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    • 专利摘要:
    The vehicle luminaire control device has a drive power input (401) for receiving drive power, a light output (402) for conducting light power to one or more light sources (403) and a power converter (404) connected between said drive power input (401) and light output (402). The power converter (404) has a control connection (405). The control device has a control information interface (406) for transmitting control information and a control circuit (407) connected between said control information interface (406) and the control interface (405). The control device has a control power input (408) connected to said control circuit (407) separate from said drive power input (401) for receiving control power to said control circuit (407) regardless of said drive power, and a galvanic isolation (409) between said control circuit (407) and said power converter (404). The connection from the control circuit (407) to said control terminal (405) passes through said galvanic isolation (409).
    公开号:FI20195658A1
    申请号:FI20195658
    申请日:2019-08-02
    公开日:2020-08-14
    发明作者:Matti Alava；Harri Mattila
    申请人:Teknoware Oy；
    IPC主号:
    专利说明:

    METHOD AND ARRANGEMENT FOR CONTROL OF LIGHTING
    FIELD OF THE INVENTION The invention relates generally to the implementation of lighting in a means of transport, such as a bus, train, tram, airplane, ship or the like. In particular, the invention relates to how the control of lighting in a vehicle is implemented.
    BACKGROUND OF THE INVENTION Vehicle lighting systems differ in many ways from building lighting systems. The internal electrification of vehicles does not necessarily build on 230 volts (or 120 volts, or some other standardized mains voltage) as in buildings, but the most commonly used voltage may be, for example, 12, 24 or 48 volts DC from the vehicle battery. There may be several different voltage levels available in the electrical system of the vehicle and their availability may depend on the situation, for example whether the vehicle is temporarily connected to an external network. Exposure to motion, vibration = and temperature fluctuations places great demands on all electrical components of N vehicles. In addition, in the vehicle, the parts of the lighting system S 30 must be easy to maintain, replace and modify for different purposes. * It is common today in both vehicles and buildings O to be able to control the lighting 3 centrally. Several different basic solutions are known for implementing controlled lighting. Figure 1 is a block diagram of a simple dimmable luminaire. The controllable power converter 101 may include, for example, a rectifier (if the operating voltage is AC), filters, and one or more switch power supplies. The light source 102 may be, for example, an LED module in which a plurality of LED chips are attached to a circuit board and connected to a circuit. The controller 103 may be a microprocessor or microcontroller with any auxiliary circuits and may receive control information via a separate control bus. The operating voltage of the controller 103 usually comes from the power converter section 101.
    Figure 2 shows a slightly more complex dimmable luminaire in which the power converter to be controlled comprises a primary part, i.e. a first stage 201, and a galvanically separated secondary part, i.e. a second stage 202.
    Galvanic isolation 203 may be required, for example, to improve electrical safety. The controller 204 operates at low voltage, so it is often most natural to connect it to the second stage 202 directly and to the first stage 201 over the galvanic isolation 203. In this case, too, the operating voltage for the controller 204 comes from the power converter part, for example from the first stage 201, across the galvanic isolation 203.
    Figure 3 shows another known controllable luminaire in which all the required power comes by the same route as the control data. This can be, for example, a PoE-type solution (Power over Ethernet), in which the control bus originally developed for data transmission purposes is also used to transfer operating power. The controller 301 and the controllable power converter 302 must, of course, be designed to be capable of supplying N power through the control bus. In principle, slightly similar solutions are phase-angle * AC voltage luminaires, to which the control information comes in the form of partially cut-off half-wave 3 35 AC voltage. S In modern transport lighting systems, luminaires are
    requirements, some of which may conflict with each other. One of the most frequently emphasized requirements is proactive serviceability, which means that both luminaires and other devices should be connected to some kind of internal diagnostic system. It collects, stores and reports information on the operation of the equipment, in which case the need for maintenance of the equipment can be predicted even before it actually fails. However, the electronic device can only participate in the diagnosis if it has sufficient operating power at its disposal. "On the other hand, vehicles are characterized by having to wait for long periods of time, for example in a yard or depot, with the electrical system distributing the power to the equipment switched off. In addition, all electrically operated parts of the vehicle should be as energy efficient, safe as possible. and reliable.
