Patent Application
20140277938
The technical field generally relates to electronic control units used to control electronic devices, and more particularly relates to electronic control units to control the operation of electric motors for vehicle doors.
Modern vehicles have many electronic devices with a wide variety of functions and purposes that improve the safety and convenience of the vehicle. Many of these electronic devices have an electronic control unit that serves as the “brain” to determine when, how, or to what degree to engage the device. Typically, the logic to control a particular electronic component is built into the electronic control unit, so the electronic control unit is customized for a particular use and application.
The electronic control unit often includes an integrated circuit and associated wiring and electronics that are designed for the particular use. Some electronic control units can be programmed, similar to a computer, but others are hard wired or structurally designed for a specific purpose. Often, an electronic control unit will include both hard wired components and programmed instructions. An electronic control unit that can be re-programmed may be more flexible in use, but may also be less reliable. Electrical overloads, sudden magnetic field changes, or other actions can impact sensitive electronic components. Any action that impacts or modifies the programming can render the electronic control unit inoperative. In other cases, the electronic control unit could change its mode of operation from the designed mode, and the result could be unsafe. For example, an electronic control unit that is designed to electrically unlatch a vehicle door may have built in safety interlocks that prevent unlatching the door when the vehicle is moving or in gear. An unintended change in the programming could result in the door unlatching and possibly opening while driving down the road at high speeds, which is an unsafe situation. For this reason, some electronic control units include hard wired or structural components such that they can only operate in one way, and that is the designed way. No change in the programming can overcome a hard wired or structural interlock.
It is not economically practical to modify a hard wired electronic control unit to work in a different manner than the original design. In many instances, it is less expensive to produce a new unit with the desired logic than to modify the operations of an existing, different electronic control unit. Also, many electronic control units are not built for dis-assembly and maintenance, so repair or change is not practical. Therefore, manufacturers will maintain an inventory or each type of electronic control unit needed for production.
Many vehicle manufacturers will include several different electronic control units in a single vehicle, with each different electronic control unit operating different components. A vehicle manufacturer will often produce many different models of vehicles, so several different types of electronic control units are maintained in inventory. This also requires several different types of electronic control units that should be maintained in inventory for repairs or replacements. There is an additional cost for each different part that must be maintained in inventory, so reducing the number of different parts reduces the total cost.
Therefore, there is a need to develop interchangeable parts that can serve more than one function. For electronic control units which are hard wired, there is a need to be able to change the control logic in a desired and predictable manner so that a single part can be used for more than one purpose. The method of changing the logic should be simple, reproducible, and effective. Accordingly, it is desirable to develop an electronic control unit with different modes of operation. In addition, it is desirable for the method and structure of changing the modes of operation to be simple and easy to verify. Furthermore, other desirable features and characteristics of the present invention will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.
An electronic control unit (ECU) is provided for operation of a plurality of latch motors. In one embodiment, the apparatus comprises a plurality of inputs configured to receive a connection from a plurality of handle sensors, and a plurality of outputs configured to connect to the plurality of latch motors. The ECU also comprises a conversion loop with a receptacle and a receptacle circuit. The receptacle circuit can be configured as either an open or closed circuit, and the receptacle circuit is accessible via the receptacle. The ECU is configured to operate in either a first mode or a second mode depending on whether the receptacle circuit is open or closed.
Alternatively, a motor vehicle comprises a plurality of selected doors with handle sensors. A latch motor is associated with each selected door, and the latch motor drives one of either a lock or an unlatching mechanism. An ECU is connected to the latch motor, and the ECU comprises a conversion loop that switches between a first and second mode. The conversion loop comprises a receptacle circuit that is accessible via a receptacle, and the receptacle circuit can be set as either an open or closed circuit. Switching the receptacle circuit between an open and closed circuit changes the conversion loop between the first and second modes.
In yet another embodiment, a method is provided for modifying an electronic control unit to operate vehicle latch motors in different manners, as desired for different motor vehicle configurations. In one embodiment, the method comprises providing a vehicle with a plurality of selected doors, where each selected door has a latch motor and a handle sensor. The ECU has outputs for connection to the latch motors, and the ECU also has a conversion loop with a receptacle circuit that can be modified between an open and closed circuit. The receptacle circuit is accessible via a receptacle, and the conversion loop operates in different modes depending on whether the receptacle circuit is open or closed. The user determines the desired mode of operation, and sets the receptacle circuit to match such that the ECU operates as desired for different uses. The ECU is installed in the vehicle for proper operations.
The exemplary embodiments will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and wherein:
The following detailed description is merely exemplary in nature and is not intended to limit the application and uses. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description.
