Control circuit for a direct current motor, device for a vehicle and method for operating a control circuit

Abstract

The invention relates to a control circuit for at least one DC motor of at least one functional unit in a motor vehicle, having at least one first control unit which is designed to receive control signals for controlling the functional unit and at least one second control unit which is designed to generate motor signals for the DC motor, the first control unit being electrically connected to the second control unit by at least one cable connection, the first control unit having a first half-bridge for generating half-bridge signals which can be transmitted to the second control unit by means of the at least one cable connection, the second control unit having a second half-bridge and the second half-bridge generating the motor signals from the half-bridge signals of the first control unit. The invention also relates to a device and a method.

Description

[0001] The following invention relates to a control circuit for at least one DC motor of at least one functional unit in an automobile, the control circuit having at least one first control unit configured to receive control signals for controlling the functional unit, and at least one second control unit configured to generate motor signals for the DC motor, wherein the first control unit is electrically connected to the second control unit via at least one cable connection. The invention also relates to a corresponding device for an automobile having at least one control circuit and a method for operating such a control circuit.

[0002] A zone controller, as known in the prior art, forms the electronic control unit (ECU) in a vehicle, managing the functions of a specific area or region of the vehicle. For example, in the case of a zone controller for one side of a car, it can control components such as seat controls and window controls on that side of the car. To this end, the zone controller, for example, has inputs and receives inputs from various sensors and switches within its managed area. For example, it can receive input signals from a seat position sensor or a window regulator button. The zone control unit processes the input signals and applies programming functions to control the components within its zone. For example, it can receive a signal from a seat position button and then move the seat motor according to a set position. The zone control unit then controls corresponding outputs to control the components within its zone. For example, it can control the seat motor or window regulator motor to perform the desired position or function. The zone controller specifically communicates with other controllers in the car to exchange information and provide coordination functions. For example, it can communicate with the car's CAN bus to synchronize position information between the seats on both sides of the car.

[0003] Zone controllers are known in the art and can improve the performance and flexibility of vehicle systems by reducing the number of components that must be managed by a single controller. They also enable better scalability and adaptability by providing separate controllers for different areas of the vehicle.

[0004] However, these area controllers increase the complexity of wiring harnesses when centralizing electronics. Cable length, harness diameter, and weight increase compared to local controllers. Simple sensors or actuators, such as those with two to five pins, cannot provide satisfactory results. This partial multiplication leads to complex cable harnesses, making such simplification difficult to achieve effectively when adding local electronics, especially so-called smart sensors or actuators.

[0005] Furthermore, it is known from existing technology, for example, that motors used for seat adjustments, such as those already mentioned, have a so-called full bridge, also known as an H-bridge. This is used to allow a small DC motor to rotate bidirectionally. The full bridge is formed by four power semiconductors (typically MOSFETs or IGBTs) arranged in an H-shape, acting as two pairs of switches. For example, two switches are responsible for the forward operation of the motor, and two switches are responsible for the reverse operation. The full bridge is controlled by a control circuit that opens and closes the four switches, allowing the motor to rotate bidirectionally. The control circuit contains input signals from a control unit or microcontroller that control the direction and speed of the motor's rotation. When the motor rotates forward, the two switches in the upper pair are turned on, and the two switches in the lower pair are turned off. Current flows through the motor, and the motor begins to rotate forward. When the motor rotates in reverse, the two switches in the lower pair are turned on, and the two switches in the upper pair are turned off. Current flows through the motor in the reverse direction, and the motor begins to rotate in the reverse direction. When the motor needs braking, both pairs of switches are turned on, thereby interrupting the current flowing through the motor and stopping it. This technique is also known as so-called "full braking." The full-bridge can also be equipped with overload switching functionality to protect the motor and power semiconductors from damage caused by overcurrent or overheating. For example, current-limiting circuits or thermistors can be used to limit or shut off the current in case of overload. Therefore, the full-bridge can achieve precise and flexible control of small DC motors (such as driver's seats) by controlling the direction and speed of motor rotation.

