WO1999064269A1 - Module electronique pour la commande et le diagnostic des lampes de signalisation d'automobiles - Google Patents

Module electronique pour la commande et le diagnostic des lampes de signalisation d'automobiles Download PDF

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Publication number
WO1999064269A1
WO1999064269A1 PCT/US1999/013023 US9913023W WO9964269A1 WO 1999064269 A1 WO1999064269 A1 WO 1999064269A1 US 9913023 W US9913023 W US 9913023W WO 9964269 A1 WO9964269 A1 WO 9964269A1
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WO
WIPO (PCT)
Prior art keywords
signal
lamps
actuation
processing means
excitation
Prior art date
Application number
PCT/US1999/013023
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English (en)
Inventor
Angela Dawn Magruder
Original Assignee
Lear Corporation
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
Application filed by Lear Corporation filed Critical Lear Corporation
Publication of WO1999064269A1 publication Critical patent/WO1999064269A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q11/00—Arrangement of monitoring devices for devices provided for in groups B60Q1/00 - B60Q9/00

Definitions

  • This invention relates to the operational control of automobile lamps, and more particularly to the control and diagnostics of automobile signal lamps.
  • vehicle signal lamp subsystems include the brake warning lamps, turn signals and hazard lamps.
  • brake warning lamps are important to vehicle and occupant safety as well as to the safety of other drivers and to pedestrians. Notwithstanding the past improvements and reliability of these systems, they each remain fundamentally the same in terms of their operation and/or control.
  • Each of these prior art systems operate in an electromechanical fashion.
  • the brake lamp system is actuated with closure of a brake switch connected to the brake pedal, such that when the brake pedal is depressed the switch closes and applies 12 VDC to the brake lamps. While this system has high reliability due to its simplicity, there is no immediate notice to the driver of a failure in the brake lamp system.
  • Such a failure could include a failed switch which, although the braking system operates, fails to provide the excitation voltage to the lamps.
  • a common problem is burn out of one or more of the brake lamps.
  • the most common failure is a burned out turn signal lamp which is not immediately discoverable by the driver but which may cause severe hazards by failure to give a turn signal notice to either oncoming or following vehicles, depending on whether a front bulb or rear bulb is out.
  • a final safety signaling system is the automobile's hazard lamp system, which uses the vehicle's brake and turn signal lamps, and the turn signal flasher unit, which oscillates the excitation to these lamps so as to produce a flashing signal.
  • the hazard lamps whenever activated, i.e. stationary or moving vehicle, provide an essential safety warning to other drivers, such that any loss of lamp performance may severely hamper the function.
  • a further emphasis with regard to the safety importance of providing a driver warning of these signal failures is that there is no known probability to a failure pattern.
  • a single bulb failure in the turn signal system removes any notice to those persons approaching the vehicle from the direction of the failed lamp.
  • a failure of the brake lamps associated with one side of a vehicle can completely eliminate braking notice to following vehicles if the operating lamp side is obscured or, in darkness, may provide the illusion of a motorcycle rather than an automobile. Disclosure of Invention
  • One object of the present invention is to provide improved operation of an automobiles signaling lamps, including its turn signal lamps, hazard lamps, and brake lamps. Another object of the present invention is to provide a system for automatically detecting lamp failures. A still further object of the present invention is to provide notice of lamp failure to the operator to permit early correction. A still further object of the present invention is to maintain a record of detected lamp failures which may be automatically read by external diagnosis equipment thereby providing for lower cost repair.
  • the actuation of a motor vehicle signaling device is controlled by, and its performance monitored by, a microprocessor based control which is responsive to a signaling state command entered by an operator.
  • the control includes detection circuitry for notifying the microprocessor of the presence of an operator commanded signaling state, and actuator circuitry for actuating the signaling device in response to a microprocessor command signal.
  • the microprocessor receives the sensed actual magnitude of the device excitation current and compares this actual value with reference values indicative of nominal operation, to record error messages in memory of the existence of non operational signaling devices in dependence on a difference value magnitude between the actual value and the reference value.
  • control circuitry includes interface circuitry operatively connected to the microprocessor and adapted for connective operability to external equipment which may access the error messages stored in memory in the performance of vehicle performance analysis.
  • an alarm alerts the vehicle operator in real time of the existence of a priority error signal indicative of a safety failure condition.
  • the present invention provides for intelligent means to govern the operation of and to monitor the performance of an automobile's signaling devices.
  • the system includes detection and reporting of failure modes in the lamp excitation to permit efficient repair, as well as providing real time alarms to the vehicle operator in the event of a signal device failure constituting a safety failure condition.
  • Fig. 1 is a system block diagram of one embodiment of the present invention
  • Fig. 2 A and 2B is a schematic illustration of the embodiment of Fig 1;
