ITTO20121143A1 - ACCIDENT MANAGEMENT SYSTEM AND METHOD IN AN ELECTRONIC LOCK OF A CLOSING DEVICE FOR A MOTOR VEHICLE - Google Patents

Description

`` ACCIDENT MANAGEMENT SYSTEM AND METHOD IN AN ELECTRONIC LOCK OF A MOTOR VEHICLE LOCKING DEVICE ...

The present invention relates to an accident management system and method in an electronic lock (commonly known as e-latch) of a motor vehicle locking device.

In the following description and in the attached claims, the expression `` locking device '' will be used to indicate in general any movable element between an open position and a closed position, respectively to open and close an access to an internal compartment of a vehicle motorized, thus including luggage racks, hatches, a bonnet door or other closed compartments, a window regulator module, sunroofs as well as side doors of a motor vehicle to which the following description will explicitly refer only by way of example.

It is known that electric locks are provided in motor vehicles, for example to control the opening and closing of the side doors.

An electric door lock generally comprises a fork which is selectively rotatable with respect to a striker attached to the door pillar in order to lock and unlock the door. The electric door lock includes a catch which selectively engages the fork to prevent the fork from rotating. The electric door lock includes an electric motor, which is electrically connected to a vehicle's main electrical power source (for example, a 12 V battery of the same vehicle), in order to operate the vehicle directly or indirectly. grounding through an electrically operated actuator.

As is known, a common problem related to electric locks is to check, as required by safety regulations, the opening and closing of the doors even in the event of emergency situations, such as in the case of an accident or collision. involving the vehicle.

In particular, during an accident or other emergency situation, the vehicle doors must be kept closed, regardless of the activation of the handles or other user interventions or external interventions, for which the electric locks should be in a so-called state of â € œdouble lockingâ €, while after the accident it should be possible to open the vehicleâ € ™ s doors, so the electric locks should be promptly returned to the unlocked state.

In traditional systems, the accident management is delegated to the main vehicle management unit (also known as â € œcomputer of the vehicle bodyâ €) which is configured to detect an accident situation using an accident sensor and send appropriate control signals for electric locks (in particular, for the related electric motors) in order to activate a double lock in the event of an accident and thus determine the unlocking of the electric locks after the accident.

However, in an emergency, there may be a malfunction of the vehicle's main power supply or interruptions or a break in the electrical connection between the main power source and / or the vehicle's main handling unit and the locks. electric; in addition, the vehicle handling unit itself can be prone to damage during an emergency situation.

In such a case, the lock management procedure may fail and therefore reliable and safe operation of the electric lock assembly may not be guaranteed.

Possible solutions to this problem may involve a complex design of the handles, in order to filter acceleration peaks (or other detected quantities) that may be due to inertia or impacts during accidents (a solution known as `` coast to stop '' which prevents the door from to unlock during high impact loads).

However, this solution usually involves the presence of redundant mechanical mechanisms with greater area footprint and greater weight and additional costs, and also represents a further constraint for the design of the vehicle doors.

Therefore, among other things, there is a need in the industry for optimized and reliable accident management for an electric lock in a motor vehicle.

It is therefore an object of some aspects of the present invention to provide an electronic lock, designed to satisfy the above requirement.

This object can be achieved by an electronic lock and by an associated control method, as defined in the attached claims.

A preferred non-limiting embodiment of some aspects of the present invention will be described by way of example with reference to the attached drawings, in which:

Figure 1 is a schematic representation of a motor vehicle with a locking device and a related electronic lock assembly;

- Figure 2 is a more detailed block diagram of an electronic control circuit of the electronic lock assembly of Figure 1;

- Figure 3 is a flow diagram relating to an accident management procedure implemented in the electronic control circuit of Figure 2;

Figure 4 shows a possible embodiment of an accident signal generation module in the electronic control circuit of Figure 2; And

Figure 5 is a block diagram of an embodiment of a backup power source incorporated in the electronic lock assembly of Figure 1.

