A system for monitoring the presence of children in child seats in vehicles.

Abstract

This invention relates to an in-vehicle communication system (1) for a vehicle (7), comprising a child seat (5) having a first sensor (54) for detecting quantities related to the presence of a child and a first control unit (ECU, 22). The child seat (5) is connected to a part of the vehicle (7) via a pair of connectors (2, 4), which establish both a mechanical fixation and a wired data connection between the first ECU (22) and a second ECU (20) integrated into the vehicle. The system provides a communication protocol to ensure reliable connection. The second ECU (20) of the vehicle generates a mechanical engagement status signal (S). CON And will send the mechanical engagement status signal (S) CON The information is transmitted to the first ECU (22) of the child seat. The first ECU (22) is configured to generate information data related to the presence of the child only after receiving the mechanical engagement state signal. DAT And then the information data (S) DAT ) is transmitted to the second ECU (20).

Description

Cross-references to related applications

[0001] This patent application claims priority to Italian patent application No. 102025000006129, filed on March 25, 2025, and Italian patent application No. 102025000030832, filed on November 24, 2025, the entire disclosure of which is incorporated herein by reference. Technical Field

[0002] This invention relates to an in-vehicle communication system for a vehicle and, in particular, a method for obtaining status information of a child seat installed in the vehicle itself. Background Technology

[0003] It is common to use restraint systems in motor vehicles, especially motor vehicles, to protect drivers or passengers.

[0004] A child car seat is a restraint system designed to protect children as passengers in motor vehicles. To this end, child car seats are anchored to the vehicle seats.

[0005] One known type of child seat anchoring to a vehicle seat is the type commonly known as Isofix (ISO 13216 standard).

[0006] In fact, since 2006, all automakers have been required to provide Isofix-type joints in the passenger compartment of their vehicles and to indicate their presence in the vehicle's manual.

[0007] This regulation is an important step toward improving child safety in cars; in fact, the Isofix system allows child seats to engage directly with the vehicle seats via special components, thereby establishing and achieving a secure connection between the child seat and the vehicle seat.

[0008] The Isofix anchoring system is an internationally standardized system that provides a simple and effective mechanism: there are actually two universal connectors on the base of the child seat, which are inserted into the corresponding anchoring parts in the vehicle seat, specifically placed between the seat and the backrest of the seat itself; in this way, the child seat is directly fixed to the vehicle seat and a rigid connection is formed between the child seat and the vehicle frame.

[0009] Specifically, the Isofix system includes the following components: - Anchoring in the vehicle: The anchoring typically consists of two rectangular rings made of metal (usually steel). These rings are fixed or welded to the vehicle seat frame and positioned on the connecting line between the backrest and the seat, approximately 280mm apart. - Connectors on child seats: Connectors typically consist of a controllable opening clamp that is located on the child seat and engages with an anchor on the vehicle seat, thereby forming a rigid connection between the seat and the child seat itself.

[0010] However, some of the existing Isofix anchoring systems have certain drawbacks.

[0011] In fact, even though the engagement between the anchor in the car and the connector on the child seat is signaled by a specific indicator placed on the hook itself or by other mechanical elements suitable for providing such indication, the existing Isofix type anchoring system does not allow for definitive knowledge of whether a child seat equipped with an Isofix connector is actually installed in the vehicle and is properly installed and anchored.

[0012] Another drawback of existing child seats is that they do not allow for the detection of the presence or absence of a child in the seat, and do not allow for proper management of scenarios that may be considered critical, such as (in addition to scenarios where a child is in the seat) scenarios related to the possibility that the vehicle driver may forget a child in the unattended vehicle.

[0013] To partially overcome this drawback, anti-forgetting systems can be used, including systems that detect the (correct) fastening of the child seat's seatbelt as an indirect indication of the child's presence in the car. Other systems provide seat cushions with weight sensors adapted to detect the presence of a child in the seat and alert parents via audible, visual, or smartphone signals. Typically, the weight sensor is placed in the seat area of ​​the child seat. Anti-forgetting devices with weight sensors detect the pressure exerted by the child while seated in the car. Some devices operate based on GPS systems and activate when the parent's smartphone leaves the vehicle without removing the child from the seat. Other devices operate based on audible or visual signals when the child is in the car and the engine is off; in some cases, they need to be manually activated at the start of the journey and deactivated at the end, for example, by activating Bluetooth on the driver's smartphone and opening a dedicated app to receive alerts about the child's presence in the car. Obviously, these systems must be implemented or activated at least partially by the parent and are not guaranteed to achieve their purpose. For example, parents may forget to activate Bluetooth on their smartphone, forget to open the app on their smartphone, or fail to replace the batteries in the child seat's visual / audible alarm. Summary of the Invention

[0014] The purpose of this invention is to overcome the defects and shortcomings of known systems for anchoring child seats to vehicle seats.

[0015] In particular, one object of the present invention is to provide a system designed to allow for definitive knowledge of whether a child seat is actually installed in a vehicle, whether the installation has been performed correctly, whether a child is actually present in a child seat in the vehicle, and also to allow for adequate management of scenarios that may be considered critical.

[0016] Purpose of the invention According to the present invention, an in-vehicle communication system and related methods for a vehicle as defined in the appended claims are realized. Attached Figure Description

[0017] To better understand the present invention, preferred embodiments thereof will now be described with reference to the accompanying drawings, for illustrative and non-limiting purposes only, wherein: - Figure 1 A communication system according to an embodiment of the present invention is illustrated schematically; - Figure 2A and Figure 2B A perspective view illustrates a system for anchoring a child seat to a vehicle seat according to a known embodiment; - Figure 3 The electronic control unit (ECU) of a vehicle is illustrated using a functional block diagram to achieve... Figure 1 Communication systems; - Figure 4 The electronic control unit (ECU) of the child seat is illustrated using a functional block diagram to achieve... Figure 1 Communication systems; - Figure 5 The steps of a method for detecting the presence of a child in a child seat according to an embodiment of the present invention are shown; and - Figure 6 The functional block diagram illustrates the following: Figure 1 The logical architecture of the system. Detailed Implementation

[0018] Child seats with Isofix type connectors are known in the prior art. Isofix type connectors are provided with (e.g., clamping type) engaging elements that can engage with corresponding anchoring elements constrained to a vehicle seat or seat frame to achieve a mechanical fixation between the child seat and the seat. Figure 1 As schematically shown, the Isofix type connector can be used to transmit electrical signals and information signals (data) from the child seat 5 to the vehicle 7 in which the child seat 5 is installed, and from the vehicle 7 to the child seat 5. See, for example, patent application WO2024 / 023698.

[0019] The connector for attaching the child seat 5 to the seat 3 of the vehicle 7 (e.g., an Isofix type, but not necessarily) includes one or more anchoring elements 2 (seat 3 side) and corresponding one or more engaging elements 4 (child seat 5 side). The anchoring elements 2 and engaging elements 4 are configured such that they can be mechanically connected to each other in a secure manner (released only upon user command or action). The anchoring elements 2 and engaging elements 4 also include corresponding connecting devices that, when operably connected to each other, allow data and / or electrical signals and / or current to be transmitted as needed from the anchoring elements 2 to the engaging elements 4, and from the engaging elements 4 to the anchoring elements 2.

[0020] exist Figure 1 In the accompanying drawings, reference numeral 1 generally indicates a data communication system that utilizes anchoring element 2 and connecting element 4 for unidirectional or bidirectional transmission of information data and / or electrical signals (according to a corresponding embodiment). See also... Figure 2A and Figure 2B As better described and illustrated, this data transfer is carried out via suitable connection devices 8a, 8b, such as metal contact pads or metal connectors suitable for this purpose.

