System for centralized control of a motor-vehicle accesses safety lock device, warning and antitheft installation and other relevant functions connection

Abstract

 The system provides means suited for distance operation with centralized control of a motor-vehicle accesses safety lock device, warning and antitheft installation and other relevant functions connection, including among said means at least one portable device for distance control and devices installed on the motor-vehicle to receive the control signal and to transform it for operation of said devices.

Description

[0001] The invention refers to a system for centralized control of a motor-vehicle accesses safety lock device, warning and antitheft installation and other relevant functions connection. For the sake of brevity, in the text of the description and in the claims only the word "accesses" shall be conventionally used instead of "safety lock devices of the doors, boot, fuel filling door and other eventual accesse".

[0002] Various type of systems exist so far for motor-vehicle accesses centralized control, the only difference among which consists in the different type of servo-control used, as the operation of all these servo-controls is always accomplished with the key of the lock device of the front door locks, by executing the normal locking or releasing operation of one of said doors, a member directly actuating the servo-control of accesses being mechanically connected to the cylinder of these locks. In addition, these systems can be operated from inside the motor-vehicle by means of the lock pin of one of the two front doors or by means of a proper member. These systems always include an inertial safety device for immediate release of all accesses in case of accident and in addition even tual safety devices for operating or protecting the servo-control. On the motor-vehicles provided with systems for accesses centralized control, the warning and antitheft installation connection is actuated with one of the many devices known in the state of the art, but anyhow always independently from actuation and from actuation device of the accesses centralized control installation. The use of the key operating the accesses centralized control installation requires the driver to have the hands sufficiently free and also to stay some time, even if short, near and outside the motor-vehicle in order to insert the key into its hole, this being a disadvantage if the driver's hands are not free or under particular weather or light conditions, as e.g. under driving rain, snow or by night with out external lighting, this disadvantage becoming worse if these events occur together. Furthermore, the driver must always have on himself the door key as well as the member actuating the warning and antitheft installation connection device.

[0003] Aim of the system according to the present invention is to eliminate the disadvantages mentioned and to obtain other advantages which shall be described in the following.

[0004] The system according to the present invention for centralized control of a motor-vehicle accesses which can be actuated from outside with the key of the front doors and from inside with devices known in the state of the art includes proper means for distance ac tuating said system, said means including also at least one portable device composed at least of one or more members controlled by the driver, an encoding device for said control, a control signal transforming and distance transmitting section and if required a po wer source; and a device installed on the motor-vehicle, including at least a control signal receiving and transmitting section and a decoding section of the signal coming from said section, sections respectively of the same type of the transforming and transmitting one and of the encoding one included in the portable device, a servo-control actuating section, the servo-control and an eventual spe cial power source.

[0005] In an improvement of this solution the servo-control actuating section includes also members suited to prevent the engine from starting when accesses are locked.

[0006] In a further improvement of the system the servo-control actuating section includes also members suited to prevent accesses lock when the engine is running.

[0007] In a preferred solution of the system the servo-control actuating section also includes members suited to connect the warning and antitheft installation simultaneously with accesses locking, and to disconnect it on releasing.

[0008] In an improvement of said solutions the system also includes means suited to send signals of any kind to confirm reception of control signal by the servo-control actuating section, and said section includes members to control said signaling means.

[0009] In another solution the motor-vehicle may be already equipped with said signaling means for other purposes.

[0010] In a further improvement of said solution the signaling means control members are composed of a distance transmitting device installed on the motor-vehicle and of a receiving device included in the portable device, which actuates then the signaling means also inclu ded in the portable device.

[0011] In another improvement, still of said solution, the distance transmitting device installed on the motor-vehicle can be actuated, besi des by the servo-control actuating section, also by the warning and antitheft installation when warning starts, therefore to transmit a warning signal which can also be different from the signal indicating received control.

[0012] In a preferred solution of the system the portable device includes two members for control by the driver, one for accesses lock and warning and antitheft installation connection, the other one for re lease and disconnection, and therefore the encoding section and the decoding one include respectively two encoders and two decoders and the servo-control actuating section is double and includes namely two identical sections, one of which to lock accesses and to connect the warning and antitheft installation, and the other one of release and disconnection.