    SUMMARY OF THE INVENTION The object of the invention is to present a method and an arrangement for implementing the lighting of a vehicle so that the parts of the lighting system can be versatile controlled in all operating situations of the vehicle. The object of the invention is in particular that the internal diagnostics of the lighting system can be arranged efficiently and reliably. It is a further object of the invention that the lighting system = 30 is naturally integrated into other electronic systems of the vehicle. It is a further object of the invention that the lighting system enables smooth and efficient configuration even when parts need to be serviced and / or replaced. The objects of the invention are achieved by providing the vehicle with separate power distribution passages for the electrical power used for lighting and the electric power used for controlling the lighting, and by constructing at least a part of the luminaires so that their control part is galvanically separated from the power converter part.
    The invention is characterized by what is set forth in the characterizing part of the appended independent claims.
    The dependent claims disclose some preferred embodiments of the invention.
    The vehicle lighting control device presented here has: - an operating power input for receiving the operating power, - an illuminating output for conducting illuminating power to one or more light sources, - a power converter connected between said operating power input and the illuminating output for converting the received operating power , - a control data interface for transmitting control data, and - a control circuit connected between said control data interface and the control interface.
    The control device is characterized in that it has - a control power input connected to said control circuit separate from said drive power input for receiving control power to said control circuit regardless of said drive power, and - a galvanic difference between said control circuit and said power converter, the connection from the control circuit 30 hours through galvanic isolation.
    S According to one embodiment, said power converter is to be controlled by a power converter, the amount of said lighting power produced by it being determined on the basis of the control signals received by it via said control terminal O, and said control circuit is arranged to generate said control signals in said direction. received via the control information interface
    based on the data. This has the advantage that the amount and / or color of the light can be adjusted as desired at different locations in the vehicle by utilizing a control arrangement which, in addition, can be utilized for many other purposes as described below.
    According to one embodiment, said control circuit is arranged to receive one or more diagnostic signals from said power converter via said control interface and to forward diagnostic information resulting from the received diagnostic signals via said control information interface. This has the advantage that it is possible to monitor the condition of the lights of the vehicle proactively, so that faulty or in danger of failing devices can be dealt with quickly, even before the fault has time to cause visible consequences.
    According to one embodiment, said control circuit is arranged internally to generate one or more diagnostic signals and to transmit diagnostic information derived from the diagnostic signals it has generated via said control information interface. This has the advantage that the proactive condition monitoring described above and the intervention in the equipment at risk of failure can be extended to the operation on the side of the galvanic isolation on which the control circuit is located. N According to one embodiment, the control power input is arranged to receive a low voltage according to the electrical safety regulations. This provides an advantage in z design and maneuverability when not very significant voltage protection is required on the control power side. O According to one embodiment, the control device 3 35 has a sensor connected to said control circuit, which S is arranged to measure at least one environmental factor prevailing at the luminaire. This achieves
    energy advantage, as other functionalities than lighting control can be implemented in the same device. According to one embodiment, said sensor comprises at least one of the following: a temperature sensor, a gas sensor, a humidity sensor, an air pressure sensor, an acceleration sensor, a motion sensor, a presence sensor. This advantageously achieves versatility in the operation of the device.
    According to one embodiment, the control device has a sensor interface for connecting an external sensor to said control circuit. This has the advantage that the versatile function described above can also be extended to the environment of the luminaire control device.
    According to one embodiment, said control data interface is a bidirectional bus interface. This has the advantage that the connections of the devices are relatively simple and they are quick to install and maintain.
    According to one embodiment, said control circuit is arranged to perform a predetermined operation related to the processing of control data only in response to an authorization signal received via the control data interface, and said control circuit is arranged to forward the authorization signal through a control data output connected thereto after performing said operation. This has the advantage that, especially after the first> installation, the configuration of the arrangement in working order is simple and fast and can be largely automated. S The vehicle luminaire z presented here has a control device as described above and * connected to its illumination output one or more light sources, which most preferably form an LED module. 3 35 The vehicle lighting arrangement S presented here has a central lighting controller and a vehicle lighting control bus connected to it.
    to provide information on the luminaires. The lighting arrangement is characterized in that it has at least one lighting device as described above connected to said control bus via its control data interface and one or more light sources connected to the lighting output of said control device or devices.