[0021] exist Figure 1 In this document, the anchoring element 2 and the engaging element 4 are manufactured according to Isofix requirements and therefore in accordance with the international standard ISO 13216 (and any of its evolutions). Each anchoring element 2 includes a ring (preferably made of metal) that is secured or welded to the frame of the seat 3 or another component of the vehicle 7. Each engaging element 4 includes a clamping member and a drive mechanism; the clamping member is adapted to mechanically engage with the corresponding ring, and the drive mechanism is used to command or actuate the opening and closing of the corresponding clamping member. Thus, the engaging element 4 can be engaged and disengaged relative to the anchoring element 2 (and therefore allows the child seat 5 to be engaged and disengaged relative to the seat 3). The clamping members and the means for opening / closing the clamping members are not shown in detail in the figures because they are essentially manufactured in a manner known in the prior art. It is apparent that in other embodiments, the anchoring element 2 and the engaging element 4 may be manufactured according to other technologies or standards different from Isofix.

[0022] like Figure 2A and Figure 2BAs better shown, in a manner known per se in the prior art, for example from patent application WO2024 / 023698, each anchoring element 2 and engaging element 4 includes respective connecting means 8a, 8b, configured to allow information data and / or electrical signals and / or current to be transmitted from the anchoring element 4 to the engaging element 2, and from the engaging element 2 to the anchoring element 4. Specifically, the connecting means 8a, 8b include at least two contact elements (or pads or pins or plugs) 12 associated with the anchoring element 2 and at least two corresponding contact elements (or pads or pins or plugs) 14 associated with the engaging element 4.

[0023] With particular reference to the connecting devices 8a, 8b, and more specifically to contact element 12 (associated with anchoring element 2) and contact element 14 (associated with engagement element 4), materials can be selected to ensure the reliability and durability of data and / or electrical connections.

[0024] In one embodiment, to ensure high performance, contact elements 12, 14 are made of a material with high mechanical and elastic properties, such as a copper-beryllium alloy (BeCu). A multi-layer coating is applied to this substrate: a first layer comprising nickel (Ni) with a thickness ranging from 1µm to 2µm, followed by a surface layer comprising gold (Au) with a thickness ranging from 0.5µm to 1µm. This configuration is suitable for providing extremely low and stable electrical contact resistance over time, typically less than or equal to 20 mOhm. It also exhibits excellent corrosion resistance and resistance to fretting wear, i.e., resistance to wear and oxidation caused by relative micro-movements between the contacts, which are common in automotive environments due to vibration. This solution can withstand a very high number of engage / disengagement cycles, such as more than 5000 cycles, making it ideal for frequent use (e.g., twice daily) and reliable, long-term transmission of low-level signals, such as data signals transmitted on CAN or LIN type buses.

[0025] In another embodiment, to provide a cost-performance trade-off for applications with multiple intermediate use cycles (e.g., between 500 and 3000 cycles), contact elements 12, 14 are coated with a palladium-nickel (PdNi) alloy with a thickness of approximately 0.3 μm, which is then covered by a thin gold surface layer (commonly referred to as flash gold) of approximately 0.1 μm. Even with this solution, although its contact resistance is slightly higher and more variable than the previous solution, it still guarantees good performance in terms of corrosion resistance and fretting wear resistance, and sufficient stability for most applications.

[0026] Other solutions are still available, such as tin (Sn) or silver (Ag) coatings, or uncoated copper (Cu) or nickel (Ni) contacts, but they are considered less suitable for this application due to their known drawbacks, such as poor resistance to fretting wear (tin), tendency to oxidize and blacken in air, the need for mechanical wiping action during insertion (silver), or high contact oxidation and resistance instability, which makes them unreliable for low-level signals (uncoated contacts).

[0027] In a non-limiting embodiment of the invention, the electrical performance of the system is optimized based on specific dimensions and materials. In this example, the contact element of the male connector 4, which is integrated with the child seat 5, is a sheet-like component with dimensions of approximately 5 × 55.6 × 0.2 mm. The contact element of the female connector 2, which is integrated with the seat 3, is also a sheet-like component with dimensions of approximately 5 × 83.1 × 0.2 mm.

[0028] Electrical performance analysis distinguishes between the contribution of a single connector and the performance of the entire system when connectors are coupled. Referring to a single connector, the calculated resistance and power dissipation at 20°C and a maximum current of 5A are as follows.

[0029] Male connector (child seat side) - with nickel coating (Ni coating): resistance 6.62 mOhm, power dissipation 0.17W; with gold coating (Au coating): resistance 6.14 mOhm, power dissipation 0.15W.

[0030] Female connector (vehicle side) - with nickel coating (Ni coating): resistance of 4.43 mOhm, power dissipation of 0.11W; with gold coating (Au coating): resistance of 4.11 mOhm, power dissipation of 0.10W.

[0031] When the child seat 5 is installed and the connectors are connected, the total resistance of the system is given by the series sum of the resistances of the two connectors (R_total = R_male + R_female). Considering that the effective contact area is equal to 40% of the length of the male contact element, the total resistance and power of the system at 20°C become: For the system with a nickel coating (Ni coating) – total resistance is 3.54 mOhm, and total power dissipation is 0.0886 W (at 5A); For the system with a gold coating (Au coating) – total resistance is 3.29 mOhm, and total power dissipation is 0.0822 W (at 5A).

[0032] Within the typical operating range of a vehicle (e.g., from -40°C to +80°C), the resistance and the resulting power dissipation exhibit an approximately linear and increasing correlation with temperature. This performance can be considered during the design phase of the system's thermal management.

[0033] In another embodiment, the thickness of the contact sheet is increased to reduce resistance and power dissipation. For example, using a sheet (lamellae) with a thickness of 0.4 mm instead of 0.2 mm reduces the resistance and therefore the power consumed at the same current by approximately half.

[0034] In one embodiment, the connecting device 8a is associated with the anchoring element 2 (e.g., integral or fixed), and in particular, the support 16 is fixedly or possibly rotatably connected to the anchoring element 2. In one embodiment, the connecting device 8b is associated with the engaging element 4 (e.g., integral or fixed), and in particular, the connecting device 8b is placed within the seat 4a of the engaging element 4.

[0035] In use, when the corresponding portion of the anchoring element 2 is housed in the corresponding seat 4a of the connecting element 4, the connecting device 8a and the corresponding connecting device 8b are coupled in a communicative manner. To facilitate proper coupling between the connecting devices 8a and 8b, magnetic contacts may optionally be provided on the sides of the connecting devices 8a and 8b. Alternatively, the connecting devices 8a and 8b themselves may be made of magnetic material.

[0036] In one embodiment, when the connecting device 8a is physically and electrically coupled to the connecting device 8b, the connecting device 8a and the connecting device 8b are connected in a communicative manner.

[0037] In another embodiment, when the connecting device 8a is capacitively coupled to the connecting device 8b, the connecting device 8a and the connecting device 8b are connected in a communicative manner.

[0038] In another embodiment, when the connecting device 8a is optically coupled to the connecting device 8b, the connecting device 8a and the connecting device 8b are connected in a communicable manner (thereby utilizing an optical type data communication system).

[0039] In another embodiment, when connection device 8a is coupled to connection device 8b via a wireless data communication system (e.g., a general Wi-Fi network), connection device 8a and connection device 8b are connected in a communicative manner.

[0040] exist Figure 2A and Figure 2B In this case, the support member 16 is connected to the anchoring element 2 by a pair of arms 18; however, it is clear that the fixation between the support member 16 and the anchoring element 2 can also be carried out in different ways, for example by using different fixing devices relative to the arms 18.

