WO2010071491A1 - Hazard light communication - Google Patents

Hazard light communication Download PDF

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Publication number
WO2010071491A1
WO2010071491A1 PCT/SE2008/000725 SE2008000725W WO2010071491A1 WO 2010071491 A1 WO2010071491 A1 WO 2010071491A1 SE 2008000725 W SE2008000725 W SE 2008000725W WO 2010071491 A1 WO2010071491 A1 WO 2010071491A1
Authority
WO
WIPO (PCT)
Prior art keywords
hazard
control unit
signal
vehicle
wake
Prior art date
Application number
PCT/SE2008/000725
Other languages
French (fr)
Inventor
Carl-Michael Wagner
Original Assignee
Volvo Lastvagnar Ab
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 Volvo Lastvagnar Ab filed Critical Volvo Lastvagnar Ab
Priority to PCT/SE2008/000725 priority Critical patent/WO2010071491A1/en
Publication of WO2010071491A1 publication Critical patent/WO2010071491A1/en

Links

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
    • B60Q1/00—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor
    • B60Q1/26—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic
    • B60Q1/50—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating other intentions or conditions, e.g. request for waiting or overtaking
    • B60Q1/52—Arrangement of optical signalling or lighting devices, the mounting or supporting thereof or circuits therefor the devices being primarily intended to indicate the vehicle, or parts thereof, or to give signals, to other traffic for indicating other intentions or conditions, e.g. request for waiting or overtaking for indicating emergencies
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/02—Details
    • H04L12/12—Arrangements for remote connection or disconnection of substations or of equipment thereof
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40267—Bus for use in transportation systems
    • H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02D—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN INFORMATION AND COMMUNICATION TECHNOLOGIES [ICT], I.E. INFORMATION AND COMMUNICATION TECHNOLOGIES AIMING AT THE REDUCTION OF THEIR OWN ENERGY USE
    • Y02D30/00—Reducing energy consumption in communication networks
    • Y02D30/50—Reducing energy consumption in communication networks in wire-line communication networks, e.g. low power modes or reduced link rate

Definitions

  • the present invention relates to a method, a chassis and a cab unit, and a system for controlling the hazard light of a vehicle.
  • a vehicle may have as many as 50 electronic control units - ECU for various subsystems. Typically the biggest processor is the engine control unit. Others are used for transmission, airbags, braking, cruise control, external light control, dashboard indication. In trucks, ECU'S are also used for truck specific systems, such as hydraulic systems and air systems. Some of these form independent subsystems, but communications among others are essential. The CAN standard was devised to fill this need.
  • the communication between the chassis and the subsystems is provided via at least one physical interface.
  • Such an interface gives rise to problems relating to the statutory requirement set up for regulating vehicle safety.
  • the electronic systems comprising different ECU's and subsystems may also give rise to such problems.
  • the physical interface and/or parts of the vehicle electronic system may malfunction.
  • the collision could cause hardware or software failures and mechanical damage to the interface or the cables.
  • There may also be hardware and software malfunctions in the system for other reasons.
  • the hazard light is a functionality mentioned in the statutory requirements.
  • the hazard light is normally activated via the multiplexed communication.
  • the hazard lightning must be operable in cause of system malfunctions due to the statutory safety requirements.
  • the vehicle is wired with a discrete cable for the hazard function, drawn between a certain cab control unit and the control units in the chassis controlling the external lightning. This cable is not included in the physical interface. Such a cable is approved by the statutory requirements.
  • a problem is that a discrete hazard redundant cable has to be included into the vehicle.
  • the object of the present invention is therefore to provide an improved hazard light communication in a vehicle with multiplexed communication and discrete signals.
  • the present invention relates to a method for controlling the hazard light of a vehicle.
  • the vehicle comprises a multiplexed communication between at least one chassis control unit and at least one cab control unit via at least one physical interface, said control units further being interconnected via a wake-up signal cable for forwarding a wake-up signal to restore the chassis control unit from a power saving mode.
