WO1993025786A1 - Systeme de verrouillage central pour vehicules automobiles - Google Patents

Systeme de verrouillage central pour vehicules automobiles Download PDF

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Publication number
WO1993025786A1
WO1993025786A1 PCT/EP1993/001049 EP9301049W WO9325786A1 WO 1993025786 A1 WO1993025786 A1 WO 1993025786A1 EP 9301049 W EP9301049 W EP 9301049W WO 9325786 A1 WO9325786 A1 WO 9325786A1
Authority
WO
WIPO (PCT)
Prior art keywords
central locking
locking system
actuator
actuators
bit
Prior art date
Application number
PCT/EP1993/001049
Other languages
German (de)
English (en)
Inventor
Ulrich Dochtermann
Peter Fein
Robert Klinar
Werner Philipps
Original Assignee
Itt Automotive Europe Gmbh
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.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=6460843&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO1993025786(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Itt Automotive Europe Gmbh filed Critical Itt Automotive Europe Gmbh
Priority to EP93909868A priority Critical patent/EP0644975B1/fr
Priority to JP6501052A priority patent/JPH08501357A/ja
Priority to DE59303270T priority patent/DE59303270D1/de
Publication of WO1993025786A1 publication Critical patent/WO1993025786A1/fr

Links

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

Definitions

  • the invention relates to a central locking system for motor vehicles, with a number of actuators, each of which has a signal unit which, depending on current state parameters, of an opening and / or an operating element of the motor vehicle monitored by it or as a function of external input ⁇ the specified command signals forwards data signals to a control unit, which generates control signals from these data signals, with which control elements of the central locking system are actuated, which effect the locking and unlocking of the openings of the motor vehicle.
  • Such a central locking system is known from DE-OS 36 28 706.
  • Each actuator of the central locking system is connected via a bus system to a central processor which evaluates the status parameters of the doors of the motor vehicle registered by the signal transmitter units of the individual actuators.
  • the data signals supplied by the signal transmitters are then converted into control signals for the control elements of the central locking in accordance with a program stored in the central processor. This will then be fed to the control elements in turn via the bus system.
  • a disadvantage of the known central locking system is the extremely complex signal flow: the signals must first be routed from each actuator to the central processor and the control signals calculated therein must then be routed to the actuating elements of the central locking system. This bidirectional signal flow between actuators or adjusting elements and the central processor disadvantageously requires complex bus management.
  • a central locking system for a plurality of active functional units and / or passive components of a motor vehicle is known from DE-OS 38 36 026.
  • This has a signal input device which responds to an externally input input signal and which controls the locking and unlocking of the functional units coupled to it or the passive components.
  • the signal input device contains a data processing device which converts the input signals supplied by an external signal generator of the signal input device into control signals for the functional unit, which leads via a serial interface and a bus line to the function units of the central locking system become.
  • the task of the invention is to develop a central locking system of the type mentioned at the outset in such a way that the signal flow required for operating the central locking system is simplified.
  • each actuator of the central locking system has its own control unit, to which the data signals of the signal transmitter unit of its actuator and selected data signals of the signal transmitter units of the other actuators of the central locking system are fed.
  • the central locking system according to the invention Due to the decentralized control used in the central locking system according to the invention, a drastic reduction of the signal information to be transmitted is achieved in a particularly advantageous manner: whereas in conventional systems each data signal from each signal transmitter unit of each actuator of the central locking system to the central processor If the processor is guided and the control signals calculated therefrom have to be transferred back to the actuating elements, the central locking system according to the invention enables the same functions to be carried out with a considerably smaller number of transmitted data. Because in the central locking system according to the invention, it is only necessary in a particularly advantageous manner that the data signals occurring in one actuator are sent to the other actuators transmitted, which are relevant for the overall function of the central locking system. The transmission of control signals outside an actuator is advantageously completely eliminated. In addition, the decentralized control makes it particularly easy to provide comfort functions for the central locking system for each door.
  • FIG. 1 shows a functional diagram of a first exemplary embodiment
  • FIG. 2 shows a functional diagram of a second exemplary embodiment.
  • the first exemplary embodiment of a central locking system for a motor vehicle shown schematically in FIG. 1, has four actuators 1-4.
  • the actuator 1 or 2 serves to lock and secure theft of a right or left front door and the actuator 3 or 4 serves the same purpose for a rear door of a four-door motor vehicle.
  • Each actuator 1-4 is connected via a pair of supply lines 10a, 10b to a voltage Supply 11 of the motor vehicle connected.
  • the number of four actuators shown in FIG. 1 was chosen only for the sake of example. The person skilled in the art can easily see from the following explanations how he can adapt the described arrangement for a central locking system containing more than four actuators.
  • Each actuator 1-4 has a signal transmitter unit 12a-12d consisting of at least one signal transmitter.
  • a first signal transmitter 13a of the signal transmitter unit sends a data signal which indicates whether the door to be monitored is opened or pre-latched or closed.
  • a second signal transmitter 13b indicates that the door is completely closed.
  • the third to fifth signal transmitters 13c-13e serve to control the central locking system by the user of the motor vehicle: the third signal transmitter 13c registers via an external input signal, for example a specific position of the car key in the door lock, that the user has one with the central locking device would like to activate interlocking theft protection.
  • the fourth and fifth signal transmitters 13d and 13e register that the user is opening or closing the motor vehicle.
  • the actuators 3, 4 assigned to these doors - as can be seen from FIG. 1 - have no third to fifth signal transmitters 13c-13e.
