate supply lines 14 (embodiment b)).
  • the senor 7 or its sensor signal is resistance-coded or distinguishable in some other way.
  • the sensor 7 or each formed current path is associated with a resistor 17 which, starting from the power supply 15 together with input and / or output side resistors 18, 19 and 20, the sensor 7 is connected between the power supply 15 and a counter potential, in particular mass 21, are connected in series, forming a voltage divider.
  • the control device 6 or its inputs 12 are connected in the illustrated example between the resistors 19 and 20 to the current paths, ie parallel to the resistors 20. Accordingly, the detectable by the control device 6 sensor signals or their voltages among other things of the resistor or the resistors 17 of the sensor 7 and thus "resistance-coded".
  • control device 6 can continue to receive and evaluate a sensor signal from the sensor 7 via the other current path or the other signal line 14.
  • the function of the motor vehicle locking system 2 or of the motor vehicle 1 is accordingly not impaired.
  • the control device 6 due to the resistance coding or voltage division determine if and where there is a line interruption or a short circuit. This allows easy error detection.
  • the second sensor 7 is connected via separate or possibly common signal lines 11 to the same inputs 12 of the control device 6.
  • the two sensors 7 are each connected in parallel with their two current paths for their sensor signals.
  • the differentiation of the sensor signals is then preferably carried out by different resistance coding or signal voltages.
  • the resistances 17 of the one sensor 7 differ in their values from those of the resistors 17 of the other sensor 7.
  • the sensor signals 7 detectable by the control device 6 preferably differ in the magnitude of their voltage, depending on which sensor 7 they originate from , Accordingly, the sensor signals 7 are distinguishable.
  • two sensors 7 are connected to the control device 6. This corresponds to the preferred embodiment of an assignment of the two sensors 7 to a door inner handle on the one hand and an outside door handle on the other.
  • resistance coding or another type of coding, it is also possible to connect a plurality of sensors 7 to the two inputs 12 of the control device 6.
  • Said parallel circuit of the sensors 7 has the advantage that no additional inputs 12 to the control device 6 are required. In particular, the cabling effort or circuit complexity and thus the susceptibility to errors can be reduced.
  • the control device 6 is preferably formed by an integrated circuit or a so-called microcontroller with corresponding ports for the inputs 12.
  • capacitors 22 serve a derivative of unwanted noise or the like. or as a filter.
  • the evaluation electronics 16 preferably forms a structural unit which, as already explained, is arranged on the body side or centrally on or in the motor vehicle 1.
  • control device 6 or the evaluation electronics 16 is assigned only to a motor vehicle door 4 with the two sensors 7.
  • the sensors 7 of several motor vehicle doors 4 may be connected to the same control device 6 or evaluation electronics 16, in particular if the individual sensors 7 are "resistance-coded" differently and / or the device 6 has a corresponding number of inputs 12, in particular for pairwise connection of Sensors 7, comprising.
  • motor vehicle locks 3 can also be connected directly or indirectly to the control device 6 or the evaluation electronics 16.
  • two sensors 7 are connected, which serve as above preferably the detection of an actuation of a control element, such as a door handle 8 or an actuating lever 9. The same is shown in Fig. 5. Any existing power supply for the sensors 7 is not shown here.
  • control device 6 has at least one first evaluation unit 23 and a further second evaluation unit 24 independent of the first evaluation unit 23, the control device 6 having the Sensor signals generated by the sensors 7 substantially parallel by both evaluation 23, 24 evaluates and outputs control signals to the consumer 25 based on this evaluation.
  • the control of the load 25 by the control device 6 will be explained in detail.
  • FIGS. 4, 5 show that the control device 6 is coupled to the load 25 for driving it, in FIG. 4 via the control lines 26.
  • the consumer 25 is, as already mentioned, preferably designed as a drive of a motor vehicle lock 3, in particular as an opening drive of a motor vehicle lock 3.
  • the sensors 7 shown in FIGS. 4, 5 for transmitting sensor signals each have two electrically independent outputs 10 which are connected via two separate electrical signal lines 11 to two separate inputs 12 of the control device 6 are.
