EP1825441B1 - Einheit eines elektronischen tachographen für ein kraftfahrzeug - Google Patents

Einheit eines elektronischen tachographen für ein kraftfahrzeug Download PDF

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Publication number
EP1825441B1
EP1825441B1 EP05818092.8A EP05818092A EP1825441B1 EP 1825441 B1 EP1825441 B1 EP 1825441B1 EP 05818092 A EP05818092 A EP 05818092A EP 1825441 B1 EP1825441 B1 EP 1825441B1
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data
tachograph
namely
circuit
operations
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French (fr)
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EP1825441A1 (de
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Laurent Malberti
Bernard Du Trieu
Jacques Kunegel
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Actia Automotive SA
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Actia Automotive SA
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C7/00—Details or accessories common to the registering or indicating apparatus of groups G07C3/00 and G07C5/00

Definitions

  • the invention relates to a unit of a so-called tachograph control device intended to be loaded onto a motor vehicle-in particular a vehicle for transporting goods or passengers-in order to enable the control of the activities of a driver of the vehicle.
  • driver designates a person who can in turn carry out activities of driver or co-driver (also called “convoyer") of the vehicle.
  • the tachograph comprises, in addition to this unit, at least one vehicle motion sensor, to which the unit is intended to be connected.
  • a tachograph has the particular function of recording, storing, producing, printing, and possibly exchanging and displaying, data, called driver data, relating to the activities of a driver of the vehicle, with a view to allow control of these activities by a controller.
  • the tachographs currently used are of the tachograph type with disks, such as that described by US 4,782,691 . These are analog and mechanical instruments for retranscribing conductive data on a paper disk by means of a stylus.
  • New standards and regulations including the international standard ISO 16844 and, for the European Union, Regulations EC 1360/2002 and EC 2135/98 Annex 1B), defining in particular the equipment that tachographs and functions they should accomplish, have been very recently developed and should soon be applied.
  • the tachograph unit be electrically powered continuously, regardless of the phase of operation of the vehicle in progress (contact established or not, engine of the stopped vehicle or engine running, vehicle to stopping or rolling vehicle ....), and this, not only in order to continuously process and store tachograph data, but also to allow a control of the activities of the driver at any time (and especially when the engine of the vehicle is stopped ...), and especially to guarantee a total integrity of the data and a perfect coincidence between the reality of the facts and the recorded data (that these concern activities of the driver or the management of the equipments of the unit) .
  • it is not allowed to connect the tachograph unit only to a network, said network after contact, of the vehicle, which is electrically powered only after the established contact (for example by means of a key) by a user of the vehicle.
  • a tachograph unit has a power supply circuit, intended to be permanently supplied by a permanent electrical source of the vehicle when the unit is on board a vehicle.
  • this power supply circuit is connected to a network, said permanent network of the vehicle, which is permanently powered by the vehicle battery. Any device connected to the permanent network is connected at all times electrically to the battery, regardless of the operating phase of the vehicle.
  • the tachograph unit is thus constantly supplied with electricity, at least as long as the electrical source (battery) is not exhausted.
  • the inventors have determined that with the allocation of new equipment and functionalities to the tachograph unit, such an architecture - in which the unit is connected to the permanent network of the vehicle - no longer makes it possible to guarantee a sufficient level of security.
  • the new equipment envisaged is, for some, highly energy-consuming.
  • the multiplication of the features that must now offer the tachograph unit results in an increase in the amount of energy required for the operation of the unit and forces to resize its power supply circuit.
  • the invention aims first of all to overcome these disadvantages, by providing an electronic tachograph unit capable of offering a level of services (equipment, functionalities, security, etc.) equivalent to, and even greater than, that defined by the new regulations. and international standards, without the risk of exhausting the permanent electrical source (battery) of the vehicle and without however having a larger footprint than known tachograph units.
  • a level of services equipment, functionalities, security, etc.
  • the invention also aims to provide a range of several tachograph units which, although intended for different types of vehicle and therefore subject to different electrical rules, have a similar design and a close architecture allowing a rationalization of the production and a lower cost.