  • the method comprises the steps of: (1) receiving a hazard input indicative of the activation of a hazard switch and (2) determining a hazard control signal in response to the hazard input.
  • the present invention also relates to a cab control unit for controlling the hazard light of a vehicle.
  • the cab control unit is adapted for multiplexed communication with at least one chassis control unit via at least one physical interface.
  • the units are further interconnected via a wake-up signal cable adapted to forward a wake-up signal for restoring the chassis control unit from a power saving mode.
  • the cab control unit is adapted to receive a hazard input indicative of the activation of a hazard switch. It is further adapted to determine a hazard control signal in response to the hazard input.
  • the cab control unit is particularly characterised in that it is adapted to send the hazard control signal via the wake-up signal cable.
  • the present invention also relates to a chassis control unit for controlling the hazard light of a vehicle.
  • the at least one chassis control unit is adapted for multiplexed communication with at least one cab control unit via at least one physical interface.
  • the units are further interconnected via a wake-up signal cable adapted to forward a wake-up signal for restoring the chassis control unit from a power saving mode.
  • the chassis control unit is adapted to receive a hazard input indicative of the activation of a hazard switch and determine a hazard control signal in response to the hazard input.
  • the chassis control unit is particularly characterized in that it is adapted to receive the hazard control signal via the wake-up signal cable and control the hazard light of the vehicle in response to the hazard input.
  • the present invention also relates to a vehicle electronic system comprising the cab control unit according to claim 9 and the chassis control unit according to claim 10.
  • the invention finally relates to a vehicle comprising the electronic control system according to claim 11.
  • the main advantage with the present invention is that there is no need to wire the vehicle with a discrete hazard communication cable.
  • At least one external direction indicator light is activated in response to the hazard input. At least one of the external lights of the vehicle may be deactivated in response to the hazard input to maximize the battery uptime.
  • the method comprises the step of determining if at least one of the subsystems is in a fault state prior to the sending if the hazard control signal. This is done as an indicator of whether the hazard control signal should be sent via the wake-up signal cable or not.
  • the fault state represents a fault in the physical interface which influences the communication between the control units.
  • the method comprises the step of determining if the received control signal is the hazard control signal prior to the control of the light of the vehicle. This is done in the chassis to detect an upcoming hazard control signal. This detection could for instance be performed by detecting a defined frequency, which identifies the hazard control signal. In order to generate the frequency without adding new hardware to the system, the wake-up signal could be toggled.
  • Figure 1 illustrates a generalized schematic view of a multiplexed communication system in a vehicle.
  • Figure 2 illustrates a system according to figure 1 into which the invention is implemented.
  • Figure 3 illustrates a more detailed view of a multiplexed communication system in a vehicle.
  • Figure 4 illustrates a system according to figure 3 into which the invention is implemented.
  • Figure 5 illustrates the method for controlling the light of a vehicle.
  • the invention relates to a method, a cab and chassis control unit and a system for controlling the hazard light of a vehicle.
  • the control units and the system are described in the following, and are adapted for performing the method steps described in the method according to the claims. It should therefore be understood by a person skilled in the art that the all the features of the inventive method is also disclosed in the detailed description.
  • Figure 1 illustrates a generalized schematic view of a multiplexed communication system in a vehicle.
  • a multiplexed -communication system normally comprises a large number of control units in the chassis and in the cab.
  • An example of such system architecture is illustrated in figure 3 and will be described later.
  • a multiplexed system comprises a multiplexed communication between at least one cab control unit 10 and at least one chassis control unit 11 via at least one physical interface 12.
  • a physical interface is an electrical connector used for joining the subsystems together.
  • the vehicle comprises at least one communication bus 13 enabling this multiplexed communication. No further details regarding a multiplexed communication will be disclosed in the application.
  • a wake-up signal 16 can be forwarded in order to restore the chassis control unit 11 from a power saving mode.
  • a power saving mode is a mode where some of the systems in the chassis are turned off to save battery power. This mode is activated when the vehicle is turned off by the driver via the ignition key 17.