[0013] In an improvement of this solution the servo-control actuating section is composed of two identical electronic circuits, including each at least electronic components and electronic components units suited for and so inserted as to obtain respectively supply voltage stabilizing and filtering, transistors and other components protection, safety against repeated controls due to bounce of the control member by the driver, safety against protracted actuation of said member, supply timing of servo-control actuating relay, the accesses lock circuit including an even non electronic servo-control actuating and warning and antitheft installation connecting relay, an even non electronic engine start lock relay and electronic components suited for and so inserted as to prevent servo-control actuating relay supply when the engine is running, and the other circuit for release of accesses including an even non electronic servo-control actuating and warning and antitheft installation disconnecting relay; supply of all said circuits being ensured by the motor-vehicle battery or by a special power source.

[0014] In another preferred solution of the system the portable device includes only one member for control by the driver, and therefore the encoding and decoding sections respectively include only one enco- ) der and one decoder, and the servo-control actuating section is not double but includes at least one memory device which ensures alternate forwarding of an accesse lock and warning and antitheft instal lation connection control signal and a release and disconnection control signal.

[0015] In an improvement of said solution the servo-control actuating section is composed of an electronic circuit including up the memory device at least electronic components and electronic components units suited for and so inserted as to obtain supply voltage stabilizing and filtering, transistors and other components protection, safety against repeated controls due to bounce of the member of con trol by the driver, safety against protracted actuation of said mem bar, memory device supply timing, cut off of said supply when engine is running; of the memory device which controls the accesses lock electronic circuit and simultaneously warning and antitheft installation connection and engine start lock, and the accesses release electronic circuit and simultaneously warning and antitheft installation disconnection and engine start release; and of said two iden tical electronic circuits down the memory device which actuate the servo-control respectively for lock and release of accesses, each one of said circuits including at least electronic components and electronic components units suited for and so inserted as to obtain respectively supply voltage stabilizing and filtering, transistors and other components protection, supply timing of servo-control actuating relays; supply of all said circuits being ensured by the mo tor-vehicle battery or by a special power source.

[0016] The advantages offered by the system according to the present inven tion chiefly consist in that the driver can get out of the motor-ve hicle, shut the door by simply pushing it, take shelter in case of bad weather and then, with the portable device, actuate at a distal ce accesses lock as well as warning and antitheft installation connection, all this whatever light conditions may be, and vice versa when he has to get into the motor-vehicle. Furthermore, the driver can get out of the motor-vehicle with full hands, shut the door by simply pushing it and after having laid down the packs at destination lock and secure the motor-vehicle as said above. An additional advantage can be achieved in that the driver can receive a signal from the motor-vehicle indicating that the remote control has been received, and also warning signals when the relevant system starts, particularly useful in case the system is provi ded with remote transmission of said signals, as e.g. by radio. The system in accordance with the present invention might also be applied without the key control and the controls provided inside the motor-vehicle, but these controls are evidently required for sa fety reasons. 17ith the present system key actuation of the front doors and controls inside the motor-vehicle do not operate on the warning and antitheft installation connecting device nor on the con trol for signaling of reception occurred, nor on the other said safety devices mentioned.

[0017] The system in accordance with the present invention can also include the inertial safety device for immediate release of all accesses in case of accident, as well as other eventual auxiliary devices known in the state of the art.

[0018] The power source for operating the means of the system installed on the motor-vehicle can consist in the motor-vehicle electric battery and/or in the motor-vehicle engine and/or in a special power source as e.g. an auxiliary electric battery.

[0019] Finally, the presence in the system of an encoder and of a decoder of the transmitted control signal is required to make sure that only the person in possession of the portable device can release accesses and disconnect the warning and antitheft installation.