  • the aim of the invention is to propose at least one standard version of a tachograph unit (particularly suitable for most conventional goods transport vehicles) and at least one specific version -that is an isolated version of a tachograph unit (particularly suitable for dangerous goods transport vehicles) whose differences are minor, and which can be produced by the same production line (with possible adaptations, minor and quick to implement).
  • Another object of the invention is to provide a tachograph unit that offers improved performance including both in terms of functionality, safety and energy efficiency.
  • An object of the invention is to provide a tachograph unit displaying low power consumption.
  • the invention also aims to achieve all these objectives at lower cost, by proposing a low cost unit made from means, including electronic and electrical components, usual or possibly new but inexpensive.
  • off contact mean any period during which the network after contact of the vehicle is not powered (contact not established), and the terms “after contact” designate any period during which the network after contact of the vehicle is powered.
  • the invention relates to a tachograph unit according to claim 1.
  • the invention therefore consists in assigning the tachograph data processing functions and the safety functions to a first circuit whose power supply is permanent, and in assigning certain power-consuming functions to a separate circuit which is normally powered only when the network after contact is activated.
  • the inventors firstly found that the activation of the network after contact of the vehicle was generally controlled by a user of the vehicle for starting the engine of the vehicle, and that its deactivation was generally ordered immediately following the stopping said motor, so that the phases where the network after ignition is activated coincide substantially with those where the engine is running.
  • the power operations which can be performed only after contact, are therefore normally when the engine is running and the vehicle's power source can be recharged.
  • the inventors have also and above all demonstrated that the neutralization of the aforementioned power operations, off contact, does not affect the proper operation of the tachograph and ensures a high level of security. In particular, they demonstrated that, against all odds, the specifications of the new regulations were fulfilled despite this temporary neutralization.
  • the tachograph unit according to the invention can be mounted on an existing vehicle, without it being necessary to adapt the vehicle to incorporate a higher battery life and performance, inevitably more cumbersome and expensive.
  • the electronic and electrical architecture according to the invention has a reduced footprint compatible with its integration into a tachograph housing having the shape and dimensions of a car radio.
  • this architecture makes it possible to develop several versions of tachograph unit, structurally very close but which meet different regulatory electrical requirements and are suitable for different types of vehicle.
  • the power circuit comprises at least one microprocessor, called secondary microprocessor.
  • This secondary microprocessor is advantageously connected to a microprocessor, said main microprocessor, of the main circuit, in a master / slave relationship in which the main microprocessor is the master and the secondary microprocessor is the slave.
  • this secondary microprocessor is of the so-called single chip (monochip) type.
  • the main power supply is adapted to be connected (when the unit is embedded in the vehicle) to the permanent network of the vehicle.
  • the power supply is also adapted to be connected (when the unit is on board) to the permanent network of the vehicle, via the main circuit.
  • the power supply is therefore permanently powered.
  • the power operations are however neutralized off contact.
  • the main circuit comprises a main microprocessor adapted to control an active state (on) or deactivated (off) of the power supply, respectively after contact or off contact.
  • the power circuit comprises a member connected to the network after contact of the vehicle for receiving the signal after contact.
  • the tachograph unit further comprises a signal transmission channel for the connection of this organ to said main microprocessor of the main circuit, for the purpose of transmitting the signal after contact to this main microprocessor.
  • the unit also comprises another signal transmission channel, for the connection of this main microprocessor to the power supply, through which can be transmitted a signal able to activate or deactivate the power supply.
  • the main microprocessor is adapted to control the activation of the power supply on receipt of the signal after contact and for (except possibly waking up by an external device, as will be explained hereinafter) to deactivate the off-contact power supply (that is to say in the absence of reception of said signal after contact or reception of a signal representative of the deactivated state of the network after contact of the vehicle).
  • the neutralization of the power operations is handled in software by the main microprocessor (as a function of a signal after contact received by the latter
  • the main and power supplies are referenced to the same mass.
  • the data and / or signal transmission channels between the two circuits preferably comprise high resistances. This standard version is particularly intended for conventional goods transport vehicles.
  • the power supply is adapted to be connected (when the unit is on board) to the network after contact of the vehicle.
