EP1034094A1 - Circuit de transmission d'informations et d'energie dans un vehicule a moteur - Google Patents

Circuit de transmission d'informations et d'energie dans un vehicule a moteur

Info

Publication number
EP1034094A1
EP1034094A1 EP98965598A EP98965598A EP1034094A1 EP 1034094 A1 EP1034094 A1 EP 1034094A1 EP 98965598 A EP98965598 A EP 98965598A EP 98965598 A EP98965598 A EP 98965598A EP 1034094 A1 EP1034094 A1 EP 1034094A1
Authority
EP
European Patent Office
Prior art keywords
circuit
transformer
motor vehicle
signal
ignition
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP98965598A
Other languages
German (de)
English (en)
Inventor
Marten Swart
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
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 Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP1034094A1 publication Critical patent/EP1034094A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/027—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems between relatively movable parts of the vehicle, e.g. between steering wheel and column

Definitions

  • the invention relates to a circuit for transmitting information and energy in a motor vehicle, in particular in a motor vehicle occupant protection system which is equipped with a steering wheel airbag.
  • a motor vehicle component that is movable relative to the motor vehicle chassis for example the motor vehicle steering wheel or a seat
  • a motor vehicle component that is arranged stationary on the chassis side for example a steering column (steering column) or a seat - Guide rail
  • a structure is known in which a transformer is provided, the primary side of which is fixedly arranged on the vehicle side and the secondary side of which is connected to the steering wheel.
  • the transformer is used to transfer energy to the steering wheel and is activated on the primary side on a pulse basis.
  • a rectifier circuit for generating a regulated DC voltage is provided on the secondary side and is used to supply voltage to the electrical components present on the steering wheel.
  • a capacitor is provided coaxially to the transformer, via which the information signals from the stationary components on the vehicle side to the electrical components on the steering wheel, and vice versa, be transmitted. The energy transfer to the steering wheel via the transformer can be saved to operate an airbag in the event of an accident.
  • JP-A 58-115945 (abstract) describes the steering section of a motor vehicle which is equipped with a transformer for energy and signal transmission.
  • the secondary winding arranged on the steering wheel is connected on the one hand to a rectifier for forming a DC supply voltage and on the other hand to a demodulation circuit for data demodulation.
  • the invention is based on the object of providing a circuit for the transmission of information and energy between components of a motor vehicle which are movable relative to one another and which enables reliable operation.
  • the frequency signal transmitted via the transformer is applied to the signal-generating circuit so that the latter can use and / or evaluate this signal in a suitable manner.
  • the signal-generating circuit can use the supplied frequency signal, for example, as its own clock signal to control (or readjust) its own work cycle, so that it does not require its own clock oscillator.
  • the frequency signal can also be used directly as a carrier frequency signal that modulates the signal-generating circuit with the signals or data to be transmitted by it. This modulated signal is then transmitted via the further electrical transmitter.
  • the signal-generating circuit therefore does not require its own carrier frequency signal generator, so that the switching structure is considerably simplified.
  • the signal-generating circuit can be, for example, an operating circuit arranged on the movable component, for example the steering wheel or the motor vehicle seat, via which the corresponding operating commands for control components or circuit components fixedly arranged on the chassis side can be generated, for example horn commands, seat adjustment commands, etc.
  • the signal-generating command can also be designed, for example, as a sensor circuit that checks a parameter to be monitored, for example the correct operational readiness of an airbag ignition circuit or a seat occupancy, and transmits corresponding signal signals via the electrical transmitter to assigned evaluation circuits.
  • the transformer Since the signal-generating circuit transmits its signals via the further electrical transmitter, the transformer is not claimed thereby.
  • the transformer can therefore be used exclusively for transmitting ignition signals to an airbag attached to the movable component, so that the latter
  • the ignition signals can in this case be modulated onto the frequency signal, so that the transformer is used both to supply energy to the circuit components on the movable part Motor vehicle component and for ignition signal transmission in an accident.
  • the transformer can be used as an energy and information transmission element, which can be connected on the primary side to a control unit of an occupant protection system via an ignition bus (ignition signal bus).
  • the signals transmitted on the ignition bus can advantageously be used both for modulation and for energy supply to a modulator which generates a carrier frequency signal which forms the frequency signal and is transmitted to the steering wheel via the transformer.
  • the energy required in the circuit for generating the carrier frequency signal can thus be taken directly from the ignition bus, so that no separate voltage supply is required for the modulator with a direct on-board power supply connection.
  • the control unit connected to the ignition bus can control the operation of the modulator and thus the energy consumption and the time profile of the ignition energy storage on the secondary side by means of appropriate control, for. B. switching on and off, control the information signal given on the ignition bus. It is therefore not necessary to connect the modulator directly to the vehicle electrical system, so that the wiring effort is reduced.