[0020] In order to explain better the system in accordance with the present invention, merely as example, an embodiment will be described with reference to the enclosed drawings, wherein:

- figure 1 is a block diagram,

- figure 2 is partly a block diagrams partly a diagram detailed in all its components and connections,

- figure 3 is a detailed diagram of an electronic circuit.

[0021] The system is composed of a portable device 1 including an actuating pushbutton, a 12 Vcc input micro-pile, a national MM53200 enco der for digital encoding and a radio transmitter having following characteristics: 12 Vcc supply voltage, 250/350 MHz operating frequency, suppressed carrier transmission type and BF 50 mW output po wer, not shown in the figure. Number 2 indicates the 400 uV sensiti vity radio receiver installed on the motor-vehicle, frequency and supply voltage as the transmitter; 2a indicates the antenna of radio receiver 2, 3 the National MH53200 decoder, 4 the servo-control 5 actuating section; these sections are electrically connected as shown in figure 1. In addition to radio receiver 2 and decoder 3 shown in blocks, figure 2 shows the detailed diagram of the first module 4a which section 4 is composed of, while figure 3 shows the detailed diagram of the second module 4b of section 4. These two mo dules are installed on printed circuits contained, in the example, in two separate boxes for easier installation.

[0022] The electronic circuit of module 4a is supplied by the motor-vehicle 12 Vcc battery, the positive pole on terminal 6, the negative pole on terminal 13. CR1 is a 1N4002 diode for circuit protection, R1 is a 100 Ω resistor for supply voltage drop from 12 V to 9,1 V, CR2 is a 1N4739A Zener diode and 01 a 220 µF and 16 wV electrolitic capacitor, respectively for stabilizing and filtering of supply vol tage, R2 and R3 are 10 K Ω resistors respectively controlling and polarizing Q1, which is a BC307A transistor; CR3 and CR4 are 1N4148 diodes for quick discharge of 10 µF and 16 wV capacitor C2, R4 is a 68 K Ω resistor charging 02 and controlling Q2, which is a BC317A transistor, R5 is a 10 K Ω resistor charging Q1, R6 is a 47 K Ω resistor polarizing Q2. R7 and R8 are 10 K Ω resistors respectively controlling and polarizing Q3, which is a BC 307A transistor, CR5 is a 1N4148 diode supplying R4 and C2 with positive feedback. R9 is a 2,2 K Ω resistor controlling Q4, which is a TIP120 transistor, and charging Q5, which is a BC 317A transistor, R10 is a 2,2 K Ω resistor controlling Q4 and R11 is a 10 K Ω resistor polarizing Q4. CR7 is a 1N4002 diode protecting Q5, R12 a 22 K Ω resistor and R13 a 10 K Ω resistor respectively controlling and polarizing a5; C3 is a 10 µF and 16 wV electrolitic capacitor and C4 a 10 KpF capacitor which forms with CR8, a 1N4002 diode, a Q5 control voltage filtering and protecting unit. CR6 is a 1N4002 diode protecting Q4, while CR9 and CR10 are two 1N4002 diodes protecting respectively K2 and K1 re lays.

[0023] K1 is a pulse relay type 21.43 of Rele Finder, Almese, Italy, having two alternating work positions following each excitation of its coil, and it controls three switches, one of which, when closed, connects the output terminal 7 to the positive pole and so actuates the accesses releasing control circuit and the warning and antitheft installation disconnection, the second one connects, when clo sed, terminal 8 to the positive pole and so actuates the accesses look control circuit and the warning and antitheft installation connection; the third one, connecting 9 and 10, prevents when open engine start. In a relay working position the first and third switches are closed and the second one open, in the other position the first and third are open and the second one closed. Terminal 12 is connec tad to the engine ignition electric circuit.