  • the sixth and seventh signal transmitters 13f-13g serve for monitoring the position or the function of the control elements of the anti-theft device and the central locking or of functional parts thereof.
  • each actuator 1-4 of the central locking system has its own control unit 20a-20d, to which the data signals generated by the signal transmitters 13a-13g are fed.
  • Each control unit 20a-20d of an actuator 1-4 queries the signal information of the individual signal transmitters 13a-13g of the signal transmitter unit 12a-12d and uses these data signals and selected data signals from the other actuators to calculate control signals for motor drivers 21 and 22, which control commands for them Generate control elements of the central locking and the anti-theft device, which are assigned to the respective actuator.
  • the functional units 1, the motor drivers 21 and 22 are only shown schematically, since the person skilled in the art is familiar with the structure of the other functional units of a central locking system and an anti-theft system.
  • a bus system 30 which is transmitted in time-division multiplex to the messages sent by the actuators 1-4.
  • This bus system 30 is advantageously designed as a multi-master bus system, so that each actuator 1-4 can request the bus system 30 via an interface logic integrated in the control unit 20a-20d.
  • the bus system 30 can be managed by a known bus arbitration method.
  • each message from an actuator consists of a bit block that has a standardized structure.
  • the first bit of the bit block is a start bit, which indicates the start of the transmission of the bit block. It is important here that the value of the start bit corresponds to the value of the dominant level on the bus system 30, so that each actuator 1-4 of the central locking system corresponds to the value of the dominant level on the bus system 30 by transmitting the start bit , so that each actuator 1-4 of the central locking system can pull the bus system 30 towards itself by sending out the start bit.
  • a first message bit indicates the position of the door assigned to the respective actuator: the value "1" of the first message bit means that this door is completely closed.
  • the first message bit is followed by a second message bit, which is used to switch on an interior light 5 of the motor vehicle: the value "1" or "0" of the second message bit indicates that this door is closed or preparatory is steady or open.
  • the second message bit is followed by a bit group consisting of the third and fourth message bits, which contain, in coded form, the external command signals registered by the third to fifth signal transmitters 13c-13e of an actuator (for example actuator 1): the two message bits of this bit group indicate simultaneously the value "0", the remaining actuators 2-4 of the central locking system are informed that the user of the motor vehicle wants to unlock the central locking and switch off the anti-theft device.
  • the pair of values "0, 1" or "1, 0" of this bit group means that the vehicle is locked or the anti-theft device is to be armed.
  • Assign the third and fourth message bit both have the value "1", this means that no action is to be carried out.
  • the decentralized control of the central locking system described here has the advantage over the conventional systems with a central control that it enables a drastic reduction in the signal information to be transmitted: with conventional central locking systems, all information of each signal generator of each actuator must be available Central electronics are transferred and the control signals calculated therefrom by the central electronics are brought back to the control elements of the central locking and the anti-theft device arranged on the doors of the motor vehicle and interacting with the respective actuator.
  • a transmission of control signals for the movement of the actuating elements of each actuator is not relevant for the other actuators, since each actuator 1-4 independently determines these for the actuating elements assigned to it :
  • Such a signal transmission between the individual actuators can therefore be completely omitted in a particularly advantageous manner.
  • the signal flow required for the function of the central locking system is therefore drastically reduced.
  • the decentralized control of the central locking system makes it particularly easy to integrate the so-called comfort functions of a central locking system - such as an individual locking and unlocking of a specific door of the motor vehicle.
  • the decentralized control used in the described central locking system requires that - since a central processor is not provided - the control units 20a-20d of each actuator 1-4 themselves generate the system cycle required for their data processing.
  • the signals on the bus system 30 are then sampled with the system clock specific to the respective control unit 20a-20d.
  • the system clocks of the individual actuators 1-4 For correct data transmission via the bus system 30, it is therefore necessary for there to be a correlation between the system clocks of the individual actuators 1-4.
  • this can be done in a known manner in that each actuator 1-4 has a highly precise oscillating quartz, so that the individual system clocks are sufficiently precise in period.
  • the synchronization of the individual actuator cycles can also take place in that an actuator is designed as a clock master.
  • the distribution then takes place on the bus in message format. It is also particularly advantageous to proceed as follows:
  • the receiving actuator thus knows the length of a bit of the sending actuator in units of its own system clock and can therefore temporally resolve the incoming signal data accordingly.
  • This particularly simple solution to the synchronization problem which occurs in a central locking system with decentralized control allows a less precise and therefore cheaper oscillator - such as an RC oscillator - to be used to generate the system clock, thereby reducing the manufacturing costs of the control unit of everyone Actuator be reduced. It is also advantageous that such a correlation determination has a high error tolerance with respect to deviations in the different system clocks of the actuators, which can then be in a range of 30-200%.
  • FIG. 2 corresponds essentially to that of FIG. 1, so that the same parts are provided with the same reference numerals.
  • the main difference between these two embodiments is that, instead of the bus system 30, four parallel lines 30a-30d are used for data transmission, on which the state of each bit is statically or dynamically transmitted in parallel between the actuators.
  • the number of lines required is determined by the number of bits of a status message to be transmitted. This has the advantage that the multiplex format signals required in the time-division multiplex method can be omitted in the case of such a signal transmission, which further simplifies the control electronics.