  • Fig. 3 is a flow chart diagram illustrating the process steps performed by the embodiment of Figs. 2 A and B;
  • Fig. 4 is a schematic representation of an alternative configuration of one element of the embodiment of Figs. 2 A and B;
  • Fig. 5 is a flow chart diagram illustrating additional processing steps that may be performed in connection with the alternative configuration of Fig. 4.
  • Fig. 1 illustrates in block diagram form the interconnection of the present motor vehicle multi-function control module 10 with the vehicle's signal lamp excitation circuitry.
  • the vehicle's signal lamps are shown as a lamp block 12 which is energized/actuated by signal currents selectively routed through a multifunction switch 14.
  • the switch 14 is of a well known type multi-positionable function switch which is mounted within the operator's reach, typically as a wand on the steering column, and is responsive to operator control for selective actuation of - the vehicle's turn signals and hazard lamps. As described in detail hereinafter with respect to , positioning of the switch 14 actuates various ganged switches to complete the current path to the selected function lamps.
  • the lamp excitation current is provided to the switch 14 on lines 16, 18, and 20.
  • the line 16 provides the turn signal lamp excitation current which is regulated by a turn signal control 22 which, when selectably actuated, provides the current from the line 18.
  • the current on line 18 is similarly regulated by a flash rate control 24 which, when it is actuated, provides the current signal from the vehicle's power source 26 through a current sensor 28.
  • line 20 provides the brake lamp excitation current through current sensor 30 and line 32 from the vehicle's brake switch 34, which connects line 32 to the vehicle power source 26 when the operator depresses the vehicle brake pedal 36.
  • the module 10 receives the sensed actual value of the combined turn signal and hazard lamp signal excitation current on line 18 from the current sensor 28, which provides a signal indicative of the sensed actual value on lines 38, 40. Similarly, the current sensor 30 provides the sensed actual value of the line 20 brake lamp excitation current to the module on lines 42, 44.
  • the module 10 also receives a key state signal on a line 46 from the vehicle's ignition switch 48. As described in detail hereinafter with respect to Figs. 2, 3 the module selectably actuates the turn signal control 22 and the flash rate control 24 with gate signals provided on lines 50, 52 respectively, in response to the sensed state of the vehicle operator's manipulation and operation of the multifunction switch 14, the brake pedal 36, and the ignition switch 48.
  • Figs. 2 A and B is a schematic diagram illustrating the circuit details of the multi-function module 10, the lamp block 12, multi-function switch 14, the turn signal control 22, the flash rate control 24, and the current sensors 28, 30.
  • the elements in Figure 2 which are common to those in Fig. 1 have the same reference numerals.
  • the present invention provides a multi-function module which controls the operation of the automobile's signaling lamps, while also capable of identifying the existence of failed lamps and, under selected circumstances, send visible and/or audible warnings to the operator of the existence of a failure condition.
  • the module may be adapted to various automobile signal lamp configurations as established by the automobile manufacturer. To the extent that the vehicle's signal lamps serve dual purposes, e.g.
  • the turn signal lamps and the brake lamps also serve as the hazard lamps, and in some vehicle models the brake lamps also serve as the rear turn signal lamps, the present system has the ability to cross-correlate the measured values of excitation current in these different signaling functions to more closely identify, or even exactly identify, a failed lamp. This provides for a greater range and depth of diagnostics which may isolate failure modes to particular lamps and/or functional elements.
  • the embodiment of Figs. 1-3 assume separate lamp functions for the turn signal and brake lamps, and Figures 4 and 5 assume the vehicle's brake lamps also serve as the rear turn signal.
  • the lamp block 12 includes left and right pairs of turn signals 54, 56 as well as right and left pairs of brake lamps 58, 60.
  • the turn signal lamps are actuated through the turn signal switch 62 enclosed within the multi-function switch 14, and provides the left and right lamp current excitation signal path from the line 16 with closure of the contacts as marked in Figs. 2A and B.
  • the multi-function switch also includes a hazard switch function 64 which when placed by the operator in the ON position provides the current excitation signal path from the line 18. With the hazard switch in the normally off position the current excitation signal path from the line 20 is completed to the right and left pairs of brake lamps 58, 60.
  • the brake lamp current on line 20 is provided through current sensor 30 and line 32 in response to closure of the brake switch 34 with applied pressure to the brake pedal 36 by the operator.
  • the sensor 30 is a series resistor, the value of which is scaled in dependence on the anticipated magnitude of the lamp excitation signal, i.e. the current load.
  • the brake lamp filament resistance is on the order of 45 to 50 ohms, and with a 12 volt DC vehicle power source the four brake lamp nominal current load is 1.0 ampere.
  • the resistance value of the sensor 30 may be on the order of one ohm.
  • the resistor type may be any known type deemed suitable for the application by those skilled in the art.
  • the current excitation signal on the line 18 to the multifunction switch 14 is also provided through a resistor type current sensor 28, which is similar in type and construction to the current sensor 30 described hereinabove.
  • the line 18 maximum current load is the approximate equivalent of the four parallel pairs of lamps (54, 56, 58 and 60), each with a filament resistance of from 45 to 50 ohms, or an approximate resistance of 6 ohms for the combination.