  • the advantages described can be achieved. Reference may be made to the above statements. In principle, however, it is also possible to connect sensors 7 to the control device 6 via only one signal line in each case.
  • connection of the sensors 7 is shown in dashed lines in FIGS. 4, 5 in order to indicate that a resistance coding mentioned above can also be provided here.
  • both outputs 10 of the sensor 7 are assigned to two evaluation units 23, 24 for evaluation of the sensor signals. This is advantageous in that a cable break can be detected by the respective evaluation unit 23, 24 if it is designed accordingly.
  • FIG. 5 follows another concept.
  • an output 10 of the sensor 7 of an evaluation unit 23 and the other output 10 of the sensor 7 of the other evaluation unit 24 is assigned to the evaluation of the sensor signals.
  • a cable break leads to the fact that only one of the two evaluation units 23, 24 on the operation, for example the outside door handle can react. As a result, the two evaluation units 23, 24 will generate mismatched or incompatible evaluation signals, as a result of which the cable break can again be detected by the control device 6.
  • control device 6 For the realization of the control device 6, a number of possibilities are conceivable. In principle, the control device 6 can be configured in terms of hardware and "hard-wired". Although this is a particularly reliable variant, but inflexible, consuming and expensive.
  • Cheaper is the equipment of the control device 6 with at least one microcontroller o. The like., On which a control software is executable. This has already been indicated above.
  • the term "microcontroller” in the present case includes all programmable electronic components and combinations of these programmable components. The programmability of microcontrollers ensures maximum flexibility with minimal hardware costs.
  • the two evaluation units 23, 24 are realized in each case at least partially in software. In order to ensure the independence of the two evaluation units 23, 24, it is provided here to assign the two evaluation units 23, 24 different memory areas of the microcontroller.
  • the evaluation units 23, 24 are each equipped with an input module 27 for the connection of the sensor 7 and with an output module 28 for the connection of the load 25.
  • the control device 6 shown in FIG. 5 further shows a processing module 29 between the input module 27 and the output module 28, which has a corresponding logic for generating the evaluation signals.
  • a corresponding processing module 29 is also present in the embodiment shown in FIG. 4, but not shown.
  • the input modules 27 of the two evaluation units 23, 24 different memory areas of the microcontroller o.
  • the like. are assigned.
  • the output modules 28 are assigned.
  • the input modules 27 and the output modules 28 are assigned correspondingly separate registers (memories) 30.
  • control signals for driving the load 25 can be generated by means of the first evaluation unit 23 based on the sensor signals.
  • the evaluation unit 23 as such can thus basically operate as conventional control.
  • release signals can now be generated by means of the second evaluation unit based on the sensor signals, wherein the load 25 can only be activated by the control signals of the first evaluation unit if the second evaluation unit generates a corresponding release signal.
  • Necessary for the control of the consumer 25 is thus on the one hand the generation of control signals by the first evaluation unit 23 and the generation of an enable signal by the second evaluation unit 24th
  • the above control signals are generated by the first evaluation unit 23 only when the sensor 7 is “actuated” and corresponding sensor signals are applied to the lines 11.
  • the release signal is also generated by the second evaluation unit 24 only when the sensor 7 is "actuated”.
  • the first evaluation unit 23 erroneously generates control signals without that an actuation of the sensor 7 has taken place, so the control of the load 25 is still off.
  • the second evaluation unit 24 does not generate an enable signal because it detects no operation of the sensor 7.
  • the load 25 preferably has a drive motor 31 connected via a bridge circuit, wherein the control device 6 is coupled to the bridge circuit for driving the load 25.
  • the first evaluation unit 23 is here coupled to the consumer 25 in the manner of a conventional control.
  • the second evaluation unit 24 is coupled to a switch which is connected in the decisive for the activation of the load 25 current path. This switch may be a single field effect transistor or the like. In the embodiment shown in FIG. 4, this current path extends via the switches 32, 33 of the bridge circuit, to which the switch coupled to the second evaluation unit 24 is connected in series.