    According to one embodiment, the lighting arrangement has a drive power bus to be connected to another power distribution system of the vehicle, to which said one or more control devices are connected via their drive power input, and a lighting control from said central controller to said one or more control devices. connected via its control power input. This has the advantage that the distribution of drive and steering power can be kept separate over the entire range of the vehicle.
    According to one embodiment, the lighting arrangement comprises one or more sensors, each of which is connected to said central lighting controller either directly or via one of said lighting control devices. This has the advantage that the data transmission capability of the lighting arrangement can also be utilized for transmitting the information produced by the sensors and controlling the sensors.
    According to an embodiment, at least one of said sensors is connected to said central controller N of lighting only to supply an operating voltage to said sensor, said sensor N further being in wireless communication with a z measuring arrangement. This has the advantage * that the power supply of the sensor can be secured without in any way restricting to what and when it provides the measurement data it produces. OF LIST OF IMAGES
    Fig. 1 shows a luminaire according to the prior art, Fig. 2 shows a luminaire according to the prior art, Fig. 3 shows a luminaire according to the prior art, Fig. 4 shows the principle of separate power supplies and galvanic isolation, Fig. 5 shows an embodiment in which the power converter part and the control part the power supplies are separate and Figure 6 shows a lighting system of the vehicle. The same reference numerals are used for the corresponding parts in the figures.
    DETAILED DESCRIPTION OF THE INVENTION Figure 4 shows a control diagram of a vehicle lighting device in the form of a block diagram. It has an operating power input 401 for receiving the operating power and an illuminating output 402 for directing the illuminating power to one or more light sources 403. The light sources 403 may form, for example, an LED module with one or more LED chips connected to a circuit board. and as a thermoregulatory member. A power converter 404 is connected between the drive power input 401 and the illumination output 402, the function of which is to convert the received drive power into output light. The power converter 404 may include, for example, one or more stages operating on the principle of a switch power supply to make the necessary conversions between voltage levels and to determine the amount of illumination power from the illumination output 402. There may be several light outputs 402 in the same power converter 404, for example if the light sources 403 include their color and / or color temperature.
    different LEDs for which the color and / or color temperature of the light emitted by the lamp in question can be influenced by controlling the relative amount of power to be directed.
    In some implementations, the power converter 404 and the light sources 403 may be so tightly integrated as a single unit, such as a common circuit board, that it is not justified to present them as two separate structural blocks. In such an implementation, the illumination output 402 may be conceptually understood to mean the current path or paths along which the illuminating power travels to the light source or sources, even if that current path is only an internal part of the dense assembly described above. The power converter 404 has a control interface 405, which may have one or more uses. If the power converter 404 is to be controlled, it can be controlled by control signals supplied through the control interface 405. In this case, the amount of lighting power produced by the power converter 404 is determined by the control signals it receives through the control interface 405. In Fig. 4, the control interface 405 is drawn in two directions to indicate that, according to another application, the power converter 404 can provide diagnostic signals = i.e. measurement and monitoring information to the control circuit to describe the operation of the power converter 404 and / or light sources 403. It is not per se relevant to the invention in which form S the signals travel in the control interface 405. z Some examples of preferred embodiments of the control interface 405 are discussed below. O The control device of the vehicle illuminator shown in Fig. 4 has a control data interface 406 for transmitting control data. The control information can be any communication via the communication information interface 406.
    regardless of the direction in which it is moving and its significance and / or purpose.
    One possible use of the control device of Fig. 4 in the lighting arrangement of the vehicle is one in which a separate central controller (not shown in Fig. 4) is arranged to control several lamps belonging to the same vehicle.
    Each of these luminaires has its own control device, for example as shown in Figure 4.
    The central controller provides control information to the control devices, for example along the lighting control bus, whereby the control device of Fig. 4 would be connected to said lighting control bus via its control data interface 406.
    The lighting control bus is often a wired bus to ensure the reliability of data transmission, but the word bus should not be construed as limiting in this sense, and the control information interface 406 may also be arranged to receive wirelessly transmitted control information.
    The control device of Fig. 4 has a control circuit 407 connected between the control data interface 406 and the control interface 405, one of the functions of which may be, for example, to control the (controllable) power converter 404 on the basis of control data received via the control data interface 406.