Landscapes

  • Lock And Its Accessories (AREA)

Abstract

Chaque actionneur d'une pluralité d'actionneurs (1-4) présente une unité d'émission de signal (12a-12d) qui envoie, en fonction des paramètres d'état actuels de l'ouverture du véhicule qu'elle surveille ou en fonction des signaux d'instruction venus de l'extérieur, des signaux de données à une unité de commande qui établit, sur la base de ces derniers, les signaux de commande qui piloteront les éléments de commande (22, 23) du système de verrouillage central qui assurent le verrouillage et le déverrouillage des ouvertures du véhicule automobile. Selon cette invention, chaque actionneur (1-4) du système de verrouillage central comporte sa propre unité de commande (20a-20d), à laquelle parviennent les signaux de données provenant de l'unité d'émission de signal (12a; 12b; 12c; 12d) dudit actionneur (1; 2; 3; 4) ainsi que des signaux de données sélectionnés provenant des unités d'émission de signal (12b-12d; 12a, 12c, 12d; 12a, 12b, 12d; 12b-12d) des autres actionneurs (2-4; 1, 3, 4; 2-4) du système de verrouillage central.
PCT/EP1993/001049 1992-06-12 1993-04-30 Systeme de verrouillage central pour vehicules automobiles WO1993025786A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP93909868A EP0644975B1 (fr) 1992-06-12 1993-04-30 Systeme de verrouillage central pour vehicules automobiles
JP6501052A JPH08501357A (ja) 1992-06-12 1993-04-30 自動車用の中央ロックシステム
DE59303270T DE59303270D1 (de) 1992-06-12 1993-04-30 Zentralverriegelungssystem für kraftfahrzeuge

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4219212A DE4219212A1 (de) 1992-06-12 1992-06-12 Zentralverriegelungssystem für Kraftfahrzeuge
DEP4219212.9 1992-06-12

Publications (1)

Publication Number Publication Date
WO1993025786A1 true WO1993025786A1 (fr) 1993-12-23

Family

ID=6460843

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1993/001049 WO1993025786A1 (fr) 1992-06-12 1993-04-30 Systeme de verrouillage central pour vehicules automobiles

Country Status (5)

Country Link
EP (1) EP0644975B1 (fr)
JP (1) JPH08501357A (fr)
DE (2) DE4219212A1 (fr)
ES (1) ES2089818T3 (fr)
WO (1) WO1993025786A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0694665A1 (fr) * 1994-07-27 1996-01-31 Ymos France Ensemble constitué d'une serrure électrique de portière de véhicule automobile associée à ses moyens de commande et d'alimentation
FR2723129A1 (fr) * 1994-07-30 1996-02-02 Kiekert Ag Systeme de fermeture pour vehicule automobile
DE10101493A1 (de) * 2001-01-12 2002-08-14 Bosch Gmbh Robert Kraftfahrzeug-Türschloß, Kraftfahrzeug-Türschließystem und Verfahren zur Steuerung eines Kraftfahrzeug-Türschlosses