The reference number 1 in Figures 1 and 2 indicates as a whole an electronic lock assembly (elatch) coupled to a door 2 of a motor vehicle 3 (however, it is again emphasized that the electronic lock assembly 1 can be coupled to any type of locking device of the motor vehicle 3).

The electronic lock assembly 1 is electrically connected to a main power source 4 of the motor vehicle 3, for example a main battery which supplies a battery voltage Vbatt of 12 V, through an electrical connection element 5, for example a cable power supply (the main power source 4 may also include a different source of electrical energy inside the motor vehicle 3, for example an alternator).

The electronic lock unit 1 comprises an actuation unit 6 comprising an electric motor, operable to control the actuation of the door 2 (or in general of the vehicle locking device).

In a possible embodiment, the actuation assembly 6 comprises a fork 6a, which is selectively rotatable to engage a striker 6b (fixed to the body of the motor vehicle 3, for example to the so-called `` pillar A '' or `` pillar A '' Bâ € in a way not shown in detail). When the fork 6a is rotated into a locking position with respect to the striker 6b, the door 2 is in a closed operating state. A stop 6c selectively engages the fork 6b to prevent it from rotating, directly or indirectly driven by an electric motor 6d so as to move between an engagement position and a non-engagement position.

The electronic lock assembly 1 further comprises an electronic control circuit 10, for example comprising, as described in detail below, a microcontroller or other known computing unit which is suitably incorporated and arranged in the same casing or container 11 (shown schematically) together with the actuation group 6 of the electronic lock group 1, thus providing an integrated compact unit that is easy to assemble.

The electronic control circuit 10 is coupled to the actuation unit 6 and supplies the electric motor 6d with adequate driving signals Sd.

The electronic control circuit 10 is coupled to a vehicle management unit 12 which is configured to control the general operation of the motor vehicle 3 through an electrical connection element 14, for example a data bus so as to exchange signals, data, commands and / or information.

The vehicle management unit 12 is also coupled to accident sensors 13, for example an accelerometer or force sensors that provide signals, for example acceleration or force signals, indicative of the presence of an emergency situation, such as a accident. Conveniently, the electronic control circuit 10 also receives feedback information about the actuation of the lock by position sensors (not shown) such as Hall sensors configured to detect the operating position, for example of the fork 6b and / or of the Strand 6c, and also receives information about the actuation of the vehicle handles 15 (external and / or internal) from handle sensors 16 which detect the actuation by the user of the internal and / or external handles 15 of the doors 2 in the motor vehicle 3.

The electronic control circuit 10 is also coupled to the main power source 4 of the motor vehicle 3 so as to receive the battery voltage Vbatt; the electronic control circuit 10 is able to control whether the value of the battery voltage Vbatt decreases below a predetermined threshold value.

According to an aspect of the present solution, the electronic control circuit 10 comprises a built-in, integrated backup power source 20, which is configured to supply electric power to the electric motor 6d of the lock and to the electronic control circuit 10 itself, in case of malfunction or interruption of the main power source 4 of the motor vehicle 3.

This backup power source 20 is usually kept in a charged state during normal operation by the main power source 4, so that it is readily available as soon as the need arises, such as in the event of an accident.

In greater detail, the electronic control circuit 10 comprises a control unit 21, for example provided with a microcontroller, microprocessor or similar calculation module 21a, coupled to the reserve power source 20 and to the actuation unit 6 of the lock unit electronics 1 (supplying both the driving signal Sd) to check their operation.

The control unit 21 has an integrated memory 21b, for example a non-volatile random access memory coupled to the computing module 21a, which stores suitable programs and instructions for a computer (for example in the form of a firmware). It is pointed out that the control unit 21 could alternatively comprise a logic circuit with discrete components to perform the functions of the computing module 21a and of the memory 21b.

In a known way (not discussed in detail here), the control unit 21 is configured to control the electronic lock assembly 1 for the actuation of the door 2, on the basis of signals detected by the handle sensors 16, which are indicative, for example, of the user's intention to open the door 2 in the motor vehicle 3, and on the basis of signals received by the vehicle management unit 12 which are indicative, for example, of a correct authentication of the ™ user who has adequate means of authentication (for example in a key ring).