  • the power supply is fed only when the network after contact is itself powered (activated).
  • the signal after contact corresponds to the electric current received by the power supply when the network after contact is activated.
  • Out of contact the power circuit is not powered (except possibly wakeup by a remote external device, as will be explained later), so that no power operation can be executed. In other words, the neutralization of power operations is managed purely "electrically".
  • the power supply is advantageously adapted to be referenced to the chassis of the vehicle, while the main power supply is adapted to be referenced to the permanent network of the vehicle.
  • the main circuit and the power circuit are referenced to separate masses and no power supply line is provided between the two circuits.
  • the data and / or signal transmission channels between the two circuits preferably comprise optocouplers, which perform a kind of electrical isolation between the two circuits.
  • Such a tachograph unit according to the invention meets in particular the specifications required in the case of a vehicle for the transport of hazardous materials, but also to the voluntarily isolated architectures of certain vehicles.
  • the tachograph unit comprises at least two smart card reader / writer devices, called tachograph cards, so that the unit can receive at least two tachograph cards in parallel.
  • the power circuit preferably comprises at least one microprocessor, adapted to drive the printer and the engines of the card reader / writer devices.
  • the power circuit is preferably referenced to the chassis of the vehicle, that is to say to the same mass as the CAN network of the vehicle.
  • each data transmission channel between the two circuits is formed by an interface called serial interface interface or SPI ("Serial Peripheral Interface", such an interface comprising a transmission wire of a clock signal -cadence-, a data signal transmission wire in one direction and a data signal transmission wire in the other direction), possibly provided with the above high resistances or optocouplers.
  • SPI Serial Peripheral Interface
  • Such an interface has the advantage of a small footprint.
  • the unit preferably comprises a single data transmission channel (i.e. a single SPI), as well as two to four signal transmission channels.
  • the number of connections between the two circuits is thus limited to its strict minimum in order, among other things, to reduce the risk of unwanted transmission of electrical energy between the two circuits, in particular in the isolated version of the tachograph unit, to enable A galvanic isolation barrier is used, but also for reasons of cost in number of optocouplers.
  • the power circuit comprises a secondary microprocessor and the microprocessors of the main circuit and the power circuit are formed on the same card, which allows to have on the same support two communicating computers, galvanically isolated if necessary .
  • the card has for this purpose a barrier of galvanic isolation between the main circuit and the power circuit.
  • the two circuits are carried by separate cards.
  • the power circuit comprises a logic interface, called the wake-up interface, which can be connected, via a connector known as a wake-up connector, to a remote communication apparatus such as a modem or a GSM / GPS, for receiving an external signal, said wake-up signal, transmitted by a device external to the unit and in particular by a remote device for unloading data.
  • the tachograph unit further comprises a signal transmission channel for connecting this wakeup interface to a main microprocessor of the main circuit, for the purpose of transmitting the wake-up signal to the main microprocessor.
  • this main microprocessor is adapted to be able to control the activation of the power supply of the off-contact power circuit, on receipt of the wake-up signal. It is also adapted to allow the execution of operations other than power operations previously defined; in particular, it is adapted to authorize (and control) communications with the CAN network of the vehicle and communication operations with the remote data unloading device. In other words, only part of the circuit power is operational, and this limitation is handled in software by the main microprocessor.
  • the tachograph unit comprises an additional power supply circuit, called a wake-up power supply, of the low power transducer type, arranged between the main circuit and the power circuit, and whose activation can be controlled. by the main microprocessor of the main circuit to receive the wake-up signal, out of contact. Only part of the power circuit, necessary for communication operations with the CAN network of the vehicle and with the remote device for unloading data, is operational when the power circuit is powered by the wake-up power supply.
  • This limitation is preferably handled in software by the main microprocessor; the wake-up power supply is in this case connected to the power supply so as to power it off, and said main microprocessor is adapted to allow off-contact execution only operations other than operations power.
  • the wake-up power supply is directly connected to the secondary microprocessor of the power circuit and to itself, and this limitation stems from the fact that the power equipment (only connected to the power supply) is not powered when the network after contact is not activated.