    In the vehicle lighting arrangement described above, the central controller may provide control information along the lighting control bus, for example as analog voltage levels or digital commands, whereby the control circuit 407 N is responsible for identifying the control information assigned to it 30 and generating and driving the power converter 404. a power converter 4044 to produce exactly the desired illumination power.
    For this purpose, the controller * circuit 407 may include, for example, a microprocessor or microcontroller programmed to perform the necessary operations.
    The power converter 404 can be designed to operate in a special way in exceptional situations: for example, in a situation where no control signals are received through the control interface 405 even if they should, the power converter 404 can produce the required lighting power according to the emergency lighting.
    In addition to or instead of that described above, the function of the control circuit 407 may be to receive diagnostic signals from the power converter 404 via the control interface 405, which may be one or more. Diagnostic signals may also be generated internally in the control circuit 407 itself. After receiving and / or generating the diagnostic signals, the control circuit 407 is arranged to forward the diagnostic information derived from the diagnostic signals via the control information interface 406. Thus, such diagnostic information is a subtype of control information transmitted through the control information interface 406.
    Diagnostic signals may describe, for example, some values of important electrical quantities (currents, voltages, powers, frequencies, etc.) or other values of measured quantities (temperature, acceleration, humidity, etc.). For example, the control circuit 407 may perform preliminary analysis and pruning so that it does not generate or transmit diagnostic information if the diagnostic signals it receives or internally generates from the power converter 404 indicate only normal operation. The diagnostic information to be transmitted would then only describe diagnostic signals classified as> exceptional. Additionally or alternatively, the control circuit 407 may generate diagnostic information in aggregates in which a larger number of diagnostic signals received, e.g., N over a period of time, is compressed, e.g., by averaging, searching for extremes, calculating O some other statistical key figure or otherwise. 3 35 One of the possibilities for utilizing diagnostic data is condition-based maintenance, ie intelligent and safe maintenance and upkeep.
    lubricating the devices based on what the diagnostic information indicates about their condition and operation. The control device has a control power input 408 connected to the control circuit 407, separate from the drive power input 401, through which the control device can receive control power to the control circuit 407 regardless of the drive power, which may or may not be received simultaneously via the drive power input 401. By control power is meant the electrical power at which at least the control circuit 407 operates. The amount of control power does not matter per se, but given the power levels that can be used in currently known vehicle lighting arrangements, it is preferable that the amount of control power received by the control power input 408 does not exceed a few hundred milliwatts.
    The control device has a galvanic isolation 409 between the control circuit and the power converter 404. That is, the connection from the control circuit 407 to the control terminal 405 passes through the galvanic isolation 409. In Figure 4, reference numeral 410 denotes the connection between the control circuit 407 and the galvanic isolation 409, but the galvanic isolation 409 may also be perceived as part of the control circuit 407 (or part of the power converter 404). Many advantages are achieved by using galvanic isolation 409. The voltage levels in the power converter 404 and the control circuit 407 can be selected independently of each other, for example, according to what is best suited for distributing N power to the vehicles of the vehicle and what is best suited for transmitting control information. The control circuit 407 can also be kept in operation Ek when the distribution of operating power to the means of transport (or at least its lights) has been temporarily interrupted, for example due to safety and / or energy savings, or because the train S or line car is parked in the depot and does not have such an efficient external power supply that
    it would be possible or sensible to distribute the power to the devices.
    Without galvanic isolation 409, it would be possible that in the absence of drive power, at least a portion of the control power for control circuit 407 would inadvertently leak toward power converter 404, which could cause unnecessary energy loss, such as LED light sources.
    Galvanic isolation 409 also improves electrical safety in the sense that because the voltage and current levels handled in control circuit 407 and control data interface 406 are typically very low, installation and maintenance work on them can be performed safely in all situations without fear of higher voltage and / or current levels would be dangerous.
    In addition, when galvanic isolation 409 is implemented within the controller, the control information interface 406 does not require a separate galvanic isolation (which might otherwise be necessary to achieve sufficient separation between drive power distribution and control data transmission) but control information interface 406 may be implemented with cheaper technology, e.g. As an RS-485 bus connection or by connecting the ends of the bus cables directly to the dedicated terminals in the control unit.
    Furthermore, the galvanic isolation 409 and the separate distribution networks for the drive power and the control power allow the control device to operate as part of a vehicle's own communication network, which is preferably able to operate even when the drive power is temporarily unavailable.