[0024] K2 is a normal electromagnetic relay which in working position closes the received control signaling device circuit, and opens said circuit when at rest. 7a and 8a are the input terminals of the second module 4b of section 4, and are connected in a fix way with output terminals 7 and 8 of K1 relay. CR11 is a 1N753A Zener diode and C5 a 100 µF and 16 wV eleotrolitic capacitor respectively stabi lizing and filtering supply voltage, CR12 and CR13 are 1N4148 diodes for protection respectively of Q6 and Q7, which are BC317A transistors, R14 and R16 are resistors respectively the 22 K Ω one control ling and the 10 K Ω one polarizing Q6; resistors R15 and R17 have similar values and functions respectively for Q7, R18 and R20 for Q8, which is a BC307A transistor, R19 and R21 for Q9, which also is a BC307A transistor. C6 and C7 are 47 uF and 16 wV electrolitic capacitors. CR14 and CR16 and CR15 and CR17 are 1N4148 diodes for quick discharge respectively the first two of C6 and the second two of C7, R24 and R25 are 4,7 K Ω resistors charging respectively C6 and C7, while R22 and R23 are 22 K Ω resistors charging respectively Q8 and Q9. R26 and R27 are 47 K Ω resistors polarizing respectively Q10 and Q11, which are BC317A transistors, CR18 and CR19 are 1N4148 diodes respectively protecting transistors Q10 and Q11. CR20 is a 1N4002 diode for protection and R28 a 330 Ω resistor for supply voltage drop from 12 Voc to 6,2 Vcc. Terminals 14 and 18 are re spectively connected to the positive and negative poles of the motor-vehicle battery, while 15 and 16 are the output terminals of re lay K4 and 16 and 17 of K3. The components described are connected as shown in figures 2 and 3.

[0025] The accesses servo-control 5 is of electromagnetic type and is not described, being known in the state of the art. The system works as follows.

[0026] When the driver presses the portable device 1 control pushbutton, said pushbutton, by closing the circuit supplied by the micro-pile, produces an electrical signal which, when encoded, as decided upon mounting, by the encoder, enters into the radio transmitter which transforms it into an output radio signal. Said signal is received by the receiver 2, which in turn transforms it into an electric signal which, decoded by the decoder 3, down the latter produces a va riation of the logic state, which turns transistor Q1 on, then Q1 collector current, charging C2, turns Q2 on, the latter in turn, through its collector, turns Q3 on, the latter turning Q4 on, which actuates the K1 pulse relay acting as memory device as, if before excitation now produced, as described, it was in accesses lock position and hence in warning and antitheft installation connection position, by the so induced operation it comes to release and disconnection position, and upon successive control actions it will al ways alternate its position from lock to release, so that a transmitted control signal with locked accesses can only cause release and vice versa.

[0027] While Q1 immediately stops conducting upon stopping of the starting control, the conduction of Q2 goes on for feedback of CR5 and as a consequence the conduction of Q3 and Q4, and so the excitation of the coil of K1 goes on, and this occurs until the capacitor 02 is not completely charged, in fact from this moment the current stops flowing through 02 and therefore conduction of Q2, Q3, Q4 and excitation of K1 stop. The characteristics of 02 and of the other compo nenta determine 02 charging time, which in the example results in two seconds, and so K1 excitation timing. As soon as the complete charge of C2 is achieved and so the consequent Q2 cut off, capacitor 02 discharges on the negative through diodes CR3 and CB4 for quick discharge and the resistor R5.

[0028] After Q1 cut off another control might immediately start due to bounce of the pushbutton and inadvertently cause actuation opposed to the previous one. On the contrary, this can absolutely not occur until K1 is excitated, that is during two seconds while bounce is immediate, as 02 is anyhow being charged due to feedback from CR5 and restoring conduction in Q1 during this time would not change the circuit operation in being. In addition, should the driver inadvertently keep the pushbutton pressed, or should the latter stick in control position, a new control, viz. opposite to the previous one, of K1 would not start, as until C2 is not fully charged nothing can change, but even after the full charge is achieved no current flow can occur if C2 does not discharge, and this cannot oc cur if Q1 conducts and therefore keeps C2 under charge. A successi ve excitation of K1 can only occur after C2 has discharged, namely after Q1 cut off. In addition, if motor-vehicle engine is running, the terminal 12 connected to engine ignition circuit shall be connected to the positive and therefore Q5 shall go on conducting and the collector current of Q3 shall discharge through Q5, so causing Q4 cut off and impossibility of actuating relay K1, so achieving sa fety against accesses lock and warning and antitheft installation connection when engine is running..