[0006] Full-bridge circuits can be highly efficient and reliable using modern power semiconductors and advanced control algorithms. However, connecting multiple DC motors to a zone control unit can be challenging, especially when the motors are far apart and have different voltage and current levels. When long cables are required, significant power losses can occur, reducing system efficiency and increasing the risk of overheating. Therefore, using high-quality cables with low resistance and sufficient power rating is crucial. Long cables may be sensitive to electromagnetic interference from nearby devices or motors. This interference can distort signals and cause undesirable system behavior, such as noise, decreased accuracy, or even component damage. Wiring for multiple DC motors also requires careful planning and organization to ensure proper cable connections and prevent interference. This can result in a significant amount of wiring work, especially when the motors are far apart.

[0007] US 2019 217 794 A1 describes a wiring, power, and communication system for an automobile, including multiple devices connected to a mainline portion, the mainline portion including a housing, a first conductor disposed in the housing, a second conductor disposed in the housing, a pair of inner sheath elements disposed in the housing and located on opposite sides of at least one conductor, the inner sheath elements being configured to electrically insulate the first conductor from the second conductor, and a shielding element disposed in the housing.

[0008] The purpose of this invention is to create a control circuit, an apparatus, and a method for operating the control circuit, thereby overcoming the shortcomings of the prior art.

[0009] Specifically, the object of the present invention is to create a control circuit, device, and method by which reliable operation of at least one DC motor can be achieved with minimal wiring work.

[0010] This objective is achieved by a control circuit, apparatus, and method for operating the control circuit, according to the independent patent claims. Advantageous embodiments are described in detail in the dependent claims.

[0011] One aspect of the invention relates to a control circuit for at least one DC motor of at least one functional unit in an automobile, wherein the control circuit has at least a first control unit configured to receive control signals for controlling the functional unit, and at least a second control unit configured to generate motor signals for the DC motor, wherein the first control unit is electrically connected to the second control unit via at least one cable connection.

[0012] The specification stipulates that the first control unit has a first half-bridge for generating a half-bridge signal, wherein the half-bridge signal can be transmitted to the second control unit via at least one cable connection, and wherein the second control unit has a second half-bridge, and the second half-bridge generates a motor signal from the half-bridge signal of the first control unit.

[0013] Therefore, for example, the first control unit can be configured as a so-called zone controller or area controller, and is designed to control, for example, a large number of components on one side of the vehicle. The first control unit then contacts at least a second control unit for the DC motor, and can transmit corresponding bridge signals to the second control unit and thus to the DC motor. For example, if multiple DC motors exist, such as in a seat adjustment device, the first control unit can be designed to generate a large number of half-bridge signals, and specifically, then transmit them to other control units, for example, sequentially to other DC motors. This means that proper control of the DC motors requires only a small number of cables.

[0014] Specifically, a half-bridge signal is generated in the area controller, and then this half-bridge signal is transmitted via cable to at least the second control unit of the DC motor. The second control unit then receives the half-bridge signal and converts it into a motor signal so that it can control the corresponding DC motor.

[0015] In particular, integrating the half-bridge into the area controller offers advantages such as reduced installation space and fewer components. By integrating the half-bridge into the area controller, space requirements are reduced, thereby decreasing the overall system complexity, which in turn reduces workload. Furthermore, if only one half-bridge is needed per motor, production costs for circuit boards and wiring are saved, thus reducing the cost of the component itself. Integrating the half-bridge into the area control unit reduces the risk of errors or malfunctions due to wiring defects or poor contact. Moreover, reliability testing and inspection of the area control unit's circuit boards are easier and require less effort compared to the motors themselves. Integrating the half-bridge into the area control unit also simplifies maintenance by making it easier and faster to replace defective components. Replacing the entire motor control unit can be time-consuming and expensive, while replacing the half-bridge in the area control unit is relatively easy to perform.