  • the nominal hazard current load is 2 amperes.
  • the same current sensor supplies the turn signal current on the line 16 when the turn signal control 22 is enabled.
  • the turn signals, two lamp excitation produces an approximate current draw of 0.5 ampere.
  • the resistance for the current sensor 28 may be changed, however, is design choice, which may be made by those skilled in the art on a case by case basis.
  • the output of the current sensors 28, 30 is provided as a voltage signal on lines 38, 40 and 42, 44 respectively to the module 10.
  • the sensed signal is applied differentially to operational amplifier circuitry 70 for the sensor 28 and to operational amplifier circuitry 72 for the sensor 30.
  • the operational amplifier circuitry is well known and includes the use of an operational amplifier, typically a model type 741 or equivalent with an open loop gain of 50,000 v/v, which is connected in a closed loop voltage follower configuration with the scaling resistors shown.
  • the nominal closed loop gain is 1.0 volt/ volt, but may be adjusted upward or downward to achieve the desired input signal/output signal scale balance.
  • the voltage signal output of the amplifier circuits 70, 72 are coupled through resistor/capacitor (RC) filters 74, 76 to the B and E inputs, respectively of a microprocessor 78.
  • the voltage signal magnitude to the microprocessor inputs are limited by zener diodes 80, 82 to protect against over voltage due to voltage transients as may occur in a motor vehicle power source.
  • the microprocessor is a known type, such as the MOTOROLA model MC68HC05 family of 8 bit microprocessors, or equivalents thereof as may be deemed suitable by those skilled in the art for the intended application. A higher performance microprocessor may be used if greater programming ability is required for the performance of failure diagnostics or more input/output capability is required.
  • the nominal voltage signal scaling at the microprocessor inputs is approximately 5.0 VDC for approximately 2.0 amperes, providing a scale factor of approximately 2.5 volts per amp.
  • a 250 milhamp lamp current is, therefore, scaled to a nominal 0.50 VDC at the microprocessor input. This provides sufficient scale accuracy to permit the microprocessor to differentiate the excitation signal magnitude on a per lamp basis to detect inoperative lamps.
  • the module 10 also includes detection circuits 84, 86.
  • detection circuits 84, 86 Referring to the line 18 current path, with the hazard switch 64 in the OFF position and the flash rate control 24 in the disabled (de-energized) state, there is no current flow and the voltage potential on the line 38 is at the bias voltage V + ,of the detection circuit 84. If the hazard switch is positioned to the ON state current flows from the detection circuit through the brake lamp filaments causing the voltage on line 38 to drop. This
  • LOW state is sensed at input A of the microprocessor as a hazard lamp signaling state command by the operator.
  • the microprocessor responds by switching on output transistor 87, which is a known type NPN transistor, such as an MMBT AO6 or equivalent. When on, transistor 87 connects line 88 to signal ground 89, thereby allowing current to flow through the coil 90 of the flash control unit 24. This enables the flash control unit, causing the relay wiper 92 to close to the contact 94 and allowing current flow to line 18 from the vehicle power source 26.
  • the detection circuit 86 detects the brake signaling state. With no applied bias and with the brake switch open, the voltage potential on the line 42 and at input D of the microprocessor 78, is LOW (near zero). When the brake pedal is depressed the switch 34 closes applying V + (power source 26) to line 32 and causing the line 42 and the microprocessor input D to go HIGH. This signifies a brake signaling state to the microprocessor 78 while simultaneously causing current flow through the brake lamps 58, 60.
  • V + power source 26
  • the operator's positioning of the turn signal switch 62 to either direction causes detection circuitry 84 to sense a LOW on line 38. As described hereinabove, this enables the flash control unit 24 providing source current through line 18, line 16, and the turn signal switch to the selected turn signal lamps.
  • a program routine 102 which may be one of several different program routines performed cyclically by the processor at prescribed intervals.
  • the microprocessor enters the routine at 104 and decision 106 determines if the A input, i.e. the line 38 in the embodiment of Figs. 2A and B, is LOW, indicating a signaling state command entered by the operator. If the answer is NO the processor exits at 108; if YES,- instructions 110 request enablement of the flash control unit (24, Figs. 2A and B).
  • the processor performs this step by providing a base drive signal to the transistor 87 as described hereinabove.
  • the processor actuates the transistor 87 at a prescribed duty cycle and pulse repetition frequency (PRF). This sets the flash rate of the lamps.
  • PRF pulse repetition frequency
  • Instructions 112 require a wait interval for bulb warm-up before instructions 114 command the processor to sample the I B current sense value at the processor's B input (Figs. 2A and B).
  • the value at B is a voltage value which is scaled to an equivalent magnitude of current flow through resistor 28 (Figs. 2A and B). This represents the sensed actual magnitude of the current flowing through line 18 in the sample interval.
  • Decision 116 determines if the I B value is substantially equivalent to the nominal current value associated with all hazard lamps actuated.
  • the microprocessor includes a read only memory (ROM) one portion of which includes a plurality of stored reference signals, each reference signal being representative of the nominal value of excitation current magnitude associated with various combinations of illuminated lamps.
  • ROM read only memory