[0041] return Figure 1The communication system 1 also includes a control unit (ECU) 20 of the vehicle 7, wherein the control unit 20 is connected to the connection device 8a of each anchoring element 2 so as to allow information exchange between the control unit 20 and each anchoring element 2.

[0042] ECU 20 is coupled to the vehicle 7’s multimedia, connectivity and vehicle security system (more simply referred to as the “infotainment system” or “multimedia system”) in a manner known per se.

[0043] The term "multimedia" as used herein refers to a vehicle-to-driver interface that utilizes visual and auditory support devices, allowing interaction with the driver (e.g., infotainment systems, voice commands, on-screen and / or audible warnings). The term "connectivity" as used herein refers to a system that allows the vehicle to interact with other devices (e.g., smartphones, other vehicles) or infrastructure (e.g., cloud networks, charging stations). The term "safety" as used herein refers to a system that includes technologies designed to ensure the safety of the driver and / or passengers (e.g., airbags, seatbelts, cameras).

[0044] The communication system 1 also includes a control unit (ECU) 22 for the child seat 5, wherein the control unit 22 is connected to the connection device 8b of each engagement element 4 to allow information exchange between the control unit 22 and each engagement element 4. The control unit 22 may be integrated into the child seat 5 during its construction or coupled to it later. The control unit 22 may be mounted externally to the child seat and operatively connected to the connection device 8b and sensors of the child seat 5 (e.g., pressure or weight sensors for detecting the presence of a child in the child seat, as better illustrated below, and sensors for properly closing or locking the seatbelt of the child seat).

[0045] Since the connecting device 8a is communicatively coupled to the connecting device 8b during use, the ECU 20 of the vehicle 7 is communicatively coupled or can be coupled to the ECU 22 of the child seat.

[0046] Each pin 12 of the connecting device 8a can be communicatively coupled to the ECU 20 of the vehicle 7, for example, by means of physical wiring or wireless wiring. For example, the connection between the ECU 20 and the connecting device 8a is achieved by means of a dedicated wire (to send electrical signals from the connecting parts 28, 29 to the connecting device 8a) and a dedicated network line for coupling the ECU 20 to the connecting part 27. The physical network line can be replaced by a wireless network line.

[0047] Similarly, pins 14 of each connecting device 8b can be communicatively coupled to the ECU 22 of the child seat 5, for example, by means of physical wiring or wireless wiring. For instance, the connection between the ECU 22 and the connecting device 8b is achieved by means of a dedicated wire (to transmit electrical signals from the connectors 32 and 33 to the connecting device 8b) and a dedicated network line for coupling the ECU 22 to the connector 31. The physical network line can be replaced by a wireless network line.

[0048] Since, as mentioned, the child seat-seat engagement system described herein provides two anchoring elements 2, the present invention provides (by way of non-limiting example) the means for transmitting different signals at the corresponding connection devices 8a, 8b of the anchoring elements 2 / engagement elements 4.

[0049] exist Figure 1 In one embodiment, one of the anchoring elements 2 is connected to the ECU 20 by means of a first connecting portion 26 (which extends between the corresponding pin 12 and the ECU 20) and a second connecting portion 27 (which extends between the corresponding pin 12 and the ECU 20); the other anchoring element 2 is connected to the ECU 20 by means of a third connecting portion 28 (which extends between the corresponding pin 12 and the ECU 20) and a fourth connecting portion 29 (which extends between the corresponding pin 12 and the ECU 20).

[0050] Referring to the aforementioned first anchoring element 2, the first connecting portion 26 is configured to cause signal S CON Transmission is performed, signal S CON The transmission indicates successful mechanical engagement (locking) between the corresponding anchoring element 2 and connecting element 4. Referring again to the first anchoring element 2, the second connecting part 27 is configured to transmit the information signal (or data signal) S. DAT Transmission is performed and includes, for example, a data bus (e.g., a serial bus according to a predefined communication standard such as LIN - "Local Interconnect Network" or CAN - "Controller Area Network"). Referring again to the aforementioned second anchoring element 2, the third connection 28 is configured to transmit a power supply signal, for example, to transmit a current with a voltage of 12V; and the fourth connection 29 is configured to transmit a reference signal (ground reference), for example, at a voltage of 0V.

[0051] In one embodiment, as mentioned, signal S DATThe communication is based on the LIN standard. The physical connection requires a minimal number of cables, typically a single data line (LIN), a ground line (GND), and an optional power line (Vbat), a total of three conductors passing through the connectors 8a and 8b. The signal is single-wire type, with open-drain logic for the slave node (in this case, the child seat's ECU 22) and pull-up resistors (e.g., approximately 1kΩ) in the master node (the vehicle's ECU 20). The nominal voltage level of the signal varies between 0V and 12V, with a common-mode voltage equal to the vehicle's battery voltage. Data transmission speeds (data rates) are typically up to 20kbps, suitable for real-time transmission of non-critical status information. Maximum cable lengths are approximately 40 meters, and the error detection mechanism is checksum-based. The solution is simple and inexpensive. However, the single-wire nature and relatively long signal rise time make it more susceptible to electromagnetic interference (EMC), which is carefully considered during the design phase. It is important to note that the LIN bus sleep voltage is 12V.

[0052] In another embodiment, data transmission is performed via a CAN bus. The physical connection requires two data lines (referred to as CAN_H and CAN_L, which form a balanced differential pair) and a ground line (GND), for a total of three conductors. The use of differential pairs ensures good immunity to electromagnetic interference (EMC), making communication more stable than the LIN standard. The signal voltage levels are differential, typically ranging from 2V to 3.5V, with a common-mode voltage of 2.5V. For this application, a slower (or low-speed) CAN version with a transmission speed up to 1Mbps is preferred, allowing cable lengths up to approximately 40 meters. A 120Ω terminating resistor is required at each end of the bus. Error detection is more complex than with LIN, using CRC (Cyclic Redundancy Check) and bit monitoring mechanisms. To ensure signal integrity, the cables used for CAN+ and CAN- signals have the same physical length. The CAN bus sleep voltage is 2.5V, unlike the LIN sleep voltage.

[0053] In another embodiment, the CAN-FD bus, an evolution of the CAN standard, is used. The physical connections and voltage levels are the same as standard CAN (balanced differential pair plus quality). The main difference is the ability to achieve significantly higher data speeds, such as up to 8 Mbps. However, this increased speed leads to a reduction in the maximum cable length (e.g., approximately 20 meters at 8 Mbps) and more stringent electromagnetic compatibility (EMC) requirements. Specifically, for the particular application of this invention, communication speeds as high as or higher than those of CAN-FD are generally avoided. This is because when the child seat 5 is not installed and the connecting devices 8a and 8b are disconnected, the electrical contacts exposed on the vehicle side (seat 3 side) can act as antennas, increasing the risk of radiated emissions and ultimately increasing the risk of failing EMC type-match certification tests.

[0054] In another embodiment, data communication is based on automotive Ethernet-type standards, such as 100BASE-T1. The physical connection requires a single unshielded differential pair (unshielded twisted pair, UTP), which allows full-duplex communication. The signal is differential, with an amplitude of 2.4Vpp (peak-to-peak), centered at 0V. This technology allows for very high transmission speeds (100Mbps for 100BASE-T1, up to 1Gbps for 1000BASE-T1) and offers excellent interference immunity due to the use of controlled impedance cables and twisted pairs. Bus terminations are typically 100Ω differential resistors. Error detection is very robust, including CRC and physical level diagnostics (PHY). Despite its high performance, even technologies like CAN-FD, although possible and part of this invention, are considered less suitable for this particular application due to the high risk of radiated emissions when the connector is not coupled, for the same reasons as described above. Similar to that described above with reference to anchor element 2, since the described bonding system also provides two bonding elements 4, the present invention provides the ability to transmit different signals in corresponding bonding elements 4.