[0029] The coil of relay K2 is excited in the same way as K1, and so each time K1 is controlled, K2 gets in working position closing through terminal 11 the supply circuit of headlights of the motor-vehicle, which light two seconds long, that is the time K2 and K1 are under excitation, to confirm control reception to the driver.

[0030] The relay position indicated in the figure 2 is the position of accesses lock and warning and antitheft installation connection, and a new control action would cause excitation of the coil of K1 and therefore a click of the mobile equipment and so the output switches closing release, viz. release of accesses and disconnection of warning and antitheft installation.

[0031] The electronic circuit down the terminal 7-7a and 8-8a includes CR20, R28 and CRIt and C5, which have the functions already described for the whole circuit, in addition it includes two circuits, which are identical as to components as well as for connections, the circuit connected to terminal 7a and the components of which are indicated in the figure with reference designators with odd num bers is the accesses releasing control circuit, the other one connected to the terminal 8a and the components of which are indicated with reference designators with even numbers is the accesses lock control circuit. As all components have already been described, we shall illustrate operation of only one of these circuits, as operation of the other one is of course alike.

[0032] When a control is given by the driver, if K1 is in the position of figure 2 the accesses are locked and the warning and antitheft installation is connected, therefore the control is a release and disconnection control, therefore the switch of terminal 8 opens and the switch of terminals 9 and 10, restoring engine start circuit, and the switch connecting terminal 7 with the positive pole, close, so producing a current which, through 7 and 7a, turns Q7 on, the emitter current of which turns Q9 on, and the collector current of the latter, by charging C7, turns Q11 on, the collector current of which excites the coil of relay X3, which closes the switch connecting terminals 16 and 17 which are connected to the electromagnetic servo-control supplying circuit so as to let the accesses release be effected. Relay X3 must remain under excitation all the time required for the servo-control to effect the release operation. The timing of this control is obtained through the capacitor C7, in fact Q11 conducts until C7 is fully charged while after having attained full charge of C7 the current which turned Q11 on stops and so excitation of K3, apart from the fact that Q7 and Q9 remain in conduction. Upon the successive control, the switch which caused the current to flow through 7 and 7a opens and as a consequence C7 discharges on the negative through CR16, and the switch connecting terminal 8 to the positive pole closes and so determines in the same way as now illustrated the operation of the accesses lock servo-control. The time of excitation of X3 and K4 required for the servo -control operation is fixed in two seconds in relation to the suppo sed servo-control of this system and not described as known in the state of the art. According to said time the characteristics of C7 and C6 and of the other components have been calculated.

Claims

1. System for centralized control of a motor-vehicle accesses which can be actuated from outside with the key of the front doors and from inside with devices known in the state of the art, characterized in that it includes proper means for distance actuating said s_Z stem, said means including also at least one portable device (1) composed at least of one or more members controlled by the driver, an encoding device for said control, a control signal transforming and distance transmitting section and if required a power source; and a device installed on the motor-vehicle including at least a control signal receiving and transforming section (2), and a decoding section (3) of signal coming from said section, sections respectively of the same type of the transforming and transmitting one and of the encoding one included in the portable device (1), a servo-control (5) actuating section (4), the servo-control (5) and an eventual special power source.

2. System as claimed in claim 1 characterized in that the servo-con trol actuating section (4) includes members (K1, 9, 10) suited to prevent the engine from starting when accesses are locked.

3. System as claimed in claims 1 and 2 characterized in that the servo-control actuating section (4) includes members suited to prevent accesses lock when the engine is running.

4. System as claimed in anyone of previous claims characterized in that the servo-control actuating section (4) includes members (K1, 8) suited to connect the warning and antitheft installation simulta neously with accesses locking, and to disconnect it on releasing.