  • a tachograph unit intended for a vehicle for the transport of dangerous goods is devoid of wake-up power.
  • the invention also relates to a tachograph unit characterized in combination by all or some of the features mentioned above and below.
  • the invention also extends to a motor vehicle equipped with a tachograph unit according to the invention.
  • a tachograph according to the invention comprises on the one hand a tachograph unit 1, standard or isolated, and on the other hand a vehicle motion sensor, connected to the on-board unit by at least one connecting cable.
  • the motion sensor is formed in particular by a motion detection element, a microprocessor (to which the detection element is connected) and a connector for connecting the microprocessor of the sensor to the aforementioned connecting cable.
  • the data transmission channels 40 and 41-44 can (or can not) be provided with high resistance 45.
  • the main power supply 7 and power supply 22 are both connected to the permanent network 52 of the vehicle and are referenced to the same mass: the positive terminal of the vehicle battery is connected (via the permanent network) to a node of the circuit principal serving in parallel a positive terminal of the main power supply 7 and a conductive line leading to a positive terminal of the power supply 22 (a diode being interposed on this line between the two circuits); the negative terminals of the battery and the main power and power supplies are referenced to the same mass.
  • the power supply 22 is therefore constantly powered by the vehicle battery.
  • An additional channel 44 for transmitting signals between the main microprocessor 5 and the power supply 22, allows the main microprocessor 5 to control the activation or deactivation of the power supply, depending on the phase of use of the vehicle. course (out of contact or after contact).
  • the wake-up interface 37 called the ApC / alarm interface, is also connected to the network after contact 53 of the vehicle, with a view to receiving a signal, said signal after contact, representative of the activation of this signal. network.
  • the main microprocessor 5 activates the power supply 22 via the channel 44.
  • the main microprocessor 5 When it receives a wake up signal via the interface ApC / alarm 37 and the channel 42, while the network after contact 53 is deactivated, the main microprocessor 5 activates the power supply 22 but limits the use of the power circuit to only communications with the interfaces ( 26 to 36) input / output signals considered low power; in particular, no print order or card movement can be sent to the secondary microprocessor 21.
  • the power equipment is thus neutralized off contact, when the vehicle battery can not be recharged.
  • the data transmission channels 40 and 41-43 and 48 are provided with optocouplers 46 for electrically separating the two circuits.
  • both circuits are referenced to separate masses.
  • the main power supply 7 of the main circuit is directly connected and referenced to the permanent network 52 of the vehicle (the negative terminal of the main power supply is connected to the ground of the permanent network).
  • the equipment or components of the main circuit 4 are referenced to the ground of the permanent network of the vehicle or have a clean mass (this is the case of the sensor connector 12 and the calibration / discharge connector 13 where the reference masses are provided to the equipment).
  • the power supply 22 is directly connected to the network after contact 53 of the vehicle and is therefore powered by the vehicle battery when the contact is established.
  • the power supply is thus adapted to supply the power circuit when it receives, from the network after contact, a supply current acting as a signal after contact representative of the activation of the network after contact. All the equipment and components of the power circuit 20, including the power supply 22, is referenced to the chassis of the vehicle (power mass easements and vehicle bodies, including the CAN network).
  • the unit comprises a transducer 47 between the two circuits, the mass of which is also connected to the chassis of the vehicle.
  • the transducer 47 is also connected to the power supply 22, in order to power the latter.
  • This transducer is "activated" by the main microprocessor 5 via a signal transmission channel 48.
  • the main microprocessor 5 controls the activation of the transducer to receive, out of contact, a wake-up signal (via the channel 42).
  • the main microprocessor 5 is further adapted to limit the use of the power circuit to only communications with the input / output interfaces (26-36) of signals deemed low power, to avoid any exhaustion of the vehicle battery. A low power transducer is enough to provide these functions.
  • said card 3 presents a physical barrier 49 for separating and galvanically isolating the circuits.
  • the optocouplers 46 or possibly the resistors 45
  • Such a configuration offers great security against the risk of arcing between the two circuits in case of malfunction of a component.
  • the invention also relates to a version of the unit intended for vehicles for the transport of hazardous materials.