  • the embodiment shown in Fig. 5 shows another structure of a redundant control device 6.
  • the two evaluation units 23, 24 are formed substantially identical, wherein by means of the two evaluation units 23, 24 based on the sensor signals in parallel control signals can be generated.
  • two evaluation units 23, 24 are provided, which in each case work in the manner of a conventional control.
  • the load 25 can only be activated by the control signals if the two evaluation units 23, 24 generate identical control signals.
  • the control device 6 preferably has a linking module 34, which preferably provides an AND connection between the control signals of the two evaluation units 23, 24. An AND operation in the above sense switches the control signals to the load 25, provided that both evaluation units 23, 24 generate identical control signals. In the event that the two evaluation units 23, 24 generate different control signals, so the control of the load 25 remains off.
  • the coupling between the linking module 34 and the consumer 25 is shown in Fig. 5 only schematically by an arrow.
  • the two evaluation units 23, 24 are not configured identically, for example differently programmed. Then it is the task of the linking module 34 to find out whether the control signals generated by the evaluation units 23, 24 are compatible with each other and which control signals may have to be delivered to the consumer 25.
  • the control device 6 is equipped with a monitoring module 35 (FIG. 5), which is coupled to the two evaluation units 23, 24 and monitors them. Furthermore, it is preferably provided that the monitoring module 35 compares the respective functional states of the evaluation units 23, 24 with one another in order to detect any possible error conditions. For example, the monitoring module 35 can also detect whether one of the two evaluation units 23, 24 assumes an "unauthorized" state. This can occur, for example, in the case of a cable break in the above-mentioned redundant connection of the sensor 7.
  • control device 6 shown in FIG. 5 it may be advantageous to additionally provide the control device 6 shown in FIG. 5 with an evaluation unit which generates the above-described enable signals. As a result, the reliability of the arrangement can be further increased. Furthermore, the above, redundant control device 6 can be combined to maximize the reliability with the above-described redundant design or connection of the sensor 7.
  • the senor 7 or serve the sensors 7 in particular the detection of an operation for opening the associated motor vehicle lock 3.
  • the consumer 25 is formed here as an opening drive of the motor vehicle lock 3.
  • the sensor 7 may also be assigned to the motor vehicle 3 itself, in particular arranged in it, in order for example to detect a state of the motor vehicle lock 3.
  • the proposed connection of the sensor 7 or the sensors 7 to the control device 6 is not limited to the motor vehicle locking system 2, but for virtually any sensors of the motor vehicle 1 - for example, for an electric window, for security systems, such as airbag systems or releasable headrests, or the like. - Be used, especially if a particularly high reliability is desired or required.
  • the motor vehicle locking system 2 of the proposed motor vehicle 1 is claimed as such. Reference may be made to the above statements.

Landscapes

  • Lock And Its Accessories (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Reciprocating, Oscillating Or Vibrating Motors (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Claims (32)

  1. Véhicule automobile comprenant un dispositif de commande (6) et comprenant au moins un capteur électrique (7) raccordé au dispositif de commande (6), notamment pour détecter un état d'une serrure de véhicule automobile (3) ou un actionnement d'un élément de commande tel qu'une poignée de portière (8) ou un levier d'actionnement (9), caractérisé en ce que le capteur (7), pour la transmission de signaux de capteur, présente au moins deux, de préférence exactement deux, sorties (10) électriquement indépendantes et les sorties (10) sont raccordées au dispositif de commande par le biais de câbles de signal électriques (11).
  2. Véhicule automobile selon la revendication 1, caractérisé en ce que les sorties (10) du capteur (7) sont raccordées au dispositif de commande (6) par le biais de câbles de signal électriques (11) séparés.
  3. Véhicule automobile selon la revendication 1 ou 2, caractérisé en ce que le dispositif de commande (6) délivre des signaux de commande à une charge (25), de préférence en ce que la charge (25) est réalisée sous la forme d'un mécanisme d'entraînement d'une serrure de véhicule automobile (3), aussi de préférence sous la forme d'un mécanisme d'entraînement d'ouverture d'une serrure de véhicule automobile (3).