According to a particular aspect of the present solution, the control unit 21 is also configured to manage an accident situation and implement, locally to the electronic lock group 1, an appropriate control algorithm to control the same electronic lock group 1 without external intervention by the vehicle management unit 12.

In particular, the control unit 21, after receiving an emergency signal Cs from the vehicle management unit 12, indicative of the occurrence of an emergency situation (such as an accident), is able to initiate a accident management procedure, inside the electronic lock unit 1, in order to prevent the opening of the doors 2 of the motor vehicle 3 (thus disabling the handles 15) for a predetermined amount of time.

The accident management procedure can be performed regardless of the availability of the main power source 4 of the motor vehicle 3 and of the battery voltage Vbatt, thanks to the presence of the reserve power source 20, integrated inside the lock assembly electronic 1, and regardless of any malfunction of the electrical connections between the same electronic lock group 1 and the vehicle management unit 12 and / or from malfunctions of the vehicle management unit 12 itself.

After the predetermined time (if there is no emergency signal Cstutora in progress), the handles 15 are enabled again by the control unit 21.

In detail, and as shown in Figure 3, the accident management procedure implemented by the control unit 21 locally in the electronic lock assembly 1 provides for a first phase 30 in which the control unit 21 waits for the occurrence of a emergency situation, for example by monitoring the emergency signal Cs received by the vehicle management unit 12.

The emergency signal Csp can be generated by the vehicle management unit 12 in any known way, for example on the basis of the signals detected by the accident sensors 13.

Advantageously, the emergency signal Cs is received in an interrupt port of the control unit 21 so as to be processed promptly and immediately by the same control unit 21.

Once the emergency signal Cs has been received, the control unit 21 starts the accident management procedure and proceeds to an accident mode, disabling, phase 31, the operation of the handles 15 (external and / or internal) of the vehicle with motor 3 or in general the opening of the doors 2.

For example, the electronic lock unit 1 is controlled to keep the door 2 in a closed operating state, regardless of the user's actuation of the handles 15, detected by the handle sensors 16; for this purpose, the control unit 21 is configured to prevent the actuation group 6 from actuating the door 2 and / or the electric motor 6d from activating the actuation group 6. In a possible solution, the The control unit 21 can continue to read the handle sensors 16, and, during crash mode, avoid any actuation by the electric motor (to release or open the doors 2).

Once the handles 15 have been disabled, any unwanted release (opening) of the vehicle doors 2 due to inertia or impact during the accident can be avoided. Therefore, even if the handles 15 or the related power release switches are activated during the accident, no release of the doors 2 can occur.

Due to safety requirements, it must be possible to open at least one door 2 on each side of the vehicle after an accident.

Therefore, the accident management procedure implemented by the control unit 21 is designed to exit the accident mode whenever one of the following two alternative situations occurs:

- as monitored in step 32, the emergency signal Cs (or other different signal), in general an â € œexit signalâ € received by the vehicle management unit 12 on the data bus 14), having an appropriate value, signals the end of the emergency condition for the motor vehicle 3;

- as monitored in step 34, an accident waiting period (timeout) ends, i.e. a preset period of time counted by the control unit 21 (through an internal clock), for example in the order of a few seconds, for example example from 5 to 20 seconds, depending on the type of accident (at low speed, with overturning, etc.).

In particular, the exit from the accident mode is determined by the occurrence of the first of the aforementioned situations.

The accident waiting period allows you to exit the accident mode even in the event of a malfunction of the electrical connection between the electronic lock unit 1 and the vehicle management unit 12 and / or a malfunction of the vehicle management unit 12 itself.

Once the predetermined period of time has elapsed, and if there is no incident in progress and no new emergency condition is detected, the handles 15 can be automatically enabled again by the control unit 21 in step 36.