  • the information to be transmitted from the ignition bus to the ignition charge is modulated onto the carrier frequency signal, e.g. B. in the form of an amplitude modulation, and transmitted to the steering wheel via the transformer.
  • the carrier frequency signal is preferably rectified to supply energy to the primer, whereas the information is recovered with the aid of filtering, preferably low-pass filtering.
  • the information can also be transmitted in the opposite direction from the priming charge to the priming bus.
  • B. the secondary side of the transformer is loaded in a targeted manner in a manner corresponding to the information to be transmitted.
  • the circuit connected to the ignition bus on the primary side preferably contains an oscillator for generating the carrier frequency signal, which is likewise fed by the ignition bus energy and thus does not require a direct connection to the vehicle electrical system.
  • An operating circuit is preferably provided on the steering wheel or seat, which has manually operable operating elements and is supplied with energy via the transformer.
  • the information transmission between this operating circuit and a control circuit arranged stationary on the vehicle side preferably takes place via one or more capacitances which form the electrical transmitter.
  • the carrier frequency signal is preferably supplied to the operating circuit as a clock signal, so that the carrier frequency is used in two ways, namely on the one hand as a basic signal for the modulation of the ignition bus information and on the other hand as a clock standard for the operating circuit. In this way, it can be achieved at the same time that the operating circuit works synchronously with the occupant protection system control unit and that the information transfer taking place via the capacitance (s) is also synchronized with the energy and information transfer taking place via the transformer. In this way, undesirable mutual influences on the two information transmission links, if any, can be further reduced.
  • the modulator preferably effects an amplitude modulation with a degree of modulation of less than 100%. The amplitude of the carrier frequency signal is thus never reduced to zero, regardless of the level of the information signal to be modulated, so that a certain amount of energy is always provided on the secondary side to supply energy to the electrical circuits present on the movable component.
  • transformer electric transformer
  • the required energy can be provided directly by the ignition bus.
  • the capacity which may be used to transmit the information to and from the additional operating circuit, can be directly formed in a simplified embodiment by corresponding, mutually opposite parts of the transformer housing. The design effort therefore remains low.
  • Fig. 1 shows an embodiment of the circuit according to the invention
  • Fig. 2 shows the signal waveforms on capacitors and on the transformer.
  • an ignition bus 1 which has two lines, is connected at one end to a control unit (not shown) of an occupant protection system and at the other end to a bridge rectifier 2.
  • the bridge rectifier 2 effects full-wave rectification of the preferably bipolar (pulse) signals transmitted on the ignition bus 1 and generates a rectification between its two output lines 3 and 4. Voltage with which a comparator 5, an oscillator 6 and a modulator 7 are fed.
  • the oscillator 6 generates a high-frequency carrier frequency signal and feeds it to an input of the modulator 7, the other input of which is connected to the output of the comparator 5.
  • the comparator 5 is connected with its two inputs to the two lines of the ignition bus 1 and thus emits a rectangular information signal at its output, which corresponds to the information transmitted via the ignition bus 1.
  • the modulator 7 effects an amplitude modulation of the carrier frequency signal supplied by the oscillator 6 by means of this information signal from the comparator 5 and thus generates an amplitude-modulated output signal which is fed into the primary winding of a transformer (electrical transmitter) 8.
  • the primary winding of the transformer 8 is fixed on the vehicle side, preferably on the steering column, while the secondary winding of the transformer 8 is attached to the steering wheel. The windings are arranged so that the signal transmission takes place regardless of the respective rotational position of the steering wheel.
  • a control circuit 9 is connected to the secondary winding of the transformer 8 and is used to control an ignition charge (squib) 10 of a steering wheel airbag.
  • the control circuit 9 can contain a rectifier for rectifying the amplitude-modulated signal obtained from the secondary winding of the transformer 8 for its own voltage supply and for providing the energy required to ignite the ignition charge 10 in the event of an accident.
  • the control circuit 9 also contains a low-pass filter for low-pass filtering the signal obtained from the secondary winding of the transformer 8. The low-pass filter thus emits a signal at its output which corresponds to the information signal generated by the comparator 5. This signal is evaluated in the control circuit 9, the corresponding actions, for. B. controls the ignition charge 10 controls.
  • the control circuit 9 preferably contains a microprocessor for signal evaluation, e.g. B. an ASIC component, which is generated by the rectifier generated by the rectifier. Voltage is fed and the output signal emitted by the low-pass filter receives and evaluates.
  • a microprocessor for signal evaluation e.g. B. an ASIC component, which is generated by the rectifier generated by the rectifier. Voltage is fed and the output signal emitted by the low-pass filter receives and evaluates.