  • This version is similar to the standard version or isolated but has no interface (37) and connector (26) wake up power circuit.

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  • General Physics & Mathematics (AREA)
  • Time Recorders, Dirve Recorders, Access Control (AREA)

Claims (20)

  1. Fahrtenschreibereinheit (1), die vorgesehen ist, in einem Kraftfahrzeug mitgenommen zu werden und an mindestens einen Bewegungssensor des Fahrzeugs angeschlossen zu werden, wobei die Einheit mindestens zwei Lese-/Schreibvorrichtungen (14, 15) für Chipkarten (60), genannt Fahrtenschreiberkarten, mindestens eine Mikroprozessorkarte für die gesicherte Bearbeitung und die Speicherung von Daten, genannt Fahrtenschreiberdaten, umfasst, die mindestens Daten, genannt Fahrerdaten, bezüglich Aktivitäten eines Fahrers des Fahrzeugs umfasst,
    dadurch gekennzeichnet, dass sie umfasst:
    - einen ersten Mikroprozessorkreis (4), genannt Hauptkreis, der angepasst ist, Operationen, genannt Hauptoperationen, für die gesicherte Bearbeitung und Speicherung von Fahrtenschreiberdaten durchzuführen, wobei der Hauptkreis mindestens einen elektrischen Versorgungskreis (7), genannt Hauptversorgung, umfasst, der angepasst ist, dauerhaft an eine ständige elektrische Versorgungsquelle des Fahrzeugs angeschlossen zu werden, derart, dass die Hauptversorgung ständig den Hauptkreis versorgt, wenn sie mit der ständigen elektrischen Versorgungsquelle des Fahrzeugs verbunden ist,
    - einen zweiten Kreis (20), genannt Leistungskreis, der angepasst ist, mindestens Operationen, genannt Leistungsoperationen, durchzuführen, wobei der Leistungskreis umfasst:
    - mindestens einen elektrischen Versorgungskreis (22), genannt Leistungsversorgung, der getrennt zur Hauptversorgung (7) ist und angepasst ist, den Leistungskreis versorgen zu können, wenn ein Signal, genannt Signal nach Kontakt, das repräsentativ für die Tatsache ist, dass ein Netz, genannt Netz nach Kontakt, des Fahrzeugs aktiviert wird, detektiert wird, wobei der Hauptkreis und der Leistungskreis angepasst sind, keine Ausführung einer Leistungsoperation außer Kontakt zu gestatten,
    - Ausrüstungen, genannt Leistungsausrüstungen, darunter:
    - für jede Karten-Lese-/Schreibvorrichtung einen Motor (142, 152) für den Antrieb eines Mechanismus zur Bewegung einer Fahrtenschreiberkarte zwischen einer Einführ-/Auswurfposition und einer verriegelten Schreib-/Leseposition,
    - einen Drucker (24),
    - Mittel (23) für die Rückbeleuchtung eines Anzeigeschirms (16) und einer Vorrichtung (11) für die Eingabe von Daten durch den Benutzer,
    wobei der Leistungskreis (20) angepasst ist, die folgenden Leistungsoperationen durchzuführen:
    - Drucken von Daten mittels des Druckers (24),
    - Bewegen einer Fahrtenschreiberkarte (60) zwischen der Einführ-/Auswurfposition und der verriegelten Position des Lesens/Schreibens mittels eines motorisierten Mechanismus der Bewegung,
    - Rückbeleuchten des Anzeigeschirms (16) und der Eingabeeinheit (11),
    wobei der Hauptkreis (4) und der Leistungskreis (20) miteinander über Übertragungskanäle (40-44) für Daten und/oder Signale verbunden sind.
  2. Fahrtenschreibereinheit nach Anspruch 1, dadurch gekennzeichnet, dass der Leistungskreis (20) mindestens einen Mikroprozessor (21), genannt Sekundärmikroprozessor umfasst.
  3. Fahrtenschreibereinheit nach Anspruch 2, dadurch gekennzeichnet, dass der Sekundärmikroprozessor (21) mit einem Mikroprozessor (5), genannt Hauptmikroprozessor, des Hauptkreises gemäß einer Master/Slave Beziehung verbunden ist, bei der der Hauptmikroprozessor der Master und der Sekundärmikroprozessor der Slave ist.