  • the wake-up signal 16 is used to turn on the chassis systems.
  • the signal illustrates that the ignition key 17 is turned from OFF to ON.
  • the signal indicates to the chassis control unit 11 to switch from a power saving mode to a full operation mode.
  • the wake-up signal cable 15 is approved by the statutory requirements.
  • the system according to figure 1 further comprises a hazard signal cable 18.
  • Hazard light is a functionality mentioned in the statutory requirements and must be able to operate also in cause of a system malfunction.
  • the vehicle is therefore wired with the discrete hazard signal cable, drawn between the cab control unit 10 and the chassis control unit 11 for controlling the external direction indicator lights 20.
  • Such a cable is approved by the statutory requirements.
  • a hazard input is generated by the driver when he activates the hazard switch 22 in the cab.
  • the hazard input is indicative of the activation of the hazard switch.
  • a hazard warning signal tell-tale 37 indicates the activation.
  • the hazard input is received by the cab control unit 10, and the unit determines a hazard control signal in response to the hazard input.
  • the hazard control signal should be sent via the hazard signal cable 18 to the chassis control unit 11. The signal indicates to the unit that it should switch on the hazard light.
  • FIG 2 illustrates a system according to figure 1 into which the invention is implemented.
  • the hazard signal cable 18 has been removed.
  • the hazard control signal 19 is instead sent by the cab control unit 10 via the wake-up signal cable 15.
  • the chassis control unit 11 receives the hazard control signal and controls the hazard light of the vehicle in response to the hazard input.
  • the main benefit is that the number of discrete cables is reduced. This reduces the manufacturing and material costs for the vehicle. The legal requirements that apply for hazard lights will also be fulfilled, while making it possible to maximize the battery uptime.
  • the chassis control unit 11 may be controlled to activate and deactivate different external lights 20,21 , see figure 1 , on the vehicle upon malfunction (loss of communication etc) to secure light functionality for the driver and to maximize the battery uptime.
  • the external direction indicator lights 20 are always activated in response to the hazard input.
  • the chassis control unit 11 may also determine to shut down other external lights 21 while the hazard lights remain active. Such lights are for instance the vehicle head lights. Battery power is thereby saved.
  • the other external lights 21 in the vehicle uses a lot of power, and when the unnecessary lights are deactivated, this significantly increases the time the battery manages to drive the hazard light. This results in an improved vehicle, traffic and road safety.
  • the cab control unit 10 may determine if at least one of the subsystems is in a fault state, prior to the sending of the hazard control signal 19.
  • the fault state for instance represents a fault in a physical interface which influences the communication via the bus between the control units 10,11. Such a fault state is for instance caused by a collision. It may also represent any internal software or hardware fault in the communication system.
  • the chassis control unit 11 determines if the received control signal is the hazard control signal 19 prior to the control of the hazard light of the vehicle.
  • the hazard control signal has a certain characteristics, which indicates to the control unit 11 that it should activate the hazard light.
  • the hazard control signal 19 has a defined frequency. The frequency may for instance be 1.5 +/- 0.5 Hz.
  • the hazard control signal 19 may be dependent on a frequency.
  • the signal may then be generated by toggling the wake-up signal. This means that the characteristic of the wake-up signal is changed to indicate to the chassis control unit that it should activate the hazard light. For instance, when a relay or transistor is used to create the wake-up signal, this may be toggled to generate the hazard control signal.
  • the hazard control signal may for instance have a square wave waveform. Other signal characteristics are also possible, such as a sine wave or a saw tooth shaped wave.
  • FIG 3 illustrates a more detailed view of a multiplexed communication system in a vehicle.
  • the system comprises a number of control units (ECU) for controlling the vehicle.
  • the chassis control unit 11 disclosed in figure 1 - 2, in figure 3 corresponds to five different control units.
  • One of these control units 22 may be responsible for controlling a hydraulic pump and one unit 23 may be responsible for controlling the brakes.