  • the exemplary embodiment of the circuit shown in FIG. 1 also has a steering wheel operating circuit 11 which is arranged on the steering wheel and thus rotates together with the steering wheel, which is symbolized by switches and z. B. include a horn switch and / or switch for controlling motor vehicle components, for example a radio.
  • the switching operations carried out via the steering wheel operating circuit 11 are detected by an operating element logic circuit 12, for example by cyclically querying the switch states, and transmitted to a control circuit 14 arranged fixed to the vehicle via capacitances C1 and C2.
  • the control circuit 14 is also connected to a steering column operating circuit 15, which is fixedly arranged on the steering column (steering column) and can contain several operating elements, for example a light switch, flashing switch, etc.
  • the control circuit 14 also detects those supplied from the steering column operating circuit 15
  • the control circuit 14 can also supply signals via the capacitances C1 and C2 to the control element logic circuit 12 which, for example, control a corresponding display on a display (display) fixedly attached to the steering wheel.
  • the capacitors C1 and C2 in this case bridge the transition between the stationary parts of the steering column and the rotatable steering wheel in a capacitive manner and thus together with the transformer 8 form an electric steering wheel transmitter 17.
  • the energy transmitted via the transformer 8 to the steering wheel side not only serves, as already stated, to supply voltage to the control circuit 9, but also to supply energy to the control element logic circuit 12, the voltage inputs of which are connected to the rectifier (not shown) which also supplies the control circuit 9.
  • the control circuit 14 is supplied with the mains voltage via the vehicle electrical system.
  • the control element logic circuit 12 is connected to the output lines of the secondary winding of the transformer 8 via its clock inputs via lines into which capacitors 13 are connected.
  • the carrier frequency signal occurring on the secondary winding side is thus supplied to the clock inputs as a clock signal.
  • the control element logic circuit 12 therefore works clock-synchronously with the oscillator 6 and the control circuit 9 and therefore does not require its own clock generator.
  • the carrier frequency signal can alternatively also be supplied to only one clock input of the control element logic circuit 12, while the other connection can serve as a reference connection or ground connection.
  • the capacitors 13 bring about a direct current separation between the secondary winding of the transformer 8 and the control circuit 9 on the one hand and the control element logic circuit 12 on the other.
  • control element logic circuit 12 it is also possible to equip the control element logic circuit 12 with its own rectifier, which is connected to the other connections of the capacitors 13 that are not connected to the secondary winding, and the supplied carrier frequency signal into a DC voltage for DC voltage supply to the control element logic circuit 12 implements.
  • the rectifier circuit of the control circuit 9 only has to take over its own voltage supply for the control circuit 9, so that a complete DC decoupling between the control circuit 9 and the control element logic circuit 12 results.
  • the capacitances C1 and C2 provided for the information transmission between the control circuit 14 and the control element logic circuit 12 can either be by electrically conductive surfaces that are closely spaced on the steering wheel and the steering column, or by corresponding, mutually opposite surfaces of the two-part housing of the Transformer 8 may be formed. This enables a compact structure to be achieved, the decoupling of the information transmission taking place on the one hand via the transformer 8 and on the other hand via the capacitances C1 and C2 being ensured.
  • the upper curve shows the signal present at the capacitors C1 and C2 and transmitted from the control element logic circuit 12 to the control circuit 14 on the basis of a possible signal curve.
  • an amplitude-modulated square-wave signal is transmitted without a DC component, the carrier frequency being equal to the carrier frequency transmitted via the transformer 8.
  • the signal transmitted via the transformer 8 from the modulator 7 to the control circuit 9 is shown, the degree of modulation of which is less than 100%. Therefore, the rectifier circuit of the control circuit 9 is kept active even at the zero levels of the information to be transmitted, and thus the necessary energy for the rectifier circuit is always supplied. In contrast, since only the data to be transmitted, but not a direct voltage supply, must be transmitted via the capacitances C1 and C2, a degree of modulation of 100% is provided there for energy saving.
  • a circuit for information and energy transmission in an occupant protection system for a motor vehicle with an ignition circuit arranged in the motor vehicle steering wheel, the one Ignition charge for triggering an airbag located in the steering wheel, and a control unit that transmits an ignition signal to ignite the ignition charge via an ignition bus and a transformer, the primary winding of which is fixedly arranged on the vehicle side and the secondary winding of which is attached to the steering wheel, the circuit being a rectifier which is connected to the ignition bus and converts the signals transmitted thereon into a rectified supply voltage which serves to supply voltage to a modulator which modulates a carrier frequency signal with the signals transmitted on the ignition bus and feeds the modulated signal into the primary winding of the transformer, wherein the ignition circuit demodulates the modulated signal transmitted via the transformer for information evaluation.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air Bags (AREA)
  • Steering Controls (AREA)