[0055] For example, one of the connecting elements 4 can be coupled to the first anchoring element 2 described above. To ensure the continuity of the connections 26 and 27, the connecting element 4 is connected to the ECU 22 by means of a first connecting portion 30 (which extends between the corresponding pin 14 and ECU 22) and a second connecting portion 31 (which extends between the corresponding pin 14 and ECU 22). The first connecting portion 30 is configured to allow signal S... CON Transmission; the second connection unit 31 is configured to enable the information signal S DAT Transmission is performed and the first connecting parts 26 and 30 are of the same type (e.g., LIN) as the connecting part 27. When the corresponding connecting element 4 and anchoring element 2 are connected to each other, the first connecting parts 26 and 30 are coupled to each other in an operable manner, and the signal S CONTransmission can be made through them, particularly from ECU 20 to ECU 22. Furthermore, the second connectors 27 and 31 are also operably coupled to each other, and signal S... DAT Transmissions can be made through them, particularly from ECU 22 to ECU 20.

[0056] Another engagement element in engagement element 4 can be connected to the aforementioned second anchoring element 2. To ensure the continuity of connections 28 and 29, engagement element 4 is connected to ECU 22 by means of a third connection 32 (which extends between the corresponding pin 14 and ECU 22) and a fourth connection 33 (which extends between the corresponding pin 14 and ECU 22). The third connection 32 is configured to transmit a power supply signal (e.g., at 12V), and the fourth connection 33 is configured to transmit a reference signal (e.g., at 0V). When the corresponding second engagement element 4 and anchoring element 2 are connected to each other, the third connections 28 and 32 are operably coupled to each other, and power signals can be transmitted through them, particularly from ECU 20 to ECU 22. Thus, due to the electrical signals transmitted on the corresponding third connections 28 and 32, the child seat ECU 22 can be powered by the vehicle 7 itself. Furthermore, the fourth connecting portions 29 and 33 are also operably coupled to each other, and a reference electrical signal can be transmitted through them and detected by both ECU 20 and ECU 22. Thus, ECU 20 can use the reference electrical signal to confirm a successful mechanical and electrical connection between the engaging element 4 and the anchoring element 2. In fact, when the child seat is correctly locked at the intended connection point, the voltage value on the fourth connecting portion 33 is actually the intended reference value (e.g., 0V), thereby allowing ECU 22 and / or ECU 20 to verify the successful and correct connection of the Isofix system (or other systems according to embodiments).

[0057] The connection between ECU 20 and the infotainment system (or similar multimedia system for communicating with the driver) of vehicle 7 can be based, for example, on the CAN protocol, in a manner known in itself and already available on known types of vehicles.

[0058] Obviously, according to the embodiment where the connecting devices 8a and 8b are not electrically connected to each other (but rather, for example, capacitively or optically coupled), the electrical signals transmitted on the connecting parts 28, 29, 32, and 33 are not exchanged between ECU 20 and ECU 22, and the data buses of connecting parts 27 and 31 are of a type suitable for management as needed on optical lines, wireless lines, or other types. Generally, regardless of the specific embodiment, electrical connecting lines 28, 29, 32, and 33 can be omitted. In this case, the child seat ECU 22 is powered, for example, by a battery installed in the child seat or by means of another energy source, and, for example, in correctly sending and receiving signals S CON and signal S DAT After at least one of these steps, verification of the correct electrical and / or mechanical connections is performed. In one embodiment, a correct mechanical connection is indirectly determined as a result of a successful electrical connection.

[0059] Regardless of the implementation, ECU 20 is operably coupled to ECU 22 (and vice versa) in use, enabling ECU 20 and ECU 22 to exchange information data and / or status signals with each other.

[0060] As a non-limiting example, this information exchange can relate to the fact that the child seat 5 is engaged to the seat 3 (e.g., by detecting current flowing through the connecting wires 28 and 32). Other information that can be exchanged includes the presence of a child in the child seat 5 (e.g., by using a pressure sensor integrated into the child seat 5, as will be more detailed below). Other information still includes alarms generated by the child seat's ECU 22 and directed to the vehicle's ECU 20 (e.g., a child is in the vehicle when the engine is off), enabling ECU 20 to provide management of such alarms (e.g., by transmitting the alarm to the driver using the vehicle's infotainment or multimedia system). In another embodiment, for example but not exclusively, when the child seat 5 is equipped with an independent power source (e.g., an integrated battery powering the ECU 22 and associated sensors of the child seat 5), the dedicated electrical connections for power sources 28, 32 and ground references 29, 33 can be omitted. This simplifies the physical structure of connectors 2, 4, so connectors 2, 4 may not have electrical contacts for power. However, the mechanical engagement status signal S CON The function of confirming to the child seat's ECU 22 that a physical and secure engagement with the vehicle has been established remains important for system activation. In this embodiment, information regarding the engagement status is transmitted wirelessly. The vehicle's second ECU 20 generates an S after detecting the mechanical engagement of components 2 and 4. CON The signal is transmitted via wireless communication protocols (e.g., Bluetooth, Wi-Fi, or other short-range technologies).CON The first ECU 22 of the child seat receives the wireless signal. CON After the signal, S can be generated. DAT Data signal and send S DAT Data signal, S DAT Data signals can also be transmitted wirelessly. Therefore, this architecture allows for complete decoupling of mechanical connections from physical electrical connections, enabling fully or partially wireless communication systems and ensuring operation even when the vehicle is not directly powered.

[0061] In one embodiment, the ECU 20 of the vehicle 7 is configured to operate as a master node in a LIN network implemented on the second connection parts 27, 31, and the ECU 22 of the child seat is configured to operate as a slave node in the LIN network.

[0062] Figure 3 The function block illustrates the operations performed by the ECU 20 of vehicle 7 via software.

[0063] Reference box B1 verifies the successful mechanical and electrical connection between the child seat 5 and the vehicle 7.

[0064] Referring to frames B1' and B1'', ECU 20 also enables data connection unit 27 (e.g., LIN) to receive information data from ECU 22, and enables data connection (e.g., CAN) toward the infotainment system or multimedia system of vehicle 7 to send information to the driver. ECU 20 is initialized as the master node of the LIN network.

[0065] Reference box B2 receives status signals or information data related to the child seat 5 from ECU 22 via second connections 27, 31 as input, including, for example, the correct fastening (locking) of the child seat 5's seat belt (in the case that the child seat 5 is equipped with a specific sensor suitable for determining the locking state of the seat belt) and / or the presence of the child in the child seat 5. Specifically, and in a non-limiting manner, as previously described, a signal indicating the presence of the child in the child seat 5 is generated by a pressure sensor integrated into the child seat 5. Box B2 then provides, in its output, corresponding seat_belt_status (seat belt status) signals and child_presence_status (child presence status) signals (e.g., binary signals) indicating the above, respectively.

[0066] Box B3 is configured to receive the seat_belt_status signal (indicating the correct locking of the seat belt in child seat 5), the child_presence_status signal (indicating the presence of a child in child seat 5), and the isofix_status signal (indicating the status of the mechanical connection of the engagement / anchoring elements of the Isofix system (or equivalent)) as inputs. Box B3 then checks the status of the signals received in the inputs and generates an alarm_status signal to be sent in the output, for example, via the CAN network to the infotainment system of vehicle 7. The alarm_status signal transmits any error or alarm messages to be notified to the driver of vehicle 7 (including, for example and as previously anticipated, the presence of a child in child seat 5 when vehicle 7 is off or the child seat belt not being fastened when vehicle 7 is running).