In particular, the electronic lock group 1 is controlled in a normal operating state, during which the actuation by the handles 15 is again allowed and determines corresponding actions in the electronic lock group 1.

The backup power source 20 incorporated in the electronic control circuit 10 of the electronic lock assembly 1 ensures that the crash mode is completely independent of any part of the vehicle outside the same electronic lock assembly 1. The crash procedure must only be â € œinitiatedâ € by the vehicle management unit 12; after that, the control unit 21 in the electronic lock group 1 is able to manage the accident mode autonomously.

During crash mode, the control unit 21 can also be configured to enter a power reduction mode, in order to save backup power in the event of a loss of connection to the main power source 4 or a malfunction of the same main power source 4; for example, an alarm condition originating from the handle sensors 16 can be disabled (ie the interrupt activation due to the detection signals coming from the handle sensors 16 can be disabled).

Figure 4 schematically shows a possible embodiment of an accident signal generation module 41 implemented in the control unit 21 of the electronic control circuit 10 of the electronic lock assembly 1, which does not require any significant modification of the vehicle management unit 12 for generating the accident signal Cs.

This solution is advantageous as it allows the assembly of the improved electronic lock assembly 1 (with the integrated control unit 21), without requiring any other hardware modification in the motor vehicle 3.

In particular, the electrical connection element 14, which couples the vehicle management unit 12 to the electronic lock unit 1 here comprises analogue signal lines which may be present in the motor vehicle 3, indicated with 14a, 14b, 14c: for example a lock signal line 14a, an unlock signal line 14b and a double-lock signal line 14c. In a known way, not described in detail here, the signals on these lines are commonly used to operate electric locking / unlocking motors in the assemblies of conventional locks.

In order to signal the presence of an emergency situation, the vehicle management unit 12 can be configured to set all the analogue signal lines 14a, 14b, 14c to a high level (a condition that is never satisfied during the normal operation), for example at the battery voltage Vbatt, so that the control unit 21 may be able to activate the accident mode in the event that, in phase 30, a high level of all the analog signal lines 14a, 14b, 14c.

As shown in Figure 4, the crash signal generation module 41 may comprise an AND logic gate 42 for generating the crash signal Cs, as a logic signal, to be received on an interrupt gate of the computing module 21a of the control unit 21, starting from the value of the signals received on the analog signal lines 14a, 14b, 14c.

The AND logic gate 42 has three input terminals, each coupled to a respective one of the analog signal lines 14a, 14b, 14c and an output terminal coupled to the interrupt gate (or in general to a high priority input) of the calculation 21a and providing the incident signal Cs.

As soon as a high level of the crash signal Cs is received, the control unit 21 can therefore enter crash mode, enable the backup power source 20, disable the handles 15 and start counting the predetermined time to exit automatically from crash mode at the end of the crash waiting period.

A possible embodiment in the backup power source 20 is now described with reference to Figure 5.

The backup power source 20 comprises a group of low voltage supercapacitors 52 (hereinafter group of supercapacitors 52), also known as double-layer electrolytic capacitors, as an energy supply unit (or energy reservoir) for provide energy reserve to the electronic lock assembly 1, even in the event of a power failure of the main power source 4.

Supercapacitors advantageously provide high energy density, high output current capacity and have no memory effects; furthermore, supercapacitors are small in size and easy to integrate, have an extended temperature range, long life, and can withstand a high number of charge cycles. Supercapacitors are non-toxic and pose no explosion or fire hazard, therefore they are suitable for hazardous conditions, such as automotive applications.

In one possible embodiment, the supercapacitor assembly 52 may comprise two supercapacitor cells, connected in series, which each provide, when charged, a voltage level, for example 2.5 to 2.7 V, at in order to jointly supply a supercapacitor voltage Vsc, for example of the order of 3 V - 5 V which can be used as a backup power supply for the electronic lock group 1 in emergency situations, when it is not available energy from the main power source 4 of the motor vehicle 3.

The backup power source 20 further comprises a charge module 54; an equalization module 55 and a boost module 56.