  • two of these control units 24/25 may be responsible for controlling the rear and the front external lights 20.
  • one of these control units 26 may be responsible for supervising the communication and control in the chassis communication subsystem.
  • the cab control unit 10 disclosed in figure 1 - 2 corresponds to three different control units.
  • One of these control units 28, a CAB and instrument control unit is responsible for indicating to the driver if the hazard switch is activated.
  • one of these control units 29 may be responsible for supervising the communication and control in the cab communication subsystem.
  • the different control units 22 - 29 communicate via the communication bus 13, see figure 3.
  • the hazard signal cable control unit 28 indicates the hazard signal on the instrument cluster.
  • figure 4 illustrates a system according to figure 3 into which the invention is implemented.
  • the hazard signal cable 32 has been removed.
  • the hazard control signal 19 is instead sent by the supervising cab control unit 29 via the wake-up signal cable 31.
  • the external light controlling units 24,25 receives the hazard control signal and controls the hazard " light by controlling the external direction indicator lights 20 of the vehicle in response to the hazard input.
  • the wake-up signal cable is also used to inform the control unit 28.
  • Figure 5 illustrates the method for controlling the light 20 according to the present invention.
  • the method comprises the steps of:
  • the invention is not to be regarded as being limited to the embodiments described above, a number of additional variants and modifications being possible within the scope of the subsequent patent claims.
  • the invention embraces any kind of multiplexed systems with one or more cab control units and with one or more chassis control units, as exemplified in figures 1 - 5.
  • Chassis control unit 11 Chassis control unit

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

Abstract

The present invention relates to a method for controlling the hazard light of a vehicle. The vehicle comprises a multiplexed communication between at least one chassis control unit 11 and at least one cab control unit 10 via at least one physical interface 12, said control units 10, 11 further being interconnected via a wake-up signal cable 15 for forwarding a wake-up signal 16 to restore the chassis control unit 11 from a power saving mode. The method comprises the steps of: (1) receiving a hazard input indicative of the activation of a hazard switch 22 and (2) determining a hazard control signal 19 in response to the hazard input. What particularly characterizes the method are the steps of: (3) sending the hazard control signal 19 via the wake-up signal cable 15 and (4) receiving the hazard control signal 19 and controlling the hazard light of the vehicle in response to the hazard input.

Description

TITLE
Hazard light communication
TECHNICAL FIELD The present invention relates to a method, a chassis and a cab unit, and a system for controlling the hazard light of a vehicle.
BACKGROUND ART
It has been more and more common to use a distributed electronic architecture in vehicles. This for instance means in trucks, the cab and chassis electronic systems are separated and functions become more distributed. In such architecture, multiplexed communication is used between the systems to enable full functionality.
An example of such a multiplexed communication is CAN - Controlled Area Network. A vehicle may have as many as 50 electronic control units - ECU for various subsystems. Typically the biggest processor is the engine control unit. Others are used for transmission, airbags, braking, cruise control, external light control, dashboard indication. In trucks, ECU'S are also used for truck specific systems, such as hydraulic systems and air systems. Some of these form independent subsystems, but communications among others are essential. The CAN standard was devised to fill this need.
In trucks, the communication between the chassis and the subsystems is provided via at least one physical interface. Such an interface gives rise to problems relating to the statutory requirement set up for regulating vehicle safety. The electronic systems comprising different ECU's and subsystems may also give rise to such problems.
For instance, if there is a collision, the physical interface and/or parts of the vehicle electronic system may malfunction. The collision could cause hardware or software failures and mechanical damage to the interface or the cables. There may also be hardware and software malfunctions in the system for other reasons.
The hazard light is a functionality mentioned in the statutory requirements.
The hazard light is normally activated via the multiplexed communication. However, the hazard lightning must be operable in cause of system malfunctions due to the statutory safety requirements. In order to enable such operation, the vehicle is wired with a discrete cable for the hazard function, drawn between a certain cab control unit and the control units in the chassis controlling the external lightning. This cable is not included in the physical interface. Such a cable is approved by the statutory requirements.