[0067] Software diagnostic systems can be optionally used before transmitting the alarm_status signal, for example, to verify that the values ​​of the seat_belt_status, child_presence_status, and isofix_status signals fall within the expected range and are therefore not corrupted.

[0068] Figure 4 The function block illustrates the operations performed by the ECU 22 of the child seat 5.

[0069] Reference box S1, signal S sent from box B1 CON Received by ECU 22. Box S1 receives signal S. CON At that time, it is known that the first connecting parts 26 and 30 are operating correctly and that the ECU 20, as the master node, is operable. Block S1 and related associated operations are optional.

[0070] Box S2 enables / enables data connectivity on the LIN network, setting ECU 22 as a slave node on the LIN network for subsequent transmission of information data to ECU 20.

[0071] Box S3 receives the child_seat_sensor (child seat sensor) signal and the seat_belt_sensor (seat belt sensor) signal as inputs. The child_seat_sensor signal and the seat_belt_sensor signal indicate the corresponding state parameters associated with the child seat 5. Specifically, the child_seat_sensor signal indicates the presence (or absence) of a child in the child seat 5, and the seat_belt_sensor signal indicates the proper fastening (locking) of the seat belt in the child seat 5 (in cases where the child seat 5 is equipped with a specific sensor suitable for determining the locking state of the seat belt).

[0072] The seat_belt_sensor signal is generated by a specific system or sensor, for example, integrated into the seat belt closure system of the child seat 5 (these systems are of a known type and therefore will not be described in detail).

[0073] The child_seat_sensor signal is generated by, for example, a presence system or presence sensor integrated into the child seat 5 (these systems are also of a known type and therefore will not be described in detail).

[0074] Based on the verification of the child_seat_sensor and seat_belt_sensor signals via box S3, a data packet conforming to the network standard or network type used for connection units 27 and 30 (here, a LIN network) is generated in the output. This data packet is then transmitted from connection unit 27 to connection unit 31. Figure 1 Send it on the network identified in the middle.

[0075] The reading of a child's presence in the child seat 5 depends on the type of presence sensor used.

[0076] For example, according to one aspect of the invention, a sensor that identifies the presence of pressure parameters is used; in particular, a piezoresistive pressure sensor is used, wherein the resistance value of the sensor element varies as a function of the pressure applied to the sensor element by the child. However, it is clear that this technique does not limit the invention, and other types of pressure sensors can be used.

[0077] Figure 5 The use of the piezoresistive pressure sensor according to the present invention is illustrated by means of a block diagram. Since a piezoresistive pressure sensor available in the prior art is used, it will not be described in detail from a hardware perspective.

[0078] Referring to step P1, the value output by the pressure sensor is acquired and read by ECU 22.

[0079] Then, in step P2, ECU 22 compares the read value with multiple expected values, for example, stored in a database or provided by an analog-to-digital converter (ADC). This comparison is, for example, a threshold comparison. Values ​​outside the range (i.e., outside the expected range according to the technical specifications of the pressure sensor used) may be associated with a malfunction of the pressure sensor, such as (step P3a) a short circuit in a piezoresistive sensor (e.g., due to oxidation of the piezoresistive sensor), or (step P3b) an open circuit (e.g., due to the sensor or a damaged part thereof). Conversely, values ​​within the operating range may be associated with the presence or absence of a child in the child seat (step P3c).

[0080] In the event of a fault verification (steps P3a, P3b), the alarm procedure can be activated by ECU 22, for example, by generating an acoustic signal or by visually communicating information to the driver on the infotainment system (step P4). (In this case, according to the example embodiment described herein, the alarm information is transmitted from ECU 22 to ECU 20 on the LIN network and then from ECU 20 to the infotainment system via the CAN network of vehicle 7).

[0081] If it is determined that a child is present (or conversely, not present) in child seat 5, as previously described, this information (child_seat_sensor signal) is used by ECU 22 at block S3 and subsequently sent to ECU 20 via connectors 27, 31 (LIN network) for reference. Figure 3 The description uses boxes B2 and B3.

[0082] Figure 6 The system 50 is illustrated using functional blocks or logical architecture. Figure 1 System 1 can be integrated into or used in system 50.

[0083] Therefore, system 50 includes a child seat 5 with ECU 22 and a vehicle 7 with ECU 20. ECU 20 and ECU 22 communicate with each other as described above.

[0084] The ECU 22 of the child seat 5 receives information from Isofix engagement points 2 and 4 (two Isofix engagement points in this example) to verify whether the Isofix connector is properly locked or engaged (e.g., by monitoring a reference signal on the connector 33). This information is then sent to the ECU 20.

[0085] The ECU 22 of the child seat 5 receives information (box 52) from the seat belt sensor of the child seat 5 to verify that the seat belt is properly locked. This information is then sent to the ECU 20.

[0086] The ECU 22 of the child seat 5 receives information (box 54) from the pressure sensor of the child seat 5 to verify the presence of the child in the child seat. This information is then sent to the ECU 20.

[0087] If available, the ECU 22 of the child seat 5 can also receive additional information, such as information related to the vehicle's air conditioning or the child seat itself, and the position of the child seat (box 56). This information is then sent to the ECU 20.

[0088] The ECU 20 of vehicle 7 has received the above information (all or part of the information, by means of signal S) from ECU 22. DAT Afterwards, the information is transmitted to the infotainment system of vehicle 7. This information is very useful for monitoring child seat 5, and thus indirectly monitoring the child sitting in child seat 5. As mentioned, this communication, which can be carried out via the CAN network 60 of vehicle 7, can optionally be protected by means of firewall 62.

[0089] After verifying that a child is indeed present in the child seat 5 and the vehicle is turned off or the driver leaves the vehicle, the ECU 20 of vehicle 7 sends a warning message to the infotainment system (box 64), which then warns the driver. Other alert systems or driver warning systems may be provided outside the infotainment system, such as lights and / or warnings on the dashboard or instrument panel, and / or audible warnings, and / or warnings on the driver's and / or family members' smartphones, and / or sending such warnings to the cloud (box 65). After verifying that the child is actually in the child seat 5, the ECU 20 of vehicle 7 can also warn the driver of the current activation / deactivation status of the airbag (box 66).

[0090] After verifying that the child is actually in the child seat 5, the ECU 20 of vehicle 7 can also automatically command the locking of doors and / or windows, especially the doors and / or windows (frame 68) at the location of the child seat 5.

[0091] After verifying that the child is actually in the child seat 5, the ECU 20 of vehicle 7 can also execute other commands or actions to promote the safety of the child in vehicle 7. For example, the ECU 20 of vehicle 7 can send warning or alarm messages to one or more phone numbers, and / or make a phone call and / or issue other types of warnings.

[0092] In another embodiment, the system is additionally or alternatively configured to actively manage the airbag deployment status of the vehicle. Upon detecting the correct installation of the child seat 5 and the presence of a child, the child seat's ECU 22 transmits this information to the vehicle's ECU 20. The vehicle's ECU 20 can then interact with the vehicle's main safety control unit to automatically command the airbag (or multiple airbags) corresponding to the seat where the child seat is installed to be deactivated. This automated management eliminates the need for manual deactivation by the driver, thereby reducing the risk of human error and ensuring that the airbags are properly disabled when the child seat is in use, a key aspect of child safety. Conversely, once the child seat is removed, the system can command the airbags to be reactivated. This functionality extends the safety management described in relation to box 66. This functionality significantly enhances the safety features of the system.