    Another advantage is that if the S control data bus, the control power bus or the control circuit vi- Ek turns, the power converter 404 is still able to supply * power to the light source 403 and thus ensure e.g.
    No reason for an emergency lighting situation. 3 35 Many of the advantages described above are realized S, especially when the control power input 408 is arranged to receive electrical safety regulations.
    low voltage.
    What is considered to be a low voltage depends on the electrical safety regulations in force at the time.
    For example, SELV (Separated Extra Low Voltage) voltage levels are up to 120 volts DC or up to 50 volts AC, in addition to which no grounding is required at the connection.
    In many vehicles that use batteries to supply and / or secure at least a portion of the electrical system, the general low voltage level is 12 volts DC.
    Lower voltages in the order of 5 volts are also commonly used in control bus type implementations.
    The control device of Fig. 4 also shows a possible control power output 411, through which the device can possibly also distribute the control power out to other devices.
    If there is such an output in the device, it is most preferably connected to the same side of the galvanic isolation 409 as the control power input 408, i.e. it is also galvanically isolated from the part of the device where the operating power is handled.
    The control power output 411 can be used, for example, in embodiments in which the substantially continuous operation of the control device and the data transmission capacity are utilized by connecting one or more external devices such as measuring sensors.
    Examples of such embodiments are discussed in more detail below.
    In Fig. 4, the control power input 408, the control power output = 411 and the control data interface 406 are physically drawn N separately to illustrate the description.
    The connections can also in practice be physically separate.
    However, in their implementation it is also possible to use at least partly the same physical connections, in which case the three concepts can only be logically separate.
    An example of such an implementation is one in which the control circuit S 407 has only one physical connection from outside the control device, through which both control power and control data are transmitted. Another example is where the control power input and the control data input form one physical interface and the control power output and the control data output form another. Another example is one in which one physical interface forms a control power input and a bidirectional control data interface, and there is a separate control power output. Other examples are possible. Numerous ways are known in the field of wired communication in which power and data transmission can be combined in the same physical interface, and it is not necessary to describe them in more detail here.
    Figure 5 schematically shows an implementation of a vehicle lighting control device following the principle of Figure 4. The operating power input 401 is, in the implementation of Fig. 5, a bipolar input whose terminals are designated + U1 and -U1 (the operating power voltage can be denoted by U111). The lighting output 402 is also bipolar and connected to the light sources 403, in this example six LEDs in series. Between the drive power input 401 and the illumination output is a power converter 404, which in this embodiment is a controllable power converter. In the implementation of Figure 5, the control circuit 407 is constructed of three functional blocks, which are the control circuit logic 501, the transceiver 50 and control power block 503. Of these, the actual intelligence of the control circuit 407 is located in the control circuit logic block.
    501. The transceiver 502 is the communication module in use by it, and the control power block 503 handles the tasks included in the internal distribution of the N control power in the control device, such as regulation, protection against fault conditions, and so on. Ek In the implementation of Fig. 5, the galvanic isolation 409 is based on optocouplers, which are at least two O connected in such a way that two-way communication 3 35 over the galvanic isolation 409 is possible. Optocouplers can be used for analog or digital data transmission or a combination thereof. One
    a significant possibility is to use an analog form in the transmission of diagnostic signals from the power converter 404 to the control circuit 407, whereby, for example, in the illumination output 40 the output current measured makes the LED of the dedicated optocoupler burn brighter in galvanic isolation 409 the higher the output current.
    Another exemplary possibility is to use pulse width modulated control pulses in the transmission of control signals from the control circuit 407 to the power converter 404, whereby the current of control pulses produced by the control circuit 407 causes the switching pulse of the power converter 404 directly in the power converter 404.
    In addition to these examples, it will be apparent to one skilled in the art that galvanically isolated communication between the power converter 404 and the control circuit 407 can be accomplished in a number of other ways.
    In addition to or instead of optocouplers, other galvanically isolated communication techniques can be used, such as capacitive or inductive communication, infrared communication, or short-range radio communication.
    this.
    In the implementation of Figure 5, the control circuit 407 has connections to a total of five lines, which include a bipolar control power bus + U2 / -U2, a bipolar data bus Data + / Data- and a so-called permission line, i.e.> E-line.