[0016] By using separate half-bridges on the motors, the system can also be expanded to support different motor sizes or applications. For example, if a new motor with a different voltage or power is required, only the half-bridge on the motor can be replaced without updating the entire system. Using separate half-bridges on the corresponding DC motors allows for individual setting of the control type and parameters for each motor. This is particularly useful when using different types of motors or applications in the same machine or facility. Therefore, the integration of half-bridges in the area controller provides a reliable and flexible solution for controlling DC motors in at least one functional unit.

[0017] According to an advantageous embodiment, the first control unit is designed as a region controller for the vehicle. A region controller (RDC) is, in particular, an electronic device used to control and monitor multiple functions and systems within a vehicle. This controller is typically modular and can perform various tasks depending on the specific requirements of the vehicle and its systems. For example, engine control, diagnostic functions, communication interfaces, and energy management can be provided through a region controller. Furthermore, safety functions can be performed through a region controller. The advantages of a region controller include, for example, its modularity, meaning it can be easily adapted to the specific requirements of a vehicle. This makes production and maintenance easier. An integrated diagnostic system also makes troubleshooting easier and contributes to improving the overall reliability of the vehicle. Because a region controller can perform multiple functions, this simplifies wiring in the vehicle, thereby reducing weight. For example, a region controller is used for air conditioning control, windshield wiper control, or seat heater control.

[0018] Another advantageous embodiment specifies that LIN communication is established between the first control unit and at least one DC motor. LIN (Local Interconnect Network) is a serial communication network specifically developed for the automotive industry to exchange data commands between two or more controllers in a vehicle. In particular, this LIN communication reduces wiring, thereby reducing weight and simplifying design. The LIN protocol is simplified and can be easily integrated into existing systems, requiring fewer resources and thus being easy to install. LIN networks are also very robust and reliable because they support redundant signal transmission. These also avoid electromagnetic interference and ensure data integrity. LIN networks are also energy-efficient because they use low voltage levels and low current. This extends battery life and reduces the overall energy consumption of the vehicle. LIN networks can be used in a variety of applications, such as door control, seat control, air conditioning, lighting control, etc. LIN networks are also highly scalable and can be easily adapted to the growing needs of the automotive industry. This also makes the integration of new devices and functions easy. Although slower than CAN, LIN is fast enough for most automotive applications. For example, data transmission rates of up to 20 Kbits per second enable communication between controllers. In short, LIN provides a cost-effective, simple, and powerful solution for data transmission between two or more controllers within an automotive system. Reduced wiring, energy efficiency, and scalability make LIN an attractive option for the aforementioned control circuits.

[0019] It also proves advantageous that the functional unit has at least one second DC motor, and the first control unit is electrically coupled to a third control unit via at least one cable to generate another motor signal. For example, the functional unit may also have a third and a fourth DC motor. For instance, a corresponding seat adjustment device in a car has up to four DC motors. Due to at least one wiring connection and, particularly, the use of the LIN communication protocol, multiple motors can be controlled via the first control unit. This reduces weight and installation space requirements.

[0020] It also proves advantageous that the first half-bridge can generate the signal for the other half-bridge, and the third half-bridge of the third control unit can generate another motor signal for the second DC motor based on the signal for the other half-bridge. Therefore, for example, the first and second DC motors can operate in series, and the area controller remains sufficient to perform the corresponding communication or control of the DC motors. This allows for reduced wiring work and also reduces installation space requirements.