  4. Véhicule automobile selon l'une des revendications 1 à 3, caractérisé en ce que les signaux de capteur présents aux différentes sorties (10) du capteur (7) sont identiques les uns aux autres, de préférence en ce que le capteur (7) présente deux sorties (10) électriquement indépendantes pour le même signal de capteur et les sorties (10) sont raccordées par le biais de deux câbles de signal électriques (11) séparés à deux entrées séparées (12) du dispositif de commande (6).
  5. Véhicule automobile selon l'une des revendications précédentes, caractérisé en ce qu'en cas de panne d'un câble de signal (11), le signal du capteur peut encore être transmis par le biais d'un autre câble de signal (11) au dispositif de commande (6) et peut être évalué par celui-ci et/ou en ce qu'un signal de capteur défectueux peut être détecté au moyen du dispositif de commande par une comparaison des signaux de capteur transmis par le biais des câbles de signal (11).
  6. Véhicule automobile selon l'une des revendications précédentes, caractérisé en ce que le capteur (7) présente au moins deux, de préférence exactement deux, entrées (13) électriquement indépendantes pour les sorties (10) et les entrées (13) sont raccordées à une alimentation électrique (15) par des câbles d'alimentation (14) séparés.
  7. Véhicule automobile selon l'une des revendications précédentes, caractérisé en ce que le capteur est de type tout ou rien, de préférence de type tout ou rien double ou multiple.
  8. véhicule automobile selon la revendication 7, caractérisé en ce que le capteur (7) présente au moins deux éléments de commutation pour générer des signaux de capteur parallèles, au moins l'un des éléments de commutation étant configuré en contact à fermeture et un autre des éléments de commutation étant configuré en contact à ouverture.
  9. Véhicule automobile selon la revendication 7 ou 8, caractérisé en ce que le capteur (7) est réalisé sous la forme d'un microrupteur avec deux languettes de commutation indépendantes.
  10. véhicule automobile selon l'une des revendications précédentes, caractérisé en ce que le capteur (7) fonctionne de manière capacitive, inductive, optique et/ou piézoélectrique.
  11. véhicule automobile selon l'une des revendications précédentes, caractérisé en ce que le capteur (7), pour générer des signaux de capteur, présente au moins deux modules de détection (7a, 7b), de préférence que les modules de détection (7a, 7b) fonctionnent chacun selon des principes de détection actifs différents, de préférence que les modules de détection (7a, 7b) fonctionnent respectivement de manière capacitive, inductive, optique et/ou piézoélectrique.
  12. Véhicule automobile selon l'une des revendications précédentes, caractérisé en ce que chaque signal de capteur est codé par résistance ou est soumis à une division de tension de sorte qu'une interruption du câble et/ou un court-circuit d'une branche de courant du signal de capteur puissent être détectés par le dispositif de commande (6).
  13. Véhicule automobile selon l'une des revendications précédentes, caractérisé en ce que deux capteurs (7) ou plus comprenant à chaque fois deux sorties (10) électriquement indépendante pour leurs signaux de capteur sont à chaque fois raccordés par le biais de deux câbles de signal (11), de préférence avec à chaque fois au moins une section de câble commune, à deux entrées (12) séparées du dispositif de commande (6).
  14. Véhicule automobile selon la revendication 13, caractérisé en ce que les signaux de capteur des capteurs (7) sont codés différemment par résistance ou présentent des tensions différentes de sorte que les signaux de capteur puissent être détectés indépendamment l'un de l'autre par le dispositif de commande (6).