  • the nominal current magnitude for the full four lamp complement is 1.0 ampere; three lamps would be 750 ma, two lamps 500 ma, etc.
  • These reference signals may be stored in a look-up table format. Decision 116 is based on the assumption that the hazard lamps are illuminated and the reference signal associated with a full lamp set illumination of the hazard function is compared to the sensed value of I B .
  • decision 116 determines if the key state (processor input C in Figs. 2 A and B) is HIGH indicating enablement of the turn signal control.
  • instructions 120 command that the PRF of the flash control be doubled, or sufficiently changed in a manner to provide an indication to the operator that the system is not working properly.
  • instructions 122 decision 124 determines if the switch sense A is still LOW indicating a continuing signaling state by the operator. If YES, the processor exits at 108 and repeats the routine in the next cycle. If the answer is NO, indicating no further signaling state, instructions 126 command that the flash control be turned off and the processor turns off transistor 87 and exits at 108.
  • decision 128 determines if I B is substantially equal to that associated with the nominal excitation signal magnitude for full complement illumination of the turn signals. If YES, the processor exits, and if NO, decision 130 determines if the sensed current is substantially equivalent to that associated with all minus one lamp operating in this vehicle system embodiment. If YES, instructions 132 command an error message DTC report of one bad turn signal lamp; if the answer to 130 is NO decision 134 determines if the sensed current is substantially equivalent to that associated with all but two lamps operating; i.e. two of three lamps not operating. If YES instructions 136 command an error message DTC report of two bad turn signal lamps.
  • instructions 138 command the error message DTC report of more than two bad lamps.
  • the processor executes instructions 122 to provide notice to the operator of the turn signal circuitry malfunction, and eventually exits the routine as described hereinbefore.
  • the microprocessor 78 enters the brake performance monitoring routine 139 at 140, and decision 142 determines if the D input to the processor 78 (Figs. 2A and B) is HIGH. As described hereinbefore line 42 and the processor D input are high in the presence of closure of the brake switch 34 in response to application of the brake pedal 36. If the answer to decision 142 is NO, the routine exits at 144. If the answer is YES, instructions 146 require a pause to allow for bulb warm-up prior to sampling the sensed brake current I E in instructions 148. The sensed I E value is presented at the E input of the processor as a scaled voltage signal equivalent of the sensed current magnitude by operational amplifier circuitry 72 (Figs. 2A and B), as previously described.
  • Decision 150 determines if the sensed current value is substantially equal to that of the nominal current load for illumination of a full brake lamp complement.
  • the reference signals stored in the processor's memory include a plurality of reference signals indicative of the nominal current values associated with illumination of the full brake lamp complement and also those current values corresponding to illumination of successively fewer numbers of operating lamps so as to thereby mimic the current conditions associated with multiple brake lamp failures.
  • I/P Instrument Panel
  • the processor responds to the instructions by - turning on transistor 159 at a prescribed duty cycle and PRF, and allowing current flow through the I/P Brake Lamp from the vehicle V + power source and producing a pulsed illumination of the lamp.
  • Instructions 160 require a DTC error message of two bad brake lamps to be written to memory.
  • instructions 162 request the I/P Brake Warning Lamp be set at a higher frequency pulse repetition rate, thereby signifying a greater safety hazard. Instructions 164 then require a DTC error of more than two bad brake lamps. Following instructions 160 or 164 the routine is exited at 144.
  • Fig. 5 The reproduction of the Fig. 5 flow chart in this application is to demonstrate a capability of the present system to diagnose failures as associated with particular ones of the vehicle's signaling lamps.
  • lamps provide dual function, there may be opportunities for diagnosis through cross correlation of results.
  • Fig. 4 in those model vehicles in which the brake lamps also function as the rear turn signal lamps, as shown by the alternative configuration lamp block 12A , multifunction switch 14A, and turn signal switch 62 A, there is further opportunity to cross correlate brake and turn signal data.
  • the following examples illustrate the level of diagnostics that can be performed by the microprocessor's review of the recorded DTC codes in a signaling configuration in which the vehicle brake lamps are also used to perform the rear turn signaling function.
  • the assumption is that the bad turn signal lamp is in the front (4) DTC code for one bad turn signal lamp and one bad brake lamp.
  • the illustrated diagnostics are limited in ability, however, they may be improved with added programming steps. For example, if the processor records all good turn signal lamp indications after a DTC of 2 bad turn signal lamps in the same RUN interval it can be concluded with near certainty that two lamps are bad on one side.
  • DTC error messages are stored in micro processor memory and may be accessed by external diagnostic equipment 170 (shown in phantom, Figs. 2 A and B) through an output interface 172.
  • external diagnostic equipment 170 shown in phantom, Figs. 2 A and B
  • output interface 172 This permits ready and efficient diagnosis of the performance history for the signaling system in a manner that may be automated to the same extent as analysis and diagnosis of the vehicle's engine, thereby providing for more thorough and more timely repairs.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)