[0093] Another embodiment provides the possibility of additional or alternative activation of the pre- and post-collision intelligent seatbelt systems listed above, which is an active and dynamic safety feature. The system can receive pre-collision data from the vehicle and use this data to activate mechanisms within the child seat itself. This functionality allows the system of the present invention to be configured from a monitoring system to a collision active response system. In this embodiment, communication system 1 activates advanced active safety features for the child as a passenger. In one embodiment, the child seat 5 is equipped with an active seatbelt system, such as an electromechanical pretensioner. The vehicle's ECU 20 is configured to receive a pre-collision signal from the vehicle's main safety system (e.g., radar, cameras, or accelerometers that detect impending or ongoing collisions). Upon receiving the pre-collision signal, ECU 20 immediately transmits an activation signal (trigger) to the child seat's ECU 22 via a data communication connection (e.g., a LIN bus or CAN bus on connections 27, 31). In response, ECU 22 commands the seatbelt pretensioner to activate, and the seatbelt pretensioner immediately tightens the child's seatbelt. This pre-collision activation eliminates any slack in the seatbelts, ensuring that children are in the optimal position and securely restrained before a collision, thus significantly improving occupant protection and reducing the risk of injury. Furthermore, the system can be configured for post-collision operation. After a collision, the vehicle's ECU 20 can send a post-collision signal to ECU 22 to release tension in the seatbelts, which can facilitate rescuers in freeing the children.

[0094] Finally, it is apparent that modifications and variations can be made to the invention described and illustrated herein without departing from the scope of the invention as defined by the appended claims.

[0095] For example, as an alternative to using connection devices 8a, 8b integrated into or formed at Isofix joints, connection devices 8a, 8b (or equivalents) include a USB-type interface (“Universal Serial Bus”). Hereinafter, connection devices 8a, 8b include: at least one first USB-type contact element associated with each or at least one anchoring element 2; and at least one second USB-type contact element associated with each or at least one engaging element 4, and the at least one second USB-type contact element is positioned outside the seat portion 4a of the engaging element 4.

[0096] Other types of data transmission besides USB can be used, for example, using connectors specifically designed for the purposes of this invention and arranged separately or in isolation from the Isofix system (or similar systems).

[0097] Additionally, the pressure sensor used to detect the presence of a child in the child seat 5 can be replaced by a general-purpose presence sensor, such as a capacitive presence sensor or an optical presence sensor (in vehicles equipped with an internal camera) or other types of presence sensors.

[0098] Furthermore, since in the described embodiment, successful mechanical engagement between the child seat 5 and the vehicle 7 frame for this purpose is monitored and detected using connecting portions 29 to 33, the first connecting portions 26 to 30 can be omitted, thereby enabling signal S CON It is not sent from ECU 20 to ECU 22.

[0099] Regardless of the communication protocol used, a feature of the present invention applicable to all embodiments involving electrical contacts is the implementation of a contact deactivation mechanism (engine shutdown) on the vehicle side (seat 3 side) when the child seat 5 is not installed. This mechanism, for example commanded by the ECU 20, interrupts power supply and / or signal transmission to the pins of the exposed connection device 8a to prevent accidental short circuits that may be caused by contact with fingers, coins, or other metal objects, thereby increasing the overall safety of the system.

[0100] Furthermore, regardless of the specific communication protocol used (LIN, CAN, SPI, etc.), System 1's design considers several fundamental principles to ensure its reliability and safety. One aspect is the system's minimum response time, which is directly related to the data bus transmission speed (data rate). For safety-related applications, such as signaling the presence of a child or the correct engagement of a child seat, the bus speed is chosen to ensure that critical information is transmitted and processed by the ECUs (20, 22) within a sufficiently short time window to allow for timely activation of alarms or other countermeasures. Additionally, the selection of different protocols is guided by trade-off analysis. While higher-speed protocols such as CAN-FD or automotive Ethernet are technically feasible, lower-speed solutions such as LIN or low-speed CAN are preferred for this application. This preference is driven by the need to minimize electromagnetic interference (EMC), especially where connectors are not coupled and exposed electrical contacts on the vehicle side could act as antennas, thus affecting vehicle compliance with certification regulations.

[0101] According to another embodiment of the invention, data communication between the vehicle's ECU 20 and the child seat's ECU 22 via the second connection 27 and the second connection 31 is implemented using an SPI (Serial Peripheral Interface) type data bus. This embodiment proposes that the connection devices 8a and 8b are configured to establish at least five dedicated electrical contacts: four signal lines, referred to as MOSI (Master Output, Slave Input), MISO (Master Input, Slave Output), SCK (Serial Clock), and CS (Chip Select); and one ground line (GND). The logic voltage level of the transmitted signals is, for example, 3.3V or 5V, and the signals are single-ended CMOS / TTL (Ground Reference Type). The SPI protocol, as a point-to-point type communication, is particularly suitable for short-distance connections, typically less than 1 meter, such as the connection between seat 3 and child seat 5. This allows for high data transmission speeds, such as up to 50 Mbps, depending on the processing capabilities of ECUs 20 and 22, ensuring the information data S DAT Fast and efficient transmission. To ensure signal integrity at this speed, the bus capacity of each line must be kept low, for example, less than 10pF per line.

[0102] In another embodiment of the invention, the initial communication for verifying mechanical engagement is performed wirelessly, thereby eliminating the need for dedicated electrical contacts for this function. In this configuration, the child seat 5 is equipped with its own independent power source, such as an internal battery, preferably a rechargeable battery. This power source is configured to supply power to the first control unit (ECU) 22 and keep the first control unit in an operational-ready state, typically in a low-power listening mode, even when the child seat is not physically or electrically connected to the vehicle 7. The communication process proceeds as follows: once the child seat 5 is mechanically secured to the vehicle seat 3 via the connection of the anchoring element 2 and the latching element 4, the vehicle's second control unit (ECU) 20 detects that mechanical engagement has occurred. Following this detection, the ECU 20 generates a mechanical engagement status signal (S). CON And transmits mechanical engagement status signals wirelessly (S) CON This transmission utilizes short-range, low-power communication protocols, such as Bluetooth Low Energy (BLE) or similar technologies, or general wireless technologies. The first ECU 22 of the child seat, in low-power listening mode, receives wireless signals. CON Signal. The S CON The reception of the signal acts as a wake-up signal, authorizing ECU 22 to continue its primary operating functions. Specifically, ECU 22 is capable of generating data signals (S signals) that include information collected by its sensors 52, 54 (such as the presence of a child). DAT Data signal S DAT It can also transmit wirelessly from ECU 22 to ECU 20, thus creating a completely wireless data communication system.

[0103] The electrical performance of communication system 1 is closely related to the size and material of contact elements 12 and 14. In one embodiment, the size of the contact element (e.g., a sheet) of the male connector (child seat 5 side) is approximately 5 × 55.6 × 0.2 mm, while the size of the contact element of the female connector (vehicle 7 side) is approximately 5 × 83.1 × 0.2 mm. With such dimensions and an effective contact area equal to, for example, 40% of the length of the male contact portion, the total resistance of the system at 20°C (considering the two connectors R_male + R_female in series) is approximately 3.54 mOhm for the contact portion with a nickel coating (Ni coating) and approximately 3.29 mOhm for the contact portion with a gold coating (Au coating). Therefore, calculated with a maximum permissible current of 5 A, the total power dissipation of the nickel coating at 20°C is approximately 0.0886 W, and the total power dissipation of the gold coating at 20°C is approximately 0.0822 W. As can be seen from the graphs “Resistance vs. Temperature” and “Power @ 5A vs. Temperature”, resistance and power dissipation exhibit a linear increasing correlation with temperature. This predictable performance across the vehicle’s operating range (e.g., from -40°C to 80°C) can be considered during the system design phase to ensure reliability.