  15. Véhicule automobile comprenant un dispositif de commande (6) et comprenant au moins un capteur électrique (7) raccordé au dispositif de commande (6), notamment pour détecter un état d'une serrure de véhicule automobile (3) ou un actionnement d'un élément de commande tel qu'une poignée de portière (8) ou un levier d'actionnement (9), caractérisé en ce que le dispositif de commande (6) présente au moins une unité d'interprétation (23) et une deuxième unité d'interprétation (24) indépendante de la première unité d'interprétation (23), que le dispositif de commande (6) interprète les signaux de capteur générés par le capteur (7) essentiellement en parallèle à l'aide des deux unités d'interprétation (23, 24) et délivre des signaux de commande à une charge (25) en se basant sur cette interprétation.
  16. véhicule automobile selon la revendication 15, caractérisé en ce que le dispositif de commande (6) est connecté avec la charge (25) en vue de la commander, de préférence que la charge (25) est réalisée sous la forme d'un mécanisme d'entraînement d'une serrure de véhicule automobile (3), aussi de préférence sous la forme d'un mécanisme d'entraînement d'ouverture d'une serrure de véhicule automobile (3).
  17. Véhicule automobile selon la revendication 15 ou 16, caractérisé en ce que le capteur (7), pour la transmission de signaux de capteur, présente au moins deux, de préférence exactement deux, sorties (10) électriquement indépendantes et les sorties (10) sont raccordées au dispositif de commande par le biais de câbles de signal électriques (11), de préférence séparés.
  18. Véhicule automobile selon l'une des revendications 15 à 17, caractérisé par les caractéristiques de la partie caractérisante d'une ou de plusieurs des revendications 2 à 14.
  19. Véhicule automobile selon la revendication 17 et éventuellement selon la revendication 18, caractérisé en ce que les deux unités d'interprétation (23, 24) sont à chaque fois affectées à l'interprétation des sorties (10) du capteur (7) ou que l'une des unités d'interprétation (23) est affectée à l'interprétation d'une sortie (10) du capteur (7) et l'autre unité d'interprétation (24) est affectée à l'interprétation d'une autre sortie du capteur (7).
  20. Véhicule automobile selon l'une des revendications 15 à 19, caractérisé en ce que le dispositif de commande (6) présente au moins un microcontrôleur ou similaire sur lequel peut être exécuté un logiciel de commande.
  21. Véhicule automobile selon la revendication 20, caractérisé en ce que les deux unités d'interprétation (23, 24) sont à chaque fois au moins en partie réalisée sous forme logicielle dans le microcontrôleur ou similaire du dispositif de commande (6), de préférence que des zones de mémoire différentes du microcontrôleur ou similaire sont affectées aux deux unités d'interprétation (23, 24).
  22. véhicule automobile selon la revendication 21, caractérisé en ce que les deux unités d'interprétation (23, 24) sont équipées d'un module d'entrée (27) pour le raccordement du capteur (7) et/ou d'un module de sortie (28) pour le raccordement de la charge (25), des zones de mémoire différentes du microcontrôleur ou similaire étant affectées aux modules d'entrée (27) et/ou aux modules de sortie (28) des deux unités d'interprétation (23, 24).
  23. Véhicule automobile selon l'une des revendications 15 à 22, caractérisé en ce que les deux unités d'interprétation (23, 24) sont à chaque fois réalisées au moins en partie dans des matériels séparés.
  24. véhicule automobile selon l'une des revendications 15 à 23, caractérisé en ce que des signaux de commande destinés à commander la charge (25) peuvent être générés au moyen de la première unité d'interprétation (23) en se basant sur les signaux de capteur, que des signaux de validation peuvent être générés au moyen de la deuxième unité d'interprétation (24) en se basant sur les signaux de capteur et que la charge (25) ne peut être commandées par les signaux de commande de la première unité d'interprétation (23) que lorsque la deuxième unité d'interprétation (24) génère un signal de validation correspondant.
  25. Véhicule automobile selon la revendication 24, caractérisé en ce que la charge (25) présente un moteur d'entraînement (31) commuté par le biais d'un circuit en pont, que le dispositif de commande (6) est connecté au circuit en pont pour commander la charge (25) et que la deuxième unité d'interprétation (24) est connectée à un commutateur qui est branché dans la branche de courant déterminante pour l'activation de la charge (25).