A problem is that a discrete hazard redundant cable has to be included into the vehicle.
SUMMARY OF THE INVENTION
The object of the present invention is therefore to provide an improved hazard light communication in a vehicle with multiplexed communication and discrete signals.
The object is achieved by means of a method according to claim 1. More specifically, the present invention relates to a method for controlling the hazard light of a vehicle. The vehicle comprises a multiplexed communication between at least one chassis control unit and at least one cab control unit via at least one physical interface, said control units further being interconnected via a wake-up signal cable for forwarding a wake-up signal to restore the chassis control unit from a power saving mode. The method comprises the steps of: (1) receiving a hazard input indicative of the activation of a hazard switch and (2) determining a hazard control signal in response to the hazard input. What particularly characterizes the method are the steps of: (3) sending the hazard control signal via the wake-up signal cable and (4) receiving the hazard control signal and controlling the hazard light of the vehicle in response to the hazard input. The present invention also relates to a cab control unit for controlling the hazard light of a vehicle. The cab control unit is adapted for multiplexed communication with at least one chassis control unit via at least one physical interface. The units are further interconnected via a wake-up signal cable adapted to forward a wake-up signal for restoring the chassis control unit from a power saving mode. The cab control unit is adapted to receive a hazard input indicative of the activation of a hazard switch. It is further adapted to determine a hazard control signal in response to the hazard input. The cab control unit is particularly characterised in that it is adapted to send the hazard control signal via the wake-up signal cable.
The present invention also relates to a chassis control unit for controlling the hazard light of a vehicle. The at least one chassis control unit is adapted for multiplexed communication with at least one cab control unit via at least one physical interface. The units are further interconnected via a wake-up signal cable adapted to forward a wake-up signal for restoring the chassis control unit from a power saving mode. The chassis control unit is adapted to receive a hazard input indicative of the activation of a hazard switch and determine a hazard control signal in response to the hazard input. The chassis control unit is particularly characterized in that it is adapted to receive the hazard control signal via the wake-up signal cable and control the hazard light of the vehicle in response to the hazard input.
The present invention also relates to a vehicle electronic system comprising the cab control unit according to claim 9 and the chassis control unit according to claim 10. The invention finally relates to a vehicle comprising the electronic control system according to claim 11.
The main advantage with the present invention is that there is no need to wire the vehicle with a discrete hazard communication cable.
This solution gives the advantage that the battery power is saved in a situation when an interface is malfunctioning. The external lights in the vehicle uses a lot of power, and when the unnecessary lights are deactivated, this significantly increases the battery uptime to drive the hazard light. This results in an improved vehicle and road safety.
In an advantageous development of the present invention at least one external direction indicator light is activated in response to the hazard input. At least one of the external lights of the vehicle may be deactivated in response to the hazard input to maximize the battery uptime.
In another advantageous development the method comprises the step of determining if at least one of the subsystems is in a fault state prior to the sending if the hazard control signal. This is done as an indicator of whether the hazard control signal should be sent via the wake-up signal cable or not. The fault state represents a fault in the physical interface which influences the communication between the control units.
In another advantageous development the method comprises the step of determining if the received control signal is the hazard control signal prior to the control of the light of the vehicle. This is done in the chassis to detect an upcoming hazard control signal. This detection could for instance be performed by detecting a defined frequency, which identifies the hazard control signal. In order to generate the frequency without adding new hardware to the system, the wake-up signal could be toggled.
BRIEF DESCRIPTION OF THE DRAWINGS
In the following text the invention will be described in detail with reference to the attached drawings. These drawings are used for illustration only and do not in any way limit the scope of the invention:
Figure 1 illustrates a generalized schematic view of a multiplexed communication system in a vehicle.
Figure 2 illustrates a system according to figure 1 into which the invention is implemented. Figure 3 illustrates a more detailed view of a multiplexed communication system in a vehicle.