The charging module 54 is electrically coupled to the supercapacitor group 52 and is configured to recharge the capacitor group 52 continuously, starting from the battery voltage Vbattwhen the power from the main power source 4 is available, so such that the same group of supercapacitors 52 can offer a complete accumulation of energy for emergency situations and that any leakage current is compensated.

The equalization module 55 is electrically coupled to the supercapacitor assembly 52 and is configured to ensure that both supercapacitor cells have a desired cell voltage value, particularly the same cell voltage value during operation (to achieve a balanced operating condition). The equalization module 55 also prevents the supercapacitor cells from having a cell voltage higher than a desired maximum cell voltage level, which protects the supercapacitors from overload.

The boost module 56 receives at its input the supercapacitor voltage Vsc generated by the supercapacitor group 52 and is configured to boost, i.e. increase, its value up to standard automotive voltages (for example, 9 V - 16 V) and supply sufficient power output to drive standard automotive electric motors, such as the electric motor 6d of the electronic lock assembly 1.

In fact, the supercapacitor voltage Vsc may be too low to provide an effective backup power source to operate the electric motor 6d in emergency situations such as loss of, or insufficient, power from the main power source 4 of the motor vehicle. 3. The boosting module 56 therefore supplies on its output (which is also the output of the reserve energy source 20) a boosted voltage Vboostin function of the supercapacitor voltage Vsc.

The boosted voltage Vboost is then received by an output module, not shown, in the electronic control circuit 10, for example comprising an integrated bridge H, whose output drives the electric motor 6d of the electronic lock assembly 1.

The backup power source 20 further comprises a diagnostic module 58 which is operatively coupled to the supercapacitor assembly 52 and is configured to monitor the operating status of the supercapacitors during the charging process, by measuring their temperature, their value of voltage, their capacitance value and / or equivalent internal resistance (CCR direct current resistance).

The diagnostic module 58 is also coupled to the control unit 21 to provide it with diagnostic information, for example including the value of the supercapacitor voltage Vsc.

The advantages of the described solution are evident from the previous description.

In particular, an increase in safety is achieved in the management of accidents, during and after the accident or any other type of emergency situation involving the motor vehicle 3. In fact, the control unit 21 in the electronic control 10 of the electronic lock group 1 is able to manage the accident mode independently from the vehicle management unit 12 or from any part of the vehicle outside the same electronic lock group 1.

Consequently, any malfunction affecting the vehicle management unit 12 and / or the main power source 4 of the motor vehicle 3 does not affect the proper management of the vehicle locking devices (for example, door 2) even during emergency situations.

The solution described does not involve any modification of the vehicle management unit 12 or of any part of the vehicle outside the electronic lock unit 1; only a software change in the vehicle management unit 12 may be required for adequate generation of the accident signal Cs in order to initiate the accident management procedure.

The described solution allows to obtain a simpler and more economical design of the doors 2 of the motor vehicle 1, in particular as regards the relative handles 15.

Clearly, it is possible to make changes to what is described and illustrated herein, without however departing from the scope of protection defined in the attached claims.

In particular, it is again emphasized that the electronic lock unit 1 can operate any type of locking device inside the motor vehicle 3, different from its doors 2.

Claims (17)