  4. Fahrtenschreibereinheit nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass die Hauptversorgung (7) angepasst ist, an ein Netz, genannt ständiges Netz (52) des Fahrzeugs, anschließbar ist.
  5. Fahrtenschreibereinheit nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die Leistungsversorgung (22) angepasst ist, an das ständiges Netz (52) des Fahrzeugs angeschlossen werden zu können und dass der Hauptkreis (4) einen Hauptmikroprozessor (5) umfasst, der angepasst ist, die Aktivierung der Leistungsversorgung bei Empfang eines Signals nach Kontakt und die Deaktivierung der Leistungsversorgung außer Kontakt zu steuern.
  6. Fahrtenschreibereinheit nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die Leistungsversorgung (22) angepasst ist, an das Netz nach Kontakt (53) des Fahrzeugs angeschlossen werden zu können.
  7. Fahrtenschreibereinheit nach Anspruch 6, dadurch gekennzeichnet, dass die Leistungsversorgung (22) angepasst ist, über das Chassis des Fahrzeugs geerdet werden zu können.
  8. Fahrtenschreibereinheit nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass der Leistungskreis (20) angepasst ist, eine Kommunikationsschnittstelle mit den Rechnern des Fahrzeugs und Signalaustauschkanälen für andere Organe des Fahrzeugs und/oder entfernte Organe realisieren zu können, wobei der Leistungskreis umfasst:
    - mindestens einen Verbinder (29), genannt CAN Verbinder, für die Verbindung des Leistungskreises mit einem Netz von Rechnern des Fahrzeugs,
    - einen Verbinder (27), genannt Geschwindigkeits-/Entfernungsverbinder, für die Verbindung des Leistungskreises mit einem oder mehreren Rechnern des Fahrzeugs, die die Geschwindigkeit und/oder die von dem Fahrzeug zurückgelegte Entfernung auswerten,
    - einen Verbinder (28), genannt Motordrehzahlverbinder, für die Verbindung des Leistungskreises mit einem Motordrehzahlsensor oder mit der Lichtmaschine des Fahrzeugs,
    - einen Verbinder (33), genannt Diagnoseverbinder, für die Kommunikation von Daten, die die Diagnose der Fahrtenschreibereinheit betreffen.
  9. Fahrtenschreibereinheit nach Anspruch 8, dadurch gekennzeichnet, dass der Leistungskreis umfasst:
    - einen oder mehrere Verbinder (32), genannt Verbinder für die Verwaltung der Flotte, für den Austausch von Daten, die für die Verwaltung der Flotte nützlich sind oder an eine Fernanzeige für Daten, wie Fahrtenschreiberdaten und/oder Entfernungs-/Geschwindigkeitsdaten,
    - einen oder mehrere Verbinder (34-36) für den Austausch von anderen Signalen, wie Signalen zur Steuerung der Rückbeleuchtung des Anzeigeschirms und der Vorrichtung zur Eingabe von Daten durch ein externes Organ, logischen Signalen, die von der Fahrtenschreibereinheit gespeichert oder erzeugt werden können, einem Signal zur Steuerung einer externen Alarmanzeige,
    - einen Verbinder (31) für die Verbindung des Leistungskreises mit einem Fernkommunikationsgerät hinsichtlich der Übertragung von Daten von der Einheit zu einer entfernten Vorrichtung für die Ausgabe von Daten.
  10. Fahrtenschreibereinheit nach einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, dass der Hauptkreis (4) umfasst:
    - mindestens einen nicht flüchtigen Speicher (8, 9).