  26. véhicule automobile selon l'une des revendications 15 à 23, caractérisé en ce que les deux unités d'interprétation (23, 24) sont de configuration essentiellement identique, que des signaux de commande parallèles l'un à l'autre peuvent être générés au moyen des deux unités d'interprétation (23, 24) en se basant sur les signaux de capteur et que la charge (25) ne peut être commandées par ces signaux de commande que lorsque les deux unités d'interprétation (23, 24) génèrent des signaux de commande identiques ou compatibles entre eux, de préférence que le dispositif de commande (6) présente à cet effet un module de liaison (34), encore de préférence que le module de liaison (34) fournit une liaison ET entre les signaux de commande des deux unités d'interprétation (23, 24).
  27. véhicule automobile selon l'une des revendications 15 à 26, caractérisé en ce que le dispositif de commande (6) présente un module de surveillance (35), que le module de surveillance (35) est connecté avec les unités d'interprétation (23, 24) et les surveille, de préférence que le module de surveillance (35) surveille les différents états de fonctionnement des unités d'interprétation (23, 24) et les compare entre eux afin de détecter les situations de défaut.
  28. Véhicule automobile selon l'une des revendications précédentes, caractérisé en ce que le véhicule automobile (1) présente un système de fermeture pour véhicule automobile (2) auquel sont associés le dispositif de commande (6) et le capteur (7) ou les capteurs (7).
  29. Véhicule automobile selon la revendication 28, caractérisé en ce que le système de fermeture pour véhicule automobile (2) présente la serrure de véhicule automobile (3) à laquelle sont associés le capteur (7) ou les capteurs (7), notamment pour détecter un état d'ouverture, de déverrouillage et/ou de verrouillage de la serrure de véhicule automobile (3).
  30. véhicule automobile selon la revendication 28 ou 29, caractérisé en ce que le système de fermeture pour véhicule automobile (2) présente l'élément de commande auquel est associé le capteur (7) en vue de détecter un actionnement de l'élément de commande, notamment en vue de l'ouverture, du déverrouillage et/ou du verrouillage de la serrure de véhicule automobile (3).
  31. Véhicule automobile selon la revendication 30, caractérisé en ce qu'en présence de deux capteurs (7), un capteur (7) est affecté à un élément de commande pouvant être actionné depuis l'intérieur du véhicule automobile (1) et le deuxième capteur (7) est affecté à un élément de commande pouvant être actionné depuis l'extérieur du véhicule automobile (1).
  32. Système de fermeture pour véhicule automobile d'un véhicule automobile, comprenant au moins une serrure de véhicule automobile ou similaire, comprenant un dispositif de commande et comprenant au moins un capteur (7) électrique raccordé au dispositif de commande (6), notamment pour détecter un état de la serrure de véhicule automobile (3) ou un actionnement d'un élément de commande tel qu'une poignée de portière (8) ou un levier d'actionnement (9), caractérisé par les caractéristiques de la partie caractérisante d'une ou de plusieurs des revendications précédentes.
EP04029685A 2003-12-19 2004-12-15 Véhicule automobile Active EP1544388B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10360422 2003-12-19
DE10360422A DE10360422A1 (de) 2003-12-19 2003-12-19 Kraftfahrzeug

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EP1544388A1 EP1544388A1 (fr) 2005-06-22
EP1544388B1 true EP1544388B1 (fr) 2006-09-27

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US (1) US7589431B2 (fr)
EP (1) EP1544388B1 (fr)
AT (1) ATE340910T1 (fr)
DE (2) DE10360422A1 (fr)
ES (1) ES2271770T3 (fr)

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DE10360422A1 (de) 2005-07-21
ATE340910T1 (de) 2006-10-15
EP1544388A1 (fr) 2005-06-22
US7589431B2 (en) 2009-09-15
DE502004001586D1 (de) 2006-11-09
ES2271770T3 (es) 2007-04-16
US20050156468A1 (en) 2005-07-21

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