Figure 4 illustrates a system according to figure 3 into which the invention is implemented.
Figure 5 illustrates the method for controlling the light of a vehicle.
MODES FOR CARRYING OUT THE INVENTION
The invention will now be described in detail with reference to embodiments described in the detailed description and shown in the drawings. The embodiments of the invention with further developments and described in the following are to be regarded only as examples and are in no way to limit the scope of the protection provided by the patent claims.
The invention relates to a method, a cab and chassis control unit and a system for controlling the hazard light of a vehicle. The control units and the system are described in the following, and are adapted for performing the method steps described in the method according to the claims. It should therefore be understood by a person skilled in the art that the all the features of the inventive method is also disclosed in the detailed description.
Figure 1 illustrates a generalized schematic view of a multiplexed communication system in a vehicle. A multiplexed -communication system normally comprises a large number of control units in the chassis and in the cab. An example of such system architecture is illustrated in figure 3 and will be described later.
A multiplexed system comprises a multiplexed communication between at least one cab control unit 10 and at least one chassis control unit 11 via at least one physical interface 12. A physical interface is an electrical connector used for joining the subsystems together. The vehicle comprises at least one communication bus 13 enabling this multiplexed communication. No further details regarding a multiplexed communication will be disclosed in the application.
The control units 10,11 , see figure 1 , are further interconnected via a wake- up signal cable 15. Via this cable, a wake-up signal 16 can be forwarded in order to restore the chassis control unit 11 from a power saving mode. A power saving mode is a mode where some of the systems in the chassis are turned off to save battery power. This mode is activated when the vehicle is turned off by the driver via the ignition key 17.
The wake-up signal 16 is used to turn on the chassis systems. The signal illustrates that the ignition key 17 is turned from OFF to ON. The signal indicates to the chassis control unit 11 to switch from a power saving mode to a full operation mode. The wake-up signal cable 15 is approved by the statutory requirements.
The system according to figure 1 further comprises a hazard signal cable 18. Hazard light is a functionality mentioned in the statutory requirements and must be able to operate also in cause of a system malfunction. The vehicle is therefore wired with the discrete hazard signal cable, drawn between the cab control unit 10 and the chassis control unit 11 for controlling the external direction indicator lights 20. Such a cable is approved by the statutory requirements.
When activating the hazard light, a hazard input is generated by the driver when he activates the hazard switch 22 in the cab. The hazard input is indicative of the activation of the hazard switch. When activating the hazard light, a hazard warning signal tell-tale 37 (lamp/LED in the CAB) indicates the activation.
The hazard input is received by the cab control unit 10, and the unit determines a hazard control signal in response to the hazard input. When there is a malfunction in the system the hazard control signal should be sent via the hazard signal cable 18 to the chassis control unit 11. The signal indicates to the unit that it should switch on the hazard light.
Figure 2 illustrates a system according to figure 1 into which the invention is implemented. To reduce the number of discrete cables in the vehicle, the hazard signal cable 18 has been removed. When there is a malfunction, indicated by a cross over the communication bus, the hazard control signal 19 is instead sent by the cab control unit 10 via the wake-up signal cable 15. The chassis control unit 11 receives the hazard control signal and controls the hazard light of the vehicle in response to the hazard input.
The main benefit is that the number of discrete cables is reduced. This reduces the manufacturing and material costs for the vehicle. The legal requirements that apply for hazard lights will also be fulfilled, while making it possible to maximize the battery uptime.
The chassis control unit 11 may be controlled to activate and deactivate different external lights 20,21 , see figure 1 , on the vehicle upon malfunction (loss of communication etc) to secure light functionality for the driver and to maximize the battery uptime.
The external direction indicator lights 20 are always activated in response to the hazard input. The chassis control unit 11 may also determine to shut down other external lights 21 while the hazard lights remain active. Such lights are for instance the vehicle head lights. Battery power is thereby saved. The other external lights 21 in the vehicle uses a lot of power, and when the unnecessary lights are deactivated, this significantly increases the time the battery manages to drive the hazard light. This results in an improved vehicle, traffic and road safety.