[0021] According to another advantageous embodiment, a ribbon cable is formed between the second control unit and the third control unit, and at least one cable connection is electrically coupled to the ribbon cable. A ribbon cable, also known as a Ribbon Cable, is a flexible cable with a series of parallel conductor lines. These are commonly used in the automotive industry to save space and simplify wiring. Especially for the control of two DC motors, such as in seat adjustment, ribbon cables can save space because they are compact and flat, thus saving considerable space. This is particularly advantageous in confined spaces with limited available space, such as the interior of a vehicle. The overall weight of the vehicle can also be reduced by using ribbon cables. Lighter weight improves fuel efficiency and reduces the load on the suspension system. Ribbon cables also allow for easy connection of two DC motors by bundling multiple conductor rails into a single cable. This reduces the number of cables and connectors, simplifying the design. Furthermore, ribbon cables are very flexible and can adapt to narrow curves and angles. This allows seat adjustment movements without damaging the cables. Ribbon cables are also very robust and can withstand vibrations and shocks during vehicle operation. They are also resistant to oil, chemicals, and moisture, contributing to a longer service life. Furthermore, ribbon cables are easy to install and remove due to their stress-relieving devices and connectors. This reduces assembly work, thus saving costs. Ribbon cables are also very cost-effective because they are easier to configure and install. Reducing the number of cables and connectors also lowers assembly and maintenance costs. Ribbon cables can also be manufactured in different widths, lengths, and colors to meet individual requirements. This allows cable designs to accommodate the placement of DC motors and other components. Overall, ribbon cables provide a space-saving, weight-reducing, and cost-effective solution for controlling at least two DC motors, such as in seat adjustment. Flexibility, robustness, and ease of installation make ribbon cables ideal for using control circuits according to the present invention.

[0022] It has also proven advantageous to connect the second and / or third control units to the ribbon cable via insulated piercing terminals. Using insulated piercing terminals allows for quick and easy installation, especially with ribbon cables, eliminating the need for welding. This reduces installation time and costs. Insulated piercing terminals are also very robust, withstanding vibrations and shocks common in automotive applications. They ensure reliable connections and reduce the risk of cable breakage or conductor rail damage. Insulated piercing terminals also provide a strong, airtight connection between the ribbon cable and the control unit, resulting in high conductivity and low contact resistance. This helps minimize signal interference and data loss. Insulated piercing terminals also allow for easy removal of the ribbon cable when repair or maintenance is required. This reduces downtime and costs. Insulated piercing terminals can also be easily modified or replaced to accommodate changes in cable assemblies or control units. This allows for flexibility in adapting to changing requirements and improves system maintainability. Insulated piercing terminals enable high encapsulation density of the conductor rails in the ribbon cable, saving space and making installation easier in confined spaces. Furthermore, insulated piercing terminals can be tested using fault detection equipment to ensure secure connection and proper functioning of the controller. This minimizes the risk of installation errors and improves system reliability. Therefore, insulated piercing terminals provide a quick and simple method for coupling a second or third control unit to a ribbon cable, particularly in automotive applications. Robustness, reliability, and modularity contribute to improved system performance while reducing maintenance and downtime.

[0023] Another advantageous embodiment specifies that at least one cable connection is coupled to the ribbon cable via an insulation piercing terminal. This means that the advantage of insulation displacement connection between cable connections in the ribbon cable can also be utilized. In other words, at least one cable connection is formed between the first control unit and the ribbon cable, and then the at least one cable connection is coupled to the ribbon cable via an insulation piercing terminal.

[0024] In another advantageous embodiment, at least one functional unit is specified as a seat adjustment device and / or a window regulator and / or a sunroof controller and / or an air conditioning unit. Needless to say, other devices in the vehicle can also be operated / controlled accordingly, these devices particularly having at least one DC motor. Therefore, the control circuitry can be used with great flexibility in the vehicle and can be used for a wide variety of different functional units.

[0025] Another advantageous embodiment specifies that at least the first control unit has a first dual-gate driver and the second control unit has a second dual-gate driver. Dual-gate drivers offer several advantages when controlling a half-bridge, as are used in many motor drive circuits. Dual-gate drivers ensure current isolation between the high-voltage side (along the load) and the low-voltage side (logic or control signals). This reduces the risk of electrical breakdown and improves circuit safety. Dual-gate drivers allow simultaneous driving of the high-side and low-side MOSFETs in the half-bridge, enabling rapid changes in switching states. This reduces the overlap time of switching states, thereby reducing losses during switching operation (switching losses). By using an internal drive stage, dual-gate drivers can provide fast gate voltage rise and fall times. This results in better power output, lower switching losses, and lower EMI (electromagnetic interference). Multiple dual-gate drivers often feature integrated protection functions such as overcurrent protection, undervoltage and overvoltage protection, and thermal protection. These features contribute to improved circuit reliability and lifespan. Dual-gate drivers are generally compatible with different logic families, such as CMOS, TTL, and LVCMOS. This allows for integration into a wide variety of circuit designs. Parallel driving of the high-side and low-side MOSFETs reduces MOSFET gate ripple and overshoot effects, thereby reducing the load on the component and extending its lifespan. Since dual-gate drivers can be designed as separate ICs (integrated circuits), they can be easily integrated into existing designs, saving time and development effort.