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19518306B4 (de) * 1994-05-27 2007-04-19 Volkswagen Ag Vorrichtung zur Steuerung einer Anzahl von untereinander kommunizierenden Aktuatoren eines Systems
DE19613590C2 (de) * 1996-04-04 2001-07-26 Volkswagen Ag Verfahren und Vorrichtung zur Steuerung einer Anzahl von untereinander kommunizierenden Aktuatoren
DE19745689A1 (de) * 1997-10-16 1999-04-22 Bayerische Motoren Werke Ag Vorrichtung in Fahrzeugen
DE10001415C1 (de) * 2000-01-15 2001-06-21 Bosch Gmbh Robert Kraftfahrzeug-Türschloß, Kraftfahrzeug-Türschließsystem und Verfahren zur Steuerung eines Kraftfahrzeug-Türschlosses
FR2873144B1 (fr) * 2004-07-13 2013-03-22 Arvinmeritor Light Vehicle Sys Serrure de vehicule automobile
DE102007028957A1 (de) 2007-06-23 2008-12-24 Kiekert Ag Aktuator für insbesondere Kraftfahrzeugtürschlösser
DE102012022877B4 (de) 2012-11-22 2023-12-07 Audi Ag Verfahren zum Entriegeln und Verriegeln eines Schlosses

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3001331A1 (de) * 1980-01-16 1981-07-23 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum seriellen uebertragenvon daten in und/oder aus einem kraftfahrzeug
DE3541995A1 (de) * 1985-11-28 1987-06-04 Swf Auto Electric Gmbh Schaltanordnung fuer elektromotorische stellantriebe
EP0257212A2 (fr) * 1986-08-23 1988-03-02 VDO Adolf Schindling AG Dispositif de verrouillage central pour un véhicule automobile
EP0446574A2 (fr) * 1990-02-27 1991-09-18 Mercedes-Benz Ag Système de verrouillage central et dispositif de blocage pour un véhicule et méthode pour leur contrôle
WO1991017069A1 (fr) * 1990-05-04 1991-11-14 Alfred Teves Gmbh Systeme de reglage combine pour vehicules a moteur
EP0246666B1 (fr) * 1986-05-22 1994-05-04 Chrysler Corporation Bus de données sériel pour différents modes d'opération (SCI, SPI et SPI tamponné) et méthodes pour interface périphérique sérielle dans un bus de données sériel

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3001331A1 (de) * 1980-01-16 1981-07-23 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum seriellen uebertragenvon daten in und/oder aus einem kraftfahrzeug
DE3541995A1 (de) * 1985-11-28 1987-06-04 Swf Auto Electric Gmbh Schaltanordnung fuer elektromotorische stellantriebe
EP0246666B1 (fr) * 1986-05-22 1994-05-04 Chrysler Corporation Bus de données sériel pour différents modes d'opération (SCI, SPI et SPI tamponné) et méthodes pour interface périphérique sérielle dans un bus de données sériel
EP0257212A2 (fr) * 1986-08-23 1988-03-02 VDO Adolf Schindling AG Dispositif de verrouillage central pour un véhicule automobile
EP0446574A2 (fr) * 1990-02-27 1991-09-18 Mercedes-Benz Ag Système de verrouillage central et dispositif de blocage pour un véhicule et méthode pour leur contrôle
WO1991017069A1 (fr) * 1990-05-04 1991-11-14 Alfred Teves Gmbh Systeme de reglage combine pour vehicules a moteur

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0694665A1 (fr) * 1994-07-27 1996-01-31 Ymos France Ensemble constitué d'une serrure électrique de portière de véhicule automobile associée à ses moyens de commande et d'alimentation
FR2723127A1 (fr) * 1994-07-27 1996-02-02 Ymos France Sa Ensemble constitue d'une serrure electrique de portiere de vehicule automobile associee a ses moyens de commande et d'alimentation
FR2723129A1 (fr) * 1994-07-30 1996-02-02 Kiekert Ag Systeme de fermeture pour vehicule automobile
DE10101493A1 (de) * 2001-01-12 2002-08-14 Bosch Gmbh Robert Kraftfahrzeug-Türschloß, Kraftfahrzeug-Türschließystem und Verfahren zur Steuerung eines Kraftfahrzeug-Türschlosses
DE10101493B4 (de) * 2001-01-12 2006-12-28 Brose Schließsysteme GmbH & Co.KG Kraftfahrzeug-Türschloß, Kraftfahrzeug-Türschließystem und Verfahren zur Steuerung eines Kraftfahrzeug-Türschlosses
DE10101493B9 (de) * 2001-01-12 2007-07-12 BROSE SCHLIEßSYSTEME GMBH & CO. KG Kraftfahrzeug-Türschloß, Kraftfahrzeug-Türschließystem und Verfahren zur Steuerung eines Kraftfahrzeug-Türschlosses

Also Published As

Publication number Publication date
DE4219212A1 (de) 1993-12-16
EP0644975B1 (fr) 1996-07-17
ES2089818T3 (es) 1996-10-01
DE59303270D1 (de) 1996-08-22
JPH08501357A (ja) 1996-02-13
EP0644975A1 (fr) 1995-03-29

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