When the vehicle communication system runs normally, the hazard light is activated via the communication bus 13. In order to switch from activation via the bus to activation via the wake-up signal cable 15, the cab control unit 10 may determine if at least one of the subsystems is in a fault state, prior to the sending of the hazard control signal 19. The fault state for instance represents a fault in a physical interface which influences the communication via the bus between the control units 10,11. Such a fault state is for instance caused by a collision. It may also represent any internal software or hardware fault in the communication system.
The chassis control unit 11 determines if the received control signal is the hazard control signal 19 prior to the control of the hazard light of the vehicle. The hazard control signal has a certain characteristics, which indicates to the control unit 11 that it should activate the hazard light. For instance, the hazard control signal 19 has a defined frequency. The frequency may for instance be 1.5 +/- 0.5 Hz.
The hazard control signal 19 may be dependent on a frequency. The signal may then be generated by toggling the wake-up signal. This means that the characteristic of the wake-up signal is changed to indicate to the chassis control unit that it should activate the hazard light. For instance, when a relay or transistor is used to create the wake-up signal, this may be toggled to generate the hazard control signal. The hazard control signal may for instance have a square wave waveform. Other signal characteristics are also possible, such as a sine wave or a saw tooth shaped wave.
Figure 3 illustrates a more detailed view of a multiplexed communication system in a vehicle. The system comprises a number of control units (ECU) for controlling the vehicle. The chassis control unit 11 disclosed in figure 1 - 2, in figure 3 corresponds to five different control units. One of these control units 22 may be responsible for controlling a hydraulic pump and one unit 23 may be responsible for controlling the brakes. Moreover, two of these control units 24/25 may be responsible for controlling the rear and the front external lights 20. Finally, one of these control units 26 may be responsible for supervising the communication and control in the chassis communication subsystem. Similarly, in figure 3, the cab control unit 10 disclosed in figure 1 - 2 corresponds to three different control units. One of these control units 28, a CAB and instrument control unit, is responsible for indicating to the driver if the hazard switch is activated. Finally, one of these control units 29 may be responsible for supervising the communication and control in the cab communication subsystem.
The different control units 22 - 29 communicate via the communication bus 13, see figure 3. As illustrated in figure 3, there is a discrete wake-up signal cable 31 for the wake-up signal 16, from the supervising control unit 29 to the external light control units 24/25 to wake up the control units from power saving modes. There is furthermore a discrete hazard signal cable 32 for the hazard signal, from the supervising control unit 29 to the external light control units. This enables the activation of the hazard light. The hazard signal cable control unit 28 indicates the hazard signal on the instrument cluster.
Similarly to figure 2, figure 4 illustrates a system according to figure 3 into which the invention is implemented. To reduce the number of discrete cables in the vehicle, the hazard signal cable 32 has been removed. When there is a malfunction, indicated by a cross over the communication bus, the hazard control signal 19 is instead sent by the supervising cab control unit 29 via the wake-up signal cable 31. The external light controlling units 24,25 receives the hazard control signal and controls the hazard "light by controlling the external direction indicator lights 20 of the vehicle in response to the hazard input. The wake-up signal cable is also used to inform the control unit 28.
Figure 5 illustrates the method for controlling the light 20 according to the present invention. The method comprises the steps of:
1. Receiving 33 the hazard input indicative of the activation of the hazard switch 21.
2. Determining 34 the hazard control signal 19 in response to the hazard input. 3. Sending 35 the hazard control signal 19 via the wake-up signal cable 15,31.
4. Receiving 36 the hazard control signal 19 and controlling the hazard light of the vehicle in response to the hazard input.
The invention is not to be regarded as being limited to the embodiments described above, a number of additional variants and modifications being possible within the scope of the subsequent patent claims. The invention embraces any kind of multiplexed systems with one or more cab control units and with one or more chassis control units, as exemplified in figures 1 - 5.