CLAIMS 1. Electronic lock assembly (1) for a locking device (2) of a motor vehicle (3), comprising a control unit (21) and a backup power source (20) configured to supply a voltage of backup power supply (Vsc) during an emergency operating condition, characterized by the fact that the control unit (21) is configured to enter an emergency mode to disable the activation of the closing device (2), following the detection of the occurrence of the emergency operating condition, and to keep the actuation of the closing device (2) disabled independently, during the emergency operating condition. Electronic lock according to claim 1, wherein the backup power source (20) and the control unit (21) are integrated and incorporated within a housing (11) of the electronic lock assembly ( 1). Electronic lock according to claim 1 or 2, wherein the backup power source (20) comprises a supercapacitor assembly (22), configured to: store energy during a normal operating condition in which the electronic lock assembly (1 ) Is adapted to be powered by a main power source (4) of the motor vehicle (3), which supplies a main power supply voltage (Vbatt), and to supply the backup power supply voltage (Vsc) to power the electronic lock assembly (1) during the emergency operating condition. Electronic lock according to any one of the preceding claims, wherein the emergency operating condition comprises a collision or accident involving the motor vehicle (3). 5. Electronic lock according to any one of the preceding claims, comprising an actuator (6a, 6c) operable to actuate the locking device (2) and a controllable electric motor (6d) to actuate the actuator (6a, 6c); in which the control unit (21) in the emergency mode is configured to disable the actuator (6a, 6c) from actuating the closing device (2), or the electric motor (6d) from the ™ operate the actuator, or to disable both, the actuator (6a, 6c) and the electric motor (6d). 6. Electronic lock according to any one of the preceding claims, wherein the control unit (21) is configured to receive an emergency signal (Cs) from an external main management unit (12) of the motor vehicle (3 ) on a communication line (14), the emergency signal (Cs) being indicative of the emergency operating condition, and for entering the emergency mode, following the reception of the emergency signal (Cs). 7. Electronic lock according to any one of the preceding claims, wherein the control unit (21) is coupled to an external main management unit (12) of the motor vehicle (3) through a communication line (14) comprising at least a first and a second signal line (14a, 14b), and is configured to detect the occurrence of the emergency operating condition and to enter the emergency mode, following the detection of a high voltage level on both first and second signal lines (14a, 14b). 8. Electronic lock according to claim 6 or 7, wherein the control unit (21) is configured to exit the emergency mode to re-enable the actuation of the locking device (2), following the occurrence a first of the following conditions: the reception of an output signal from the external main management unit (12) of the motor vehicle (3) on the communication line (14), the output signal being indicative of the end of the emergency operating condition; and the expiration of a predetermined period of time from the start of the emergency mode. 9. Electronic lock according to any one of the preceding claims, in which the control unit (21) is configured to exit the emergency mode to allow the closing device (2) to be activated again following the expiry of a fixed period of time from the start of the emergency mode. 10. Electronic lock according to any one of the preceding claims, in which the control unit (21) is configured to autonomously manage the emergency mode during the emergency operating condition, independently of an external main management unit (12) of the motor vehicle (3). 11. Electronic lock according to any one of the preceding claims, wherein the control unit (21) is configured to implement a reduced power operation during the emergency mode in order to save the backup power source ( 20). 12. Electronic lock according to any one of the preceding claims, in which the control unit (21) in the emergency mode is configured to keep the activation of the locking device (2) disabled regardless of an intervention by the user or by an external intervention on the closing device (2) or on parts (15) of the same. Motor vehicle (3) comprising a locking device (2) and, coupled to the locking device (2), an electronic lock assembly (1) according to any one of the preceding claims. 14. Method for controlling an electronic lock assembly (1) for a locking device (2) of a motor vehicle (3), characterized by the steps, performed in a control unit (21) integrated within the assembly of electronic lock (1), of: detecting the occurrence of an emergency operating condition; enter an emergency mode to disable the actuation of the closing device (2) following the detection of the occurrence of the emergency operating condition; And keep the activation of the closing device (2) disabled during the emergency operating condition. Method according to claim 14, wherein the step of detecting the occurrence of the emergency operating condition comprises receiving, at the control unit (21), an emergency signal (Cs) from an external main management unit (12) of the motor vehicle (3), on a communication line (14). 16. Method according to claim 15, comprising the step of exiting the emergency mode to allow again the actuation of the closing device (2) following the occurrence of a first of the following conditions: the reception of an output signal from an external main management unit (12) of the motor vehicle (3) on the communication line (14), the signal being indicative of the end of the emergency operating condition; and the expiration of a predetermined period of time from the start of the emergency mode. 17. Method according to any one of claims 14 to 16, comprising the step of exiting the emergency mode to allow the closing device (2) to be activated again following the expiry of a predetermined period of time from the start of the emergency mode.