[0104] It is also envisioned that the resistance (and thus the power dissipation) can be further optimized by adjusting the thickness of the contact element. For example, in an alternative embodiment, using a contact sheet with a thickness of 0.4 mm instead of 0.2 mm would approximately halve the total resistance and power dissipation of the system, all other things being equal.

[0105] In one embodiment, connector 4 and / or connector 2 have a modular architecture, i.e. connector 4 and / or connector (2) include: a housing; a plurality of contact tabs that can be inserted into the housing; and a fixing plate adapted to lock the contact tabs inside the housing.

[0106] In one embodiment, contact elements 8a, 8b and / or contact elements 12, 14 are made of copper-beryllium alloy (BeCu) and include a surface gold (Au) coating with a thickness ranging from 0.5 μm to 1 μm, which is applied over an intermediate nickel (Ni) layer.

[0107] In one embodiment, contact elements 8a, 8b and / or contact elements 12, 14 include a palladium-nickel alloy (PdNi) coating with a thickness of about 0.3 μm, which is covered by a gold surface layer with a thickness of about 0.1 μm.

[0108] In one embodiment, contact elements 8a, 8b and / or contact elements 12, 14 are sheet-like pieces with a thickness of about 0.4 mm, and contact elements 8a, 8b and / or contact elements 12, 14 are configured to halve the resistance of the connection compared to a sheet-like piece with a thickness of 0.2 mm.

[0109] In one embodiment, the data connection is an SPI (Serial Peripheral Interface) type bus, including at least four signal lines and a ground line.

[0110] In one embodiment, the data connection is implemented via a low-speed protocol, preferably a LIN bus or a low-speed CAN bus, in order to reduce electromagnetic radiation when the first connector 4 and the second connector 2 are not coupled.

[0111] In one embodiment, the vehicle's ECU 20 is configured to electrically deactivate the contacts of connector 2 when it detects that connector 4 is decoupled, in order to prevent accidental short circuits.

[0112] Therefore, it is clear that the present invention described and claimed herein completely overcomes the shortcomings and deficiencies of the prior art, and provides a robust, reliable and fully automated solution for monitoring child seats in vehicles.

[0113] The first advantage lies in the certainty of correct installation. Unlike known systems based on mechanical or visual indicators (which do not provide electronic guarantees of correct connection operation), the system according to the invention implements an electronic handshake mechanism. Only upon successful reception of a mechanical engagement signal (S... CON Information data (S) is only activated after ) DAT The transmission of data creates a closed verification circuit, providing explicit confirmation for the vehicle system, confirming not only the physical connection but also the full operability of the data and electrical connections.

[0114] The second advantage lies in the automation and reliability of the child presence detection system. Known anti-forgetting devices are typically aftermarket products, suffering from key issues related to parental manual intervention (app activation, Bluetooth connection), reliance on potentially depleted batteries, and inconsistent wireless connectivity. This invention overcomes these limitations by locally integrating sensors and control logic into the child seat and utilizing a physical wired connection to the vehicle. This completely eliminates the possibility of human error, keeps the system always active and transparent to the user, and ensures inherently superior robustness and reliability.

[0115] Finally, another advantage lies in creating a fully integrated vehicle-child seat safety ecosystem. This invention is not limited to providing alarms, but rather establishes a two-way communication platform. This transforms the child seat from a passive component into an active intelligent node in the vehicle safety network, enabling the vehicle control unit to receive critical status data and command advanced functions based on that data. This lays the foundation for a level of active situational safety, such as airbag management or the activation of intelligent restraint systems, which is impossible with fragmented and non-integrated existing technologies.

[0116] In summary, the described system and method fully achieve their intended purpose, providing a complete and safe solution for integrating child seats into vehicle onboard electronics.

Claims

1. An in-vehicle communication system (1) for a vehicle (7), comprising: A child seat (5), which can be accommodated in a portion (3) of the vehicle (7) for accommodating the child seat (5). The first sensor (52, 54) is configured to acquire a first quantity in the vehicle (7) related to the presence of a child in the child seat (5); A first electronic control unit (ECU) (22) is operatively coupled to the first sensor (52, 54) and a portion of the child seat, the first ECU (22) being configured to receive a first signal associated with the first quantity from the first sensor (52, 54) and generate first information data based on the first signal; The first connector (4) is integrated with the child seat (5), the first connector (4) is communicatively coupled to the first ECU (22), and the first connector (4) is configured to receive the first information data from the first ECU (22); The second electronic control unit (ECU) (20) is communicatively coupled to the multimedia connectivity and vehicle safety system (64) of the vehicle (7). and The second connector (2) is integral with the part (3) of the vehicle (7), the second connector (2) is communicatively coupled to the second ECU (20), and the second connector (2) is configured to transmit the first information data to the second ECU (20), wherein the first connector (4) and the second connector (2) are configured to be mechanically connected to each other to secure the child seat (5) to the part (3) of the vehicle (7), and the first connector (4) and the second connector (2) include respective communication elements (8a, 8b), the communication elements (8a, 8b) being configured to establish a data connection suitable for transmitting the first information data from the first ECU (22) to the second ECU (20). The first ECU (22) and the communication elements (8a, 8b) are configured to generate a data signal (S). DAT And respectively transmit data signals (S) DAT The first information data is carried from the first ECU (22) to the second ECU (20). The second ECU (20) and the communication elements (8a, 8b) are configured to generate a mechanical engagement state signal (S). CON And respectively, the mechanical engagement status signal (S) CON The signal is transmitted from the second ECU (20) to the first ECU (22). The first ECU (22) is also configured to receive the mechanical engagement state signal (S) CON Then the data signal (S) is realized. DAT The generation of ).

2. The system according to claim 1, wherein, The system also includes: The third connector (4) is integrated with the child seat (5) and electrically coupled to the first ECU (22); and The fourth connector (2) is integrated with the part (3) of the vehicle (7) and electrically coupled to the second ECU (20). The third connector (4) and the fourth connector (2) are configured to be mechanically connected to each other to secure the child seat (5) to the part (3) of the vehicle (7). The third connector and the fourth connector each include a contact element (8a, 8b) configured to conduct current between the third connector and the fourth connector, and vice versa, such that when the third connector and the fourth connector are coupled together, one or more electrical signals can flow between the second ECU (20) and the first ECU (22). And among them: The first connector (4) and the second connector (2) are configured to transmit the engagement state signal (S). CON ) and the data signal (S) DAT ),and The third connector (4) and the fourth connector (2) are configured to transmit power supply signals (28, 32) and reference signals (29, 33).

3. The system according to claim 2, wherein, The second ECU (20) is configured to acquire the reference electrical signals (29, 33) and determine, based on the reference electrical signals, whether the mechanical engagement between the third connector (4) and the fourth connector (2) is successful or unsuccessful. Furthermore, the second ECU (20) is configured to generate the mechanical engagement state signal (S). CON As a result of acquiring the reference electrical signals (29, 33) and therefore as a result of determining the success of the mechanical and electrical engagement between the third connector (4) and the fourth connector (2).

4. The system according to claim 2, wherein, The reference electrical signals (29, 33) carry a voltage corresponding to the ground reference of the vehicle (7), and the power supply electrical signals carry a voltage suitable for supplying power to the first ECU (22).

5. The system according to claim 1, wherein, The data signal (S) DAT Transmitted on a serial data bus according to a predefined communication standard, wherein the serial data bus is a "Local Interconnect Network" type bus (LIN).