    - eine Echtzeituhr (10), die an eine geeignete elektrische Hilfsquelle angeschlossen ist,
    - eine Verbindungsschnittstelle (12), genannt Sensorschnittstelle, für die Verbindung der Fahrtenschreibereinheit mit dem Bewegungssensor,
    - für jede Lese-/Schreibvorrichtung (14,15) eine Verbindungsschnittstelle (141, 151), genannt Kartenschnittstelle, die geeignet ist, eine Kommunikation zwischen des Hauptmikroprozessor (5) des Hauptkreises und einer Fahrtenschreiberkarte (60) zu gestatten, die in der verriegelten Position des Lesens/Schreibens in der Lese-/Schreibvorrichtung vorhanden ist,
    - einen Anzeigeschirm (16),
    - eine Eingabevorrichtung (11) für Daten durch einen Benutzer,
    - eine visuelle Alarmvorrichtung (17) und/oder eine akustische Alarmvorrichtung (18).
  11. Fahrtenschreibereinheit nach Anspruch 10, dadurch gekennzeichnet, dass der Hauptkreis (4) angepasst ist, Operationen, genannt Hauptoperationen durchzuführen, darunter:
    - Operationen der Berechnung, Bearbeitung, des Schreibens und Speicherns mindestens der Fahrerdaten,
    - der Empfang von Daten, genannt Bewegungsdaten, die von dem Bewegungssensor geliefert werden, und Operationen der Bearbeitung der Bewegungsdaten,
    - der Empfang von Daten, genannt Eingabedaten, die mittels der Eingabevorrichtung (11) eingegeben werden, und Operationen der Bearbeitung der Eingabedaten,
    - das Detektieren des Vorhandenseins der Fahrtenschreiberkarte (60) in einer Lese-/Schreibposition in einer Lese-/Schreibvorrichtung (14, 15), Operationen des Lesens/Schreibens von Daten in den Speicher einer Fahrtenschreiberkarte in der verriegelten Lese-/Schreibposition,
    - Operationen, genannt Sicherheitsoperationen, die Kodieralgorithmen durchführen, wobei die Sicherheitsoperationen Operationen hinsichtlich der wechselseitigen Authentifizierung der Einheit und des Bewegungssensors, Operationen hinsichtlich der Authentifizierung mindestens eines Teils der durch die Einheit von dem Bewegungssensor empfangenen Daten, Operationen hinsichtlich der wechselseitigen Authentifizierung der Einheit und einer Fahrtenschreiberkarte, die in der verriegelten Lese-/Schreibposition in einer Lese/Schreibvorrichtung vorhanden ist, Operationen hinsichtlich der Authentifizierung mindestens eines Teils der zwischen der Einheit und der Fahrtenschreiberkarte ausgetauschten Daten,
    - Operationen der Erfassung und Behandlung von Ereignissen, Operationen der Erfassung und Behandlung von Anomalien, der Ausgabe von entsprechenden Warnsignalen,
    - Steueroperationen, gefolgt von Steueraktivitäten,
    - die Anzeige von Daten auf dem Anzeigeschirm,
    - Operationen der Erzeugung von Daten, genannt Druckerdaten, hinsichtlich des Ausdruckens von Daten über den Leistungskreis (20),
    - die Übertragung von Befehlen an den Leistungskreis, insbesondere von Druckerbefehlen, von Befehlen zur Kartenbewegung.
  12. Fahrtenschreibereinheit nach einem der Ansprüche 10 oder 11,
    dadurch gekennzeichnet, dass der Hauptkreis (4) für die Durchführung angepasst ist:
    - von Kalibrieroperationen und Ausgabeoperationen von Daten, wobei der Hauptkreis mindestens einen Verbinder (13), genannt Kalibrier-/Ausgabeverbinder, der für einen Benutzer zugänglich ist, für die Verbindung mit einer Kalibriervorrichtung oder einer Ausgabevorrichtung für Daten mit der Einheit,
    - von Operationen der Verwaltung von Unternehmenssperren,
    - von Selbsttestoperationen.
  13. Fahrtenschreibereinheit nach einem der Ansprüche 1 bis 12, dadurch gekennzeichnet, dass die Übertragungskanäle für Daten und/oder Signale Optokoppler (46) umfassen.
  14. Fahrtenschreibereinheit nach einem der Ansprüche 1 bis 13, dadurch gekennzeichnet, dass jeder Übertragungskanal (40) für Daten von einer Schnittstelle, genannt serielle periphere Schnittstelle, gebildet wird.