    Compared to Fig. 4, the connection to the control power bus N + U2 / -U2 forms the control power input 408. The connection 504 to the data bus Data + / Data and the connection 505 to the E-S line would belong both to the control data connection 406 in the division of Fig. 4, The connection through the 505 to the Eout line (as well as the O connection 504 to the data bus Data + / Data-, the transmitter / receiver 502 is adapted to carry bidirectional communication) could also be called control data outputs.
    The control data output can generally be referred to as all the interfaces through which the control circuit 407 is arranged to send data to other devices.
    If the control device has a control data output, as described above, it is possible that it is included in the control data interface, which is (at least in part) a two-way bus interface.
    If the arrangement includes an E-line connected as shown in Fig. 5, it can be used, for example, to control events for which, for one reason or another, it is not possible or desired to use controller-specific addressing.
    As an example, a situation can be considered in which a number of newly manufactured control devices according to Fig. 5 have been installed as part of the lighting arrangement of a particular vehicle, but have not yet been given unambiguous addresses.
    In other words, even if they could all exchange data with, for example, a central controller via the Data + / Data- data bus, the central controller cannot yet assign any specific information to a particular controller device.
    For this situation, the control circuit 407 may be programmed or otherwise arranged to operate so as to remain inactive until it receives a particular enable signal, e.g., a + 5V potential, over some reference level defined by the data bus via the Ein line.
    Being passive, it keeps the Eout line in some state N, which clearly corresponds to the absence of a grant signal, for example in OV potential with respect to the reference level determined by the data bus.
    Upon receiving the grant signal z, the control circuit 407 begins to communicate with the central controller connected to the data bus, obtains an address from it, and stores it.
    The control circuit 407 3 35 then forwards the enable signal to the Eout line, through which S it is received by the next corresponding control device connected to the same E-line.
    This will ensure that
    that the control devices sequentially request addresses from the central controller, after which any kind of addressed communication on the data bus Data + / Data- is possible.
    Instead of or in addition to the frilled E-line, the corresponding functionality can be implemented, for example, so that the control circuit has separate control power input and control power output (as in Fig. 4) and suitable switching means between them. The enable signal received via the Ein line may correspond to the fact that the control circuit generally receives control power via its control power input. The switching means are arranged to operate in such a way that the control circuit switches the control power forward via its control power output only after requesting and receiving an address from the central controller via the data bus. In such an arrangement, the control power input and output are thus conceptually part of the control data interface.
    An operation such as the above examples can be generally described in that the control circuit 407 is arranged to perform a predetermined operation related to the processing of control data only in response to an authorization signal received via the control data interface. In addition, the control circuit 407 is arranged to forward the enable signal through the control data output (or more generally: the control data interface) after performing said operation.
    Figure 6 schematically shows an illumination arrangement of a means of transport. The means of transport in this example is a train carriage, and the lighting arrangement is intended to illuminate its various compartments such as cabin S 601 and WC 602. The cabin has both general luminaires = 603, 604, 605 and 606 and spotlights 607 and 608 suitable for seat-specific lighting. In the luminaire 603, 604, 605 and 606, one control device 3 35 is connected to one LED module, the LEDs of which act as S light sources. In spotlights 607 and 608, two light sources are each connected to a common, two
    to a control device with a free output.
    The control devices for the spotlights 607 and 608 also have connections for seat-specific light switches, exemplified by the light switch 609, which can be used by passengers to turn the light source of their spotlight on and off.
    The light switches illustrate here that the control device may also have connections that affect its operation other than those described above.
    The central controller 610 of the lighting arrangement and its battery backup 611 are located in the technical space 612 of the vehicle, where the
    also shares a drive power supply unit 613. Figure 6 illustrates the principle that at least those portions of the vehicle lighting arrangement that are galvanically separated from the drive power distribution may be harnessed to perform tasks other than mere lighting.
    One such task is measurement and monitoring, which are useful in monitoring the status of many environmental factors and other systems in the vehicle.
    For example, the control device 614 included in the luminaire 605 has a sensor 615 connected to its control circuit (not shown separately), which is arranged to measure at least one prevailing environmental factor of the luminaire 605.
    The sensor 615 may be, for example, a temperature sensor, a gas sensor, a humidity sensor, an air pressure sensor, an acceleration sensor, a motion sensor, a presence sensor, or a combination thereof.