6. The system according to claim 5, wherein, The second ECU (20) is configured to operate as the master node of the LIN network, and the first ECU (22) is configured to operate as the slave node of the LIN network.

7. The system according to claim 6, wherein, The first ECU (22) is configured to execute a sequence of operations including the following steps: Waiting to receive the mechanical engagement status signal (S) from the second ECU (20) operating as the master node. CON ); Upon receiving the mechanical engagement state signal (S) CON After that, data communication on the LIN network is enabled and it begins to operate as a slave node; as well as Once operating as a slave node, it acquires the first quantity from the first sensor (52, 54) and generates the first information data (S) to be transmitted to the second ECU (20) on the LIN network. DAT ).

8. The system according to claim 1, wherein, The first sensor (54) is a pressure sensor, and the first electronic control unit (ECU) (22) is further configured to generate the first information data by means of a process including the following steps: The pressure value (P1) is obtained from the pressure sensor (54); The acquired pressure value is compared with a plurality of predefined value ranges (P2), the plurality of predefined value ranges including at least a first range associated with sensor malfunction and a second range associated with correct operating conditions; If the acquired pressure value falls within the first range (P3a, P3b), an alarm signal indicating a fault (P4) is generated; and If the obtained pressure value falls within the second range (P3c), the presence or absence of the child is determined based on the value to generate the first information data.

9. The system according to claim 1, wherein, The first sensor (54) is coupled to the child seat (5) to detect the presence of the child in the child seat (5). The system also includes a second sensor (52) disposed at the seatbelt closure mechanism of the child seat (5). The second sensor (52) is configured to detect a second quantity related to the seatbelt tightness and generate a second signal associated with the second environmental quantity. in: The first ECU (22) is also configured to: receive the second signal from the second sensor (52); generate second information data based on the second signal; and transmit the second information data to the second ECU (20) through the first connector (4) and the second connector (2).

10. The system according to claim 1, wherein: The child seat (5) includes an autonomous power source, such as a battery, which is configured to supply power to the first ECU (22); The second ECU (20) is configured to generate the mechanical engagement state signal (S). CON And transmit the mechanical engagement status signal (S) via wireless communication. CON ) is transmitted to the first ECU (22); and The first ECU (22) is configured to, upon receiving the wirelessly transmitted mechanical engagement state signal (S) CON When the data signal (S) is realized, DAT The generation of ).

11. The system according to claim 1, wherein, The second ECU (20) is also configured to: Based on the first information data received from the first ECU (22), the multimedia connectivity and vehicle safety system (64) is commanded to specifically generate a warning associated with the acquired first amount; and / or Based on the first information data received from the first ECU (22), the first information data selectively commands the activation or deactivation of at least one airbag of the vehicle (7), and indicates the presence of the child in the child seat (5); and / or The vehicle (7) receives a pre-collision signal from its safety system and, in response, transmits a command signal to the first ECU (22) to activate the seat belt pretensioning mechanism provided in the child seat (5) to protect the child prior to a collision.

12. The system according to claim 1, wherein: The child seat (5) also includes an autonomous power source, such as a battery, which is configured to supply power to the first electronic control unit (ECU) (22); The second ECU (20) is configured to generate the mechanical engagement state signal (S). CON And transmit the mechanical engagement status signal (S) via wireless communication. CON ) is transmitted to the first ECU (22); Furthermore, the first ECU (22) is configured to only respond to the wirelessly transmitted mechanical engagement state signal (S) CON The data signal (S) can only be generated when... DAT ).

13. A vehicle-mounted communication method for a vehicle (7), the vehicle including a child seat (5) accommodating in a portion (3) of the vehicle (7) for accommodating the child seat (5), the method comprising the following steps: A first quantity related to the presence of a child in the child seat (5) in the vehicle (7) is obtained by means of the first sensors (52, 54); A first signal associated with the first environmental quantity is received by a first electronic control unit (ECU) (22), the first electronic control unit (ECU) being operatively coupled to the first sensor (52, 54) and a portion of the child seat; The first ECU (22) generates first information data based on the first signal; The first information data is transmitted from the first ECU (22) to the second electronic control unit (ECU) (20) via a data connection established by means of the first connector (4) and the second connector. The first connector (4) is integrated with the child seat (5) and is coupled to the first ECU (22) in a communicable manner. The second connector (2) is integrated with the part (3) of the vehicle (7) and is coupled to the first connector (4) and the second ECU (20) in a communicable manner. The second ECU (20) is an integral part of the vehicle (7). The first ECU (22) generates a data signal (S) DAT And transmit data signals (S) by means of communication elements (8a, 8b). DAT The first information data is carried from the first ECU (22) to the second ECU (20). The mechanical engagement status signal (S) is generated by the second ECU (20). CON And by means of the communication elements (8a, 8b), the mechanical engagement state signal (S) is transmitted. CON ) is transmitted from the second ECU (20) to the first ECU (22); and Upon receiving the mechanical engagement state signal (S) CON After that, the data signal (S) is realized through the first ECU (22). DAT The generation of ).

14. The method of claim 13, further comprising the step of: The first ECU (22) is powered by an autonomous power source, such as a battery, integrated with the child seat (5); The mechanical engagement state signal (S) is generated by the second ECU (20). CON And transmit the mechanical engagement status signal (S) via wireless communication. CON ) is transmitted to the first ECU (22); and Upon receiving the wirelessly transmitted mechanical engagement state signal (S) CON After that, the data signal (S) is realized through the first ECU (22). DAT The generation of ).

15. An in-vehicle communication system (1) for a vehicle (7), comprising: The first sensor (52, 54) is configured to acquire a first quantity in the vehicle (7); A first electronic control unit (ECU) (22) is operatively coupled to the first sensor (52, 54) and configured to receive a first signal associated with the first quantity from the first sensor (52, 54) and generate first information data based on the first signal; A first connector (4) is coupled to the first ECU (22) in a communicative manner, and the first connector (4) is configured to receive the first information data from the first ECU (22); The second electronic control unit (ECU) (20) is communicatively coupled to the multimedia connectivity and vehicle safety system (64) of the vehicle (7). and The second connector (2) is communicatively coupled to the second ECU (20) and configured to transmit the first information data to the second ECU (20). The first connector (4) and the second connector (2) each include a communication element (8a, 8b), which are configured to be coupled to each other to establish a data connection suitable for transmitting the first information data from the first ECU (22) to the second ECU (20). Furthermore, the second ECU (20) is configured to command the multimedia connectivity and vehicle safety system (64) based on the first information data received from the first ECU (22), thereby specifically generating a warning associated with the acquired first amount.

16. A vehicle-mounted communication method for a vehicle (7), comprising: A first quantity related to the condition present in the vehicle (7) is obtained by means of the first sensor (52, 54); A first signal associated with the first environmental quantity is received by a first electronic control unit (ECU) (22), the first ECU (22) being part of an accessory of the vehicle (7); The first ECU (22) generates first information data based on the first signal; The first information data is transmitted from the first ECU (22) to the second electronic control unit (ECU) (20) via a data connection established by means of the first connector (4) and the second connector. The first connector (4) is communicatively coupled to the first ECU (22), and the second connector is communicatively coupled to the first connector (4) and the second ECU (20). The second ECU (20) is an integral part of the vehicle (7). and The second ECU (20) commands the multimedia connectivity and vehicle safety system (64) of the vehicle (7) based on the first information data received from the first ECU (22), thereby specifically generating a warning associated with the first quantity obtained by the first sensor.

17. A computer program product comprising instructions that, when executed by a first ECU and a second ECU, cause the first ECU and the second ECU to perform the steps of the method according to claim 13 or claim 16.

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