Referring now to
In various embodiments, the vehicle 10 includes an engine for power, a cab 12 for passengers, and doors 14 for access to the cab 12. There are several different styles or designs, but in some embodiments there are four doors 14 that provide access to the cab. The doors 14 comprise the front right door 16, the front left door 18, the back right door 20, and the back left door 22. However, in other embodiments, there may only be two doors 14 providing access to the cab 12, or there may be a hatch on the back, and it is even possible to have more than four doors 14. The trunk 24 can also be considered a door 14 that provides access to a storage compartment. Each door 14 includes door handles 26, and the door handles 26 can be coupled to one or more handle sensors 50 such that the handle sensors 50 are activated by operating the door handles 26. The handle sensors 50 can be electrical switches that are actuated when a door handle 26 is used, but the handle sensors 50 can also be a capacitive or optical sensor which can detect the presence of a hand, or other sensors that can indicate a person is pressing, pulling, squeezing, or otherwise activating the door handle 26.
Some of the doors 14 may comprise electronic components, and others may not. Selected doors 28 are those doors 14 that comprise electronic components that are controlled and operated with predetermined logic. More particularly, the selected doors 28 are those doors 14 that are controlled by the ECU described more fully below. A single ECU that can control a plurality of different types of operations can be used in several different ways, both for motor vehicles 10 and for other uses. One exemplary embodiment is a single ECU used to control either automatic door locks 30, or automatic door latches 32, where a door latch 32 is a drive mechanism to electrically latch or unlatch a door 14.
Automatic door latches 32 often incorporate a locking function, so the logic to operate automatic door latches 32 is similar to the logic for automatic door locks 30. However, in some embodiments, the automatic door latches 32 are not allowed to operate unless a handle sensor 50 is activated in contrast with door locks 30 which are allowed to operate without activation of a handle sensor 50. A door 14 that is merely unlocked is still secured in a closed position by the latch. The device controlling the operation of the automatic latch 32 should be hard wired, or structurally built, to prevent operation without activation of the door handle 26. A hard wired controller prevents a programming change, error, or other failure from accidentally unlatching a door 14 without a person activating the door handle sensor 50. In some embodiments, the door latch 32 can also be activated by other switches or sensors controlled by a person, such as a button on the driver's door 14 that controls latching for all the doors 14. The main point is that the latch 32 should not be able to operate without a human action that causes a sensor signal to activate.
With reference now to
With reference now to
The H bridge and the latch motors 34 are typically components of the vehicle 10, and the electronic control unit (ECU) 72 is a separate component. The H bridges and latch motors 34 are coupled to the doors 14, either directly or indirectly, and also comprise wiring and electrical contacts to make a connection with the ECU 72.
The ECU 72 includes logic 116 for controlling the electronic components of the latch or lock system, and can include interlock functionality to prevent certain operations. In various embodiments, the ECU 72 connects to the wiring for the latch motors 34, and also connects to the door handle sensors 50. Contacts 74 can be used at the connection point between the ECU 72 and the latch motors 34 and handle sensors 50. Many different types of contacts 74 can be used as long as an electrical connection is made. The ECU 72 can also be connected to other control devices or other components, such as a child security lock (CSL) 76 or a theft security lock 77, where the theft security lock 77 can be abbreviated “TSL.”
The ECU 72 comprises a conversion loop 78 that is used to convert the ECU 72 from a first mode of operation to a second mode of operation, where the first and second modes of operation are different. The conversion loop 78 includes a receptacle circuit 80 that can be changed between an open circuit and a closed circuit. The receptacle circuit 80 is accessible via a receptacle 82, so the ECU 72 is designed with the receptacle 82 as a means to change the receptacle circuit 80. Changes to the receptacle circuit 80 change the mode of operation of the conversion loop 78, which changes the mode of operation of the ECU 72. Therefore, when the receptacle circuit 80 is changed between an open and closed state, the mode of operation of the ECU 72 also changes.
A wire harness 84 can be sized, shaped, and configured to fit into and engage the receptacle 82. The wire harness 84 can include contacts 74 and a physical wire that completes and closes the receptacle circuit 80, so when the receptacle 82 remains empty, the receptacle circuit 80 is open, and the receptacle circuit 80 is closed by simply installing the wire harness 84 in the receptacle 82. A wire harness 84 is a relatively simple and inexpensive component, so the wire harness 84 allows the user to determine the desired mode of operation, and set the ECU 72 to the proper mode of operation. The receptacle 82 can be set in a visible position, so a visual inspection can indicate if the wire harness 84 is present or not. This visual inspection can be used to verify the proper set-up of the ECU 72.
In an alternate embodiment, there can be the standard wire harness 84 to complete the receptacle circuit 80, and there can be a blank wire harness 86 that fills the receptacle but does not complete the receptacle circuit 80. There can be different colors, numbers, or other markings to differentiate the standard wire harness 84 from the blank wire harness 86, and the blank wire harness 86 can prevent dirt and debris from accumulating in the receptacle 82. In yet another embodiment, the receptacle circuit 80 can be a closed circuit when the receptacle 82 is empty, and the wire harness 84 can comprise a blade and insulator to sever the electrical connection so the receptacle circuit 80 becomes open when the wire harness 84 is present. Other embodiments are also possible.