    As another example, the control device 617 of the toilet lamp 616 has a sensor interface for connecting an external sensor 618 3 30 to the control circuit S of the control device of the lamp 616.
    In this example, the external sensor 618 is a surface height sensor that monitors the level in the toilet cistern.
    In this type of arrangement, the control device of the luminaire O acts as a communication intermediary, which 3 35 is able to send, receive and process S both the data related to the luminaire itself and the external device included in or connected to the control device.
    information about its device, such as a sensor. Compared to the division shown in Figure 4, the sensor interface may include portions of the control data interface 406 and the control power output.
    411.
    One or more sensors can also be connected in the control device to the side of the galvanic isolation on which the power converter is located. If the signals produced by such sensors are to be forwarded via a control circuit, the control device must have means for transmitting the sensor signals produced by them over the galvanic isolation to the control circuit.
    It has already been indicated above that, as illustrated in Figure 6, the vehicle lighting arrangement may have a central lighting controller 610 and an associated vehicle lighting control bus 619 which is used to provide at least control information to the luminaires. Connected to the control bus 619 - each via its own control data interface - is at least one control device for the vehicle lighting (see e.g. control devices 614 and 617 in Fig. 6). One or more light sources are connected to the lighting output of the control device or devices. In addition, the arrangement may have a drive power bus 620 to be connected to another power distribution system of the vehicle (cf. the drive power supply unit 613), to which said luminaire control devices are connected via its drive power input. In addition, the arrangement may have a control power bus from the lighting central controller 610 to the luminaire control devices, to which the control devices of the luminaires 3 30 are connected via their control power input. In Fig. 6, the control power bus z is not shown separately but can be considered to run along the same line * as the control bus 619. O In this example, the central lighting controller 610 is battery-backed, i.e. it receives sufficient operating energy from the battery 611 S even when the drive power supply unit 613 is off. Acoustics
    The power obtained by the 611 can also be supplied along the control power bus to the control devices of the vehicle's luminaires, whereby they also remain operational, even if the actual distribution of the operating power of the vehicle is interrupted.
    As another example of sensing and possible utilization of control bus 619 (and control power bus), Figure 6 shows a sensor 621 that does not require a luminaire control device to connect to control bus 619 (and control power bus) but can connect to them directly as a stand-alone device. The lighting arrangement can thus be characterized by saying that it may have one or more sensors, each of which is connected to the central lighting controller 610, either directly or via one of the lighting control devices included in the arrangement. The connection to the central controller 610 may include both communication and the provision of the required power. On the other hand, such an embodiment is possible in which at least one of said sensors is connected to the central lighting controller 610 only to supply operating voltage (along the control power bus) to said sensor, said sensor also being in wireless communication with another measuring arrangement.
    In addition to or instead of sensors, other types of devices can also be used, one example of which is a burglar alarm transmitter. The vehicle N may be provided with a burglar alarm which wirelessly transmits an alarm when its sensors detect inappropriate movement. Since the burglar alarm's own z power consumption is typically relatively low, and * on the other hand the burglar alarm should remain operable even when the distribution of vehicle power 3 35 is interrupted, it is advantageous to use at least the control power distribution in the same way as the other devices described above. .
    The above exemplary embodiments of the invention are not intended to be limiting, but rather provide some examples for implementing the characteristic features of the invention in practice. It is possible to combine the features shown in connection with one embodiment with the features shown in connection with another embodiment, unless specifically stated otherwise in this text.
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    权利要求:
    Claims (15)
    [1]
    A vehicle lighting control device comprising: - a drive power input (401) for receiving drive power, - a lighting output (402) for conducting lighting power to one or more light sources (403), - a power converter (404) connected between said drive power input (401) and the lighting output (402) to convert the operating power to output light having a power converter (404) having a control interface (405), - a control information interface (406) for transmitting control information, and - a control circuit (407) connected between said control information interface (406) and the control interface (405), characterized in that it has - a control power input (408) connected to said control circuit (407) separate from said drive power input (401) for receiving control power to said control circuit (407) regardless of said drive power, and - a galvanic isolation (409) of said control circuit (407). 407) and said power converter (404), wherein the connection from the control circuit (407) to said control interface (405) passes through said galvanic isolation (409). =
    [2]
    The control device N according to claim 1, wherein: 3 - said power converter (404) is a controllable power converter, ON 30 wherein the amount of said lighting power produced by it is determined based on the control signals received by it via said control interface (405), and O - said control circuit (407) is arranged to generate said control signals on the basis of control information received by it via said control path S 35 input (406).