Abstract

La transmission d'énergie et d'informations entre une pièce fixée à demeure sur le châssis, par exemple une colonne de direction ou un rail de guidage de siège, et un élément mobile, tel qu'un volant ou un siège, est assurée par un premier transformateur et un second transformateur électrique. Un signal de fréquence, qui est transmis par l'intermédiaire du premier transformateur, est acheminé vers un circuit producteur de signaux se trouvant sur la partie mobile du véhicule, et sert de signal de fréquence porteuse ou de signal de rythme. La partie mobile de véhicule peut être équipée d'un circuit d'amorçage d'airbag auquel les signaux d'allumage sont transmis par l'intermédiaire du premier transformateur.
EP98965598A 1997-12-02 1998-12-01 Circuit de transmission d'informations et d'energie dans un vehicule a moteur Withdrawn EP1034094A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19753467 1997-12-02
DE19753467A DE19753467A1 (de) 1997-12-02 1997-12-02 Schaltung zur Informations- und Energieübertragung in einem Kraftfahrzeug
PCT/DE1998/003530 WO1999028158A1 (fr) 1997-12-02 1998-12-01 Circuit de transmission d'informations et d'energie dans un vehicule a moteur

Publications (1)

Publication Number Publication Date
EP1034094A1 true EP1034094A1 (fr) 2000-09-13

Family

ID=7850516

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98965598A Withdrawn EP1034094A1 (fr) 1997-12-02 1998-12-01 Circuit de transmission d'informations et d'energie dans un vehicule a moteur

Country Status (5)

Country Link
EP (1) EP1034094A1 (fr)
JP (1) JP2001524413A (fr)
KR (1) KR20010032697A (fr)
DE (1) DE19753467A1 (fr)
WO (1) WO1999028158A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010026871A1 (de) 2010-07-07 2012-01-12 Jungheinrich Aktiengesellschaft Wagen für einen schienengebundenen Transport von Paletten in einem Tiefen-Regalsystem