Abstract

L'invention se rapporte à un dispositif de commande (10) à microprocesseur qui permet d'actionner un dispositif de signalisation (12) de véhicule à moteur et assure le contrôle des performances dudit dispositif. Ledit dispositif de commande réagit à une commande d'état de signalisation entrée par un opérateur. Le microprocesseur compare l'amplitude réelle détectée de l'excitation du dispositif avec des valeurs nominales enregistrées de façon à détecter et à enregistrer l'existence de dispositifs de signalisation défaillants (12).
PCT/US1999/013023 1998-06-11 1999-06-11 Module electronique pour la commande et le diagnostic des lampes de signalisation d'automobiles WO1999064269A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US9601898A 1998-06-11 1998-06-11
US09/096,018 1998-06-11

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WO1999064269A1 true WO1999064269A1 (fr) 1999-12-16

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0080425A1 (fr) * 1981-11-25 1983-06-01 RENAULT VEHICULES INDUSTRIELS Société dite: Dispositif de commande, de sécurité et de diagnostic pour circuit électrique de véhicule
US5057814A (en) * 1989-07-24 1991-10-15 Harley-Davidson, Inc. Electrical malfunction detection system
EP0505334A1 (fr) * 1991-03-22 1992-09-23 Giuseppe Codrino Dispositif à semi-conducteur pour la commande des lampes d'un véhicule
DE29517730U1 (de) * 1995-11-09 1996-01-11 Erich Jaeger GmbH & Co KG, 61350 Bad Homburg Steuer- und Überwachungsvorrichtung für Anhängerfunktionen
DE4446197C1 (de) * 1994-12-23 1996-08-14 Joerg Malina Verfahren und Vorrichtung zum Überwachen von Fahrzeuglampen
EP0872379A2 (fr) * 1997-04-19 1998-10-21 Elektronik Service Weimann Circuit de commande variable des clignotants d'un véhicule

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0080425A1 (fr) * 1981-11-25 1983-06-01 RENAULT VEHICULES INDUSTRIELS Société dite: Dispositif de commande, de sécurité et de diagnostic pour circuit électrique de véhicule
US5057814A (en) * 1989-07-24 1991-10-15 Harley-Davidson, Inc. Electrical malfunction detection system
EP0505334A1 (fr) * 1991-03-22 1992-09-23 Giuseppe Codrino Dispositif à semi-conducteur pour la commande des lampes d'un véhicule
DE4446197C1 (de) * 1994-12-23 1996-08-14 Joerg Malina Verfahren und Vorrichtung zum Überwachen von Fahrzeuglampen
DE29517730U1 (de) * 1995-11-09 1996-01-11 Erich Jaeger GmbH & Co KG, 61350 Bad Homburg Steuer- und Überwachungsvorrichtung für Anhängerfunktionen
EP0872379A2 (fr) * 1997-04-19 1998-10-21 Elektronik Service Weimann Circuit de commande variable des clignotants d'un véhicule

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