    [3]
    A control device according to any one of the preceding claims, wherein: - said control circuit (407) is arranged to receive one or more diagnostic signals from said power converter (404) via said control interface (405) and to transmit diagnostic information and diagnostic information derived therefrom; via said control information interface (406).
    [4]
    A control device according to any one of the preceding claims, wherein: - said control circuit (407) is arranged internally to generate one or more diagnostic signals and to transmit diagnostic information derived from the generated diagnostic signals via said control information interface (406).
    [5]
    A control device according to any preceding claim, wherein said control power input (408) is arranged to receive a low voltage in accordance with electrical safety regulations.
    [6]
    A control device according to any one of the preceding claims, comprising a sensor (615) connected to said control circuit (407) and arranged to measure at least one environmental factor prevailing at the luminaire. 2 a
    [7]
    The control device of claim 5, wherein said sensor (615) includes at least one of N: a temperature sensor, a gas sensor, a humidity sensor, an air pressure sensor, an acceleration sensor, a motion sensor, an Ao a 30 presence sensor.
    BD O
    [8]
    A control device according to any preceding claim, having a sensor interface for connecting an external N sensor (618) to said control circuit (407).
    [9]
    A control device according to any preceding claim, wherein said control information interface (406) is a bidirectional bus interface (406).
    [10]
    A control device according to any one of the preceding claims, wherein: - said control circuit (407) is arranged to perform a predetermined operation related to the control data processing only in response to an authorization signal received via the control data interface (Ein), - said control device is connected to said control circuit (407); the control information output (Eout) and - said control circuit (407) is arranged to forward the enable signal through said control information output (Eout) after performing said operation.
    [11]
    Vehicle luminaire, characterized in that it has a control device according to one of the preceding claims and, connected to its illumination output, one or more light sources (403), which most preferably form an LED module.
    [12]
    A vehicle lighting arrangement having a central lighting controller (610) and a vehicle lighting control bus (619) connected thereto for providing control information to the luminaires (603, 604, 605, 606, 607, 608, 616), characterized in that it has said control bus (619) connected via its control data interface to at least one control device (614, 617) 3 according to any one of claims 1 to 10 and to one or more light sources connected to the illumination output of said control device or said control devices.
    [13]
    A vehicle LO lighting arrangement according to claim 12, comprising> - a drive power bus (620) to be connected to another power distribution system (613) of the vehicle, to which said one or more control devices (614, 617) are connected via their drive input and (6) from a central lighting controller a control power bus to said one or more control devices (614, 617) to which said one or more control devices (614, 617) are connected via its control power input.
    [14]
    A vehicle lighting arrangement according to claim 12 or 13, comprising one or more sensors (615, 618, 621) each connected to said central lighting controller (610) either directly (621) or via one of said lighting control devices (614, 617). .
    [15]
    The vehicle lighting arrangement of claim 14, wherein at least one of said sensors (615, 618, 621) is connected to said central lighting controller (610) for supplying operating voltage only to said sensor, wherein said sensor is further in wireless mode. in communication with a measurement arrangement. o
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    同族专利:
    公开号 | 公开日
    SG10202006941VA|2021-03-30|
    EP3772237A1|2021-02-03|
    US10973102B2|2021-04-06|
    FI128580B|2020-08-14|
    US20210037628A1|2021-02-04|
    EP3772237B1|2021-12-15|
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    法律状态:
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    优先权:
    申请号 | 申请日 | 专利标题
    FI20195658A|FI128580B|2019-08-02|2019-08-02|Method and arrangement to control lighting in a vehicle|FI20195658A| FI128580B|2019-08-02|2019-08-02|Method and arrangement to control lighting in a vehicle|
    EP20161236.3A| EP3772237B1|2019-08-02|2020-03-05|Arrangement for controlling lighting in a vehicle|
    US16/928,443| US10973102B2|2019-08-02|2020-07-14|Method and arrangement for controlling lighting in a vehicle|
    SG10202006941VA| SG10202006941VA|2019-08-02|2020-07-21|Method and arrangement for controlling lighting in a vehicle|
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