REFERENCE SIGNS:
10: Cab control unit
11 : Chassis control unit
12: Physical interface
13 Communication bus 15/31 : Wake-up signal cable
16: Wake-up signal
17: Ignition key
18/32: Hazard signal cable
19: Hazard control signal 20: External direction indicator lights
21 : External lights (not including the external indicator lights)
22: Hazard switch
23: Hydraulic pump and brakes control unit
24/25: External light control units 26: Chassis supervising control unit
28: CAB/instrument control units
29: Cab supervising control unit
33-36: Method steps according to the invention
37 Hazard warning signal tell-tale

Claims

1. A method for controlling the hazard light of a vehicle, the vehicle comprising a multiplexed communication between at least one chassis control unit (11) and at least one cab control unit (10) via at least one physical interface (12), said control units (10,11) further being interconnected via a wake-up signal cable (15,31) for forwarding a wake-up signal (16) to restore the chassis control unit (10) from a power saving mode, the method comprising the steps of:
- receiving a hazard input indicative of the activation of a hazard switch (22),
- determining a hazard control signal (19) in response to the hazard input, v
characterized in the steps of
- sending the hazard control signal (19) via the wake-up signal cable (15,31),
- receiving the hazard control signal (19) and controlling the hazard light of the vehicle in response to the hazard input.
2. A method according to claim 1 wherein at least one external direction indicator light (20) is activated in response to the hazard input.
3 A method according to any of the preceding claims wherein at least one of the external lights (21) of the vehicle is deactivated in response to the hazard input.
4. A method according to any of the preceding claims comprising the step of determining if at least one of the subsystems is in a fault state prior to the sending of the hazard control signal (19).
5. A method according to claim 4 wherein the fault state represents a fault in the physical interface (12) which influences the communication between the control units (10,11).
6. A method according to any of the preceding claims comprising the step of determining if the received control signal is the hazard control signal (19) prior to the control of the external light (20) of the vehicle.
7. A method according any of the preceding claims wherein the hazard control signal (19) has a defined frequency.
8. A method according to any of the preceding claims comprising the step of determining the hazard control signal (19) by toggling the wake-up signal (16).
9. A cab control unit (10) for controlling the hazard light of a vehicle, the cab control unit (10) being adapted for multiplexed communication with at least one chassis control unit (11) via at least one physical interface (12), the units further being interconnected via a wake-up signal cable (15,31) adapted to forward a wake-up signal (16) for restoring the chassis control unit (11) from a power saving mode,
- the cab control unit (10) being adapted to receive a hazard input indicative of the activation of a hazard switch (22),
- the cab control unit (11) further being adapted to determine a hazard control signal (19) in response to the hazard input,
characterized in that
- the cab control unit (10) further being adapted to send the hazard control signal via the wake-up signal cable (15,31).
10. A chassis control unit (11) for controlling the hazard light of a vehicle, the at least one chassis control unit (11) being adapted for multiplexed communication with at least one cab control unit (10) via at least one physical interface (12), the units further being interconnected via a wake-up signal cable (15,31) adapted to forward a wake-up signal (16) for restoring the chassis control unit (11) from a power saving mode, the chassis control unit (11) being adapted to receive a hazard input indicative of the activation of a hazard switch (22) and determine a hazard control signal (19) in response to the hazard input,
characterized in that
- the chassis control unit (11) further being adapted to receive the hazard control signal (19) via the wake-up signal cable (15,31) and control the hazard light of the vehicle in response to the hazard input.
11. A vehicle electronic system comprising the cab control unit (10) according to claim 9 and the chassis control unit (11) according to claim 10.
12. A vehicle comprising the electronic control system according to claim 11.
PCT/SE2008/000725 2008-12-17 2008-12-17 Hazard light communication WO2010071491A1 (en)

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EP0798895A1 (en) * 1996-03-26 1997-10-01 Daimler-Benz Aktiengesellschaft Integrated circuit for coupling a microcontrolled controlling device to a two-wire bus
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