  15. Fahrtenschreibereinheit nach einem der Ansprüche 1 bis 14, dadurch gekennzeichnet, dass der Leistungskreis einen Sekundärmikroprozessor (21) umfasst und dass die Mikroprozessoren (5, 21) des Hauptkreises und des Leistungskreises von einer selben Karte (3) getragen werden, die eine Barriere für die galvanische Trennung zwischen dem Hauptkreis (4) und dem Leistungskreis aufweist.
  16. Fahrtenschreibereinheit nach einem der Ansprüche 1 bis 15, dadurch gekennzeichnet, dass der Leistungskreis (20) eine logische Schnittstelle (26), genannt Aufwachschnittstelle umfasst, die vorgesehen ist, mit einem Fernkommunikationsgerät für den Empfang eines externen Signals, genannt Aufwachsignal, verbunden zu werden, das von einer externen Vorrichtung durch die Einheit empfangen wird, und dass die Fahrtenschreibereinheit einen Kanal (42) für die Übertragung von Signalen für die Verbindung dieser Aufwachschnittstelle (26) mit einem Hauptmikroprozessor (5) des Hauptkreises in Hinblick auf die Übertragung des Aufwachsignals an den Hauptmikroprozessor umfasst.
  17. Fahrtenschreibereinheit nach den Ansprüche 16 und 5, dadurch gekennzeichnet, dass dieser Hauptmikroprozessor (5) angepasst ist, die Aktivierung der Leistungsversorgung (22) außer Kontakt bei Empfang des Aufwachsignals steuern zu können.
  18. Fahrtenschreibereinheit nach den Ansprüche 16 und 6, dadurch gekennzeichnet, dass sie einen elektrischen Versorgungskreis (47), genannt Aufwachversorgung, nach Art eines Wandlers geringer Leistung umfasst, der zwischen dem Hauptkreis (4) und dem Leistungskreis (20) angeordnet ist, und dass der Hauptmikroprozessor (5) angepasst ist, die Aktivierung der Aufwachversorgung (47) bei Empfang des Aufwachsignals außer Kontakt steuern zu können.
  19. Fahrtenschreibereinheit nach einem der Ansprüche 17 oder 18,
    dadurch gekennzeichnet, dass der Hauptmikroprozessor (5) angepasst ist, die Ausführung außer Kontakt durch den Leistungskreis nur für andere Operationen als Leistungsoperationen zu autorisieren.
  20. Kraftfahrzeug, dadurch gekennzeichnet, dass es mit einer Fahrtenschreibereinheit nach einem der Ansprüche 1 bis 19 ausgerüstet ist.
EP05818092.8A 2004-11-22 2005-11-22 Einheit eines elektronischen tachographen für ein kraftfahrzeug Active EP1825441B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0412377A FR2878354B1 (fr) 2004-11-22 2004-11-22 Unite de tachygraphe electronique pour vehicule automobile
PCT/FR2005/002892 WO2006053997A1 (fr) 2004-11-22 2005-11-22 Unite de tachygraphe electronique pour vehicule automobile

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EP1825441A1 EP1825441A1 (de) 2007-08-29
EP1825441B1 true EP1825441B1 (de) 2014-07-30

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WO (1) WO2006053997A1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116431403B (zh) * 2022-12-29 2023-11-07 惠州市超力源科技有限公司 一种多功能两轮、三轮电动车辆bms通信测试数据记录仪

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4853856A (en) * 1985-12-02 1989-08-01 United Engineering Corporation Vehicle motion logger
JPH07296209A (ja) * 1994-04-20 1995-11-10 Yazaki Corp タコグラフ
US5550738A (en) * 1994-08-19 1996-08-27 Teamnet, Inc. System for recording and analyzing vehicle trip data
US6088636A (en) * 1996-03-11 2000-07-11 Chigumira; Ishmael Vehicle trip data computer

Also Published As

Publication number Publication date
EP1825441A1 (de) 2007-08-29
FR2878354A1 (fr) 2006-05-26
WO2006053997A1 (fr) 2006-05-26
FR2878354B1 (fr) 2007-02-23

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