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Publication number Priority date Publication date Assignee Title
DE10021573A1 (de) * 2000-05-03 2001-11-15 Knorr Bremse Systeme Verfahren und Einrichtung zur Bereitstellung von Signalen in Fahrzeugen
DE10046700C2 (de) * 2000-09-21 2003-03-20 Bosch Gmbh Robert Vorrichtung zur drahtlosen Übertragung eines Auslösesignals für ein Rückhaltesystem
DE20204584U1 (de) * 2002-03-22 2003-08-14 Walter Kraus GmbH, 86167 Augsburg Übertrager für Windkraftanlage
FR2845811B1 (fr) * 2002-10-10 2005-08-26 Renault Sa Dispositif de couplage electrique sans contact entre deux parties mobiles d'un vehicule
CN101365610B (zh) * 2005-11-08 2010-10-27 滑动环及设备制造有限公司 系统状态的无接触检测
DE102007059046B3 (de) * 2007-12-06 2009-04-30 Sew-Eurodrive Gmbh & Co. Kg Vorrichtung zur berührungslosen Energieübertragung und Anlage mit elektrischen Verbrauchern
DE102008024217B4 (de) 2008-05-19 2016-04-14 Airbus Operations Gmbh System zur kontaktlosen Daten- und Energieübertragung sowie Verwendung eines derartigen Systems in einem Flugzeug
DE102009019994B4 (de) 2008-05-19 2020-08-13 Airbus Operations Gmbh Flugzeug mit Hybrid Transmittern zur kontaktlosen Energie-und Datenübertragung
DE102009053584A1 (de) 2009-11-17 2011-05-19 Airbus Operations Gmbh Trägersystem zum Aufnehmen von Behältern in einem Fahrzeug und Verwendung eines Trägersystems in einem Flugzeug

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DE2846583C2 (de) * 1978-10-26 1981-10-29 Nord-Micro Elektronik Feinmechanik AG, 6000 Frankfurt Vorrichtung zum Übertragen von Meßsignalen über einen Übertrager
DE2949075C2 (de) * 1979-12-06 1982-10-28 Honeywell Gmbh, 6050 Offenbach Anordnung zur kontaktlosen Temperaturmessung an einem drehbaren Maschinenteil
DE3041257A1 (de) 1980-11-03 1982-06-03 Daimler-Benz Ag, 7000 Stuttgart Stromleitungsverbinder fuer gegeneinander drehbare bauteile
DE3830384A1 (de) * 1988-09-07 1990-03-15 Dienes Apparatebau Gmbh Vorrichtung zur kontaktlosen messwertuebertragung
EP0482234A1 (fr) * 1990-10-24 1992-04-29 ROBOMATIC S.a.s. Système électromagnétique de transmission de signaux pour un véhicule
DE4120650A1 (de) 1991-06-22 1992-12-24 Kolbenschmidt Ag Vorrichtung zur uebertragung von elektrischer energie und daten in kraftfahrzeugen
DE59304677D1 (de) * 1993-03-24 1997-01-16 Siemens Ag Vorrichtung und Verfahren zur drahtlosen Daten- und Energieübertragung
DE4404816B4 (de) * 1994-02-16 2005-08-25 Siemens Restraint Systems Gmbh Vorrichtung zur Übertragung von Energie und Daten zwischen der Fahrzeug- und der Lenkradseite von Kraftfahrzeugen
US5636863A (en) * 1994-04-26 1997-06-10 Eaton Corporation Vehicle steering column control system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9928158A1 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010026871A1 (de) 2010-07-07 2012-01-12 Jungheinrich Aktiengesellschaft Wagen für einen schienengebundenen Transport von Paletten in einem Tiefen-Regalsystem

Also Published As

Publication number Publication date
WO1999028158A1 (fr) 1999-06-10
KR20010032697A (ko) 2001-04-25
JP2001524413A (ja) 2001-12-04
DE19753467A1 (de) 1999-08-19

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