5. System as claimed in anyone of previous claims characterized in that it includes means suited to send signals, of any kind, to confirm reception of control signal by the servo-control actuating sec tion (4), and that said section includes members (X2, 11) to control said signaling means.

6. System as claimed in claim 5 characterized in that the motor-vehicle is already equipped with said signaling means for other purpo ses.

7. System as claimed in claim 5 characterized in that the signaling means control members (K2, 11) are composed of a distance transmitting device installed on the motor-vehicle and of a receiving device included in the portable device, which actuates then the signaling means also included in the portable device.

8. System as claimed in claim 7 characterized in that the distance transmitting device installed on the motor-vehicle can be actuated, besides by the servo-control actuating section (4), also by the war ning and antitheft installation when warning starts, therefore to transmit a Warning signal which can also be different from the signal indicating received control.

9. System as claimed in anyone of the previous claims characterized in that the portable device includes two members for control by the driver, one for accesses lock and warning and antitheft installation connection, and the other one for release and disconnection, and that therefore the encoding section and the decoding one include re spectively two encoders and two decoders, and the servo-control actuating section (4) is double and includes namely two identical sec tions, one of which to lock accesses and to connect the warning and antitheft installation and the other one for release and disconnection.

10. System as claimed in claim 9 characterized in that the servo-control actuating section (4) is composed of two identical electronic circuits including each at least electronic components and elec tronic components units suited for and so inserted as to obtain res pectively supply voltage stabilizing and filtering, transistors and other components protection, safety against repeated controls due to bounce of the control member by the driver, safety against protracted actuation of said member, supply timing of servo-control actuating relay, the accesses lock circuit including an even non electronic servo-control actuating and warning and antitheft instal lation connecting relay, an even non electronic engine start lock relay, and electronic components suited for and so inserted as to prevent servo-control actuating relay supply when the engine is run ning, and the other circuit for release of accesses including an even non electronic servo-control actuating and warning and antitheft installation disconnecting relay, supply of all said circuits being ensured by the motor-vehicle battery or by a special power source.

11. System as claimed in anyone of the first eight claims characterized in that the portable device includes only one member for control by the driver, and therefore the encoding and decoding sections respectively include only one encoder and one decoder, and the servo-control actuating section is not double, but includes at least one memory device (K1) which ensures alternate forwarding of an accesses lock and warning and antitheft installation connection control signal (8) and a release and disconnection control signal (7).

12. System as claimed in claim 11 characterized in that the servo-control actuating section (4) is composed of an electronic circuit (4a) including up the memory device (K1) at least electronic components and electronic components units suited for and so inserted as to obtain supply voltage stabilizing (CR2) and filtering (C2), tran sistors and other components protection (CR1, CR4, CR6, CR7, CR8, CR9, CR10), safety (CR5) against repeated controls due to bounce of the member of control by the driver, safety (C2-Q2) against protrac ted actuation of said member, memory device (K1) supply timing (CR4 -R4-C2-Q2-R7-Q3), cut off (Q5-CR7-C3-CR8-C4-R12-R13) of said supply when engine is running; of the memory device (K1) which controls the accesses lock electronic circuit (8-8a) and simultaneously warning and antitheft installation connection (8) and engine start lock (9-10), and the accesses release electronic circuit (7-7a) and simultaneously warning and antitheft installation disconnection (8) and engine start release (9-10); and of said two identical electronic circuits down the memory device (K1), which actuate the servo-control respectively for lock and release of accesses, each one of said circuits including at least electronic components and electronic components units suited for and so inserted as to obtain respec tively supply voltage stabilizing (CR11) and filtering (C5), transistors and other components protection (CR12, CR16, CR18, CR20, CR13, CR17, CR19), supply timing (CR14-B24-C6-Q10, CR15-R25-C7-Q11) of servo-control actuating relay (K3, K4); supply (14, 18) of all said circuits being ensured by the motor-vehicle battery or by a special power source.

13. System for centralized control of accesses, of warning and anti theft installation and other relevant functions, characterized in that it includes all the means as described in the example reported in the description and is suited to effect all functions therein described.

Drawing