The physical wire or other structure in the wire harness 84 makes a hard wired, structural change to the circuitry of the ECU 72, and more particularly the conversion loop 78, and even more particularly the receptacle circuit 80. This hard wired, structural change serves to make a stable, reproducible, and secure change to the mode of operation of the ECU 72, so more than a software or programming change is used to switch the ECU 72 between the first and second modes of operation. This provides additional security and reliability to the operation of the ECU 72.
The ECU 72 can be configured in a variety of ways, and one exemplary embodiment is shown. In this embodiment, the ECU 72 comprises a plurality of “or” gates 88, where an “or” gate 88 has a plurality of inputs and an output. If any of the inputs are accepted, the output is also accepted. For example, in a binary system, if any of the inputs were a “1”, then the output would be a “1”. Alternatively, if any of the inputs were a “yes”, then the output would be a “yes”. If none of the inputs were a “yes”, then the output would be a “no”. In this embodiment, the conversion loop 78 has an output that is an input for the “or” gates 88 associated with the selected door 28.
The ECU 72 shown has a right front “or” gate 90 which is used to control the right front door 16, and similar terminology is used to associate each “or” gate 88 with a selected door 28. The inputs to the right front “or” gate 90 are the right front inside handle sensor 56 and the right front outside handle sensor 58, as well as the output from the conversion loop 78. There is a left front “or” gate 92, and the inputs are the left front inside handle sensor 60 and the left front outside handle sensor 62, and the conversion loop output. The inputs to the right rear “or” gate 94 are the right rear inside handle sensor 64, the right rear outside handle sensor 66, and the conversion loop output, and the inputs to the left rear “or” gate 96 are the left rear inside handle sensor 68, the left rear outside handle sensor 70, and the conversion loop output. In some embodiments, there may not be an inside handle sensor 52, so only the outside handle sensors 54 are available. In other embodiments, the outside handle sensor 54 and/or the inside handle sensor 52 may be replaced by other sensors, such as radio signals or other inputs.
The output of the “or” gates 88 feeds to an “and” gate 98 for each selected door 28. The “and” gate 98 also receives a logic 116 input to determine operation of the electrical components, which in this case are the latch motors 34. The “and” gate 98 requires all the inputs to be accepted for an accepted output. For example, if each of the plurality of inputs to an “and” gate 98 are a “1” or a “yes”, then the output will be a “1” or a “yes”. However, if any of the plurality of inputs to the “and” gate 98 are a “0” or a “no”, then the output will be a “0” or “no”. The logic for what numeral represents an accepted input, or a yes input, can be varied. The “or” gates 88 are shown with an arc for the input side, and a point for the output side, and the “and” gates 98 are shown with a flat input side and a dome-shaped output side.
The output of the conversion loop 78 can be a “1” or a “yes” if the receptacle circuit 80 is open, so the ECU 72 can activate the latch motors 34 even if neither of the corresponding inside or outside handle sensors 52, 54 are activated. A “yes” output from the conversion loop 78 means one of the inputs to the “or” gates 88 is a yes, so there is no effective requirement that a handle sensor 50 is activated to operate the latch motor 34. The addition of the wire harness 84 closes the receptacle circuit, so the conversion loop 78 outputs a “0” or a “no” signal. In this mode, the ECU 72 prevents operation of the latch motors 34 unless at least one of the corresponding inside or outside handle sensors 52, 54 are activated. Therefore, the ECU 72 is properly configured to operate the door locks 30 when there is no wire harness 84 in the receptacle (or when the blank wire harness 86 is present), and the ECU 72 is properly configured to operate the door latches 32 (as opposed to door locks 30) when the wire harness 84 is inserted in the receptacle 82. The manufacturer determines which mode of operation is desired, and adjusts the ECU 72 accordingly by either inserting the wire harness 84 or leaving the receptacle 82 empty.
The ECU 72 can have additional functionality. For example, a child security lock (CSL) 76 can be added. The CSL 76 can use a separate ECU, or it can be incorporated into the door lock/latch ECU 72, or the CSL 76 can be other electronic components such as a simple switch. The CSL 76, when activated, prevents the rear doors 20, 22 from opening on activation of the inside handle sensors 52, so a child cannot open the door. In the illustrated embodiment, the CSL 76 operation uses a pair of “and” gates 98 in conjunction with the CSL controller for this function. In a similar, alternative embodiment, there can be a theft security lock 77 that prevents the opening of any selected doors 28 when the theft security lock 77 is enabled. The theft security lock 77 may be used with just the automatic locking system, just the automatic latching system, or both, as desired. The theft security lock 77 and CSL 76 wiring and components can be present in the vehicle 10 even if the controller or other components of the CSL 76 or theft security lock 77 are not present, in which case these security locks would never be activated. In alternate embodiments, the theft security lock 77 and/or the CSL 76 may be implemented in the ECU logic 116. In the embodiment shown, the CSL 76 and theft security locks 77 operate in the same manner for both the automatic locking mode and the automatic latching mode.
While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the exemplary embodiment or exemplary embodiments. It should be understood that various changes can be made in the function and arrangement of elements without departing from the scope of the disclosure as set forth in the appended claims and the legal equivalents thereof