[0026] Furthermore, it is advantageous that at least the first and second control units are designed to be spaced apart from each other. In other words, they are constructed separately. For example, they each have a separate housing, and the control units are arranged accordingly within the housing. The first control unit is designed, for example, as a zone control unit (zone controller), while the second control unit can be, for example, disposed on a functional unit. This means that zone control is possible. In particular, a master-slave architecture can be provided, in which the first control unit acts as the master device and the second control unit acts as the slave device.

[0027] In another advantageous embodiment, the control circuit is designed to control at least one additional functional unit that is different from the at least one functional unit. In other words, the first control unit can correspondingly control the different functional units. In particular, the first half-bridge can then be used to control other DC motors from the other functional units. This reduces wiring work and saves installation space.

[0028] Another aspect of the invention relates to a device for an automobile having at least one control circuit according to the foregoing aspects and having at least one functional unit of the automobile.

[0029] One advantageous embodiment specifically specifies that at least one DC motor of at least one functional unit is designed as a smart DC motor. The use of smart DC motors offers the particular advantage of precise control. Smart DC motors achieve precise speed and torque control by controlling the input voltage and current through a microcontroller or DSP. This contributes to improved performance accuracy and repeatability. Smart DC motors are generally more energy-efficient than conventional DC motors because they can optimize input voltage and current. By adjusting motor power according to actual load requirements, energy consumption can be reduced and efficiency improved. Smart DC motors also offer more dynamic behavior than conventional DC motors because they can respond quickly to load changes. By adapting motor power to actual load requirements, system responsiveness can be improved and control quality enhanced. Smart DC motors generally have a longer service life than conventional DC motors because they are protected against overload and thermal problems. Continuous monitoring of motor performance and temperature reduces the risk of damage and improves reliability. Furthermore, smart DC motors generally require less maintenance than conventional DC motors because they are protected against overload and thermal problems. Continuous monitoring of motor performance and temperature reduces maintenance work and increases availability. Intelligent DC motors can typically communicate via digital interfaces such as CAN bus, EtherCAT, or LIN, allowing for integration into more sophisticated automation systems. This helps minimize wiring and installation complexity. Intelligent DC motors can also be easily integrated into functional units, as they can be easily controlled via logic voltages or microcontrollers. This helps minimize wiring and installation complexity. Intelligent DC motors can also generate high loads and torque, making them ideal for use in high-performance automotive applications. They ensure safe and reliable control of drives and actuators. In other words, intelligent DC motors provide a precise, efficient, and powerful method for controlling drives and actuators in automotive applications. Their fast response time, low energy consumption, and communication capabilities contribute to improved system performance while reducing maintenance and downtime.

[0030] Another aspect of the invention relates to a method for operating a control circuit according to the foregoing aspect. Control signals for at least one functional unit of an automobile are received by a first control unit. A half-bridge signal is generated using a first half-bridge of the first control unit. The half-bridge signal is transmitted to a second half-bridge of a second control unit. Motor signals are generated by the second half-bridge based on the half-bridge signal.

[0031] Advantageous embodiments of the control circuit will be considered advantageous embodiments of the apparatus and method. The control circuit and apparatus have particularly objective features in order to perform the corresponding method steps.

[0032] In this disclosure, the control unit can be understood as, for example, a data processing device having processing circuitry. Therefore, the computing unit can perform computational operations to process data. The computational operations may also include index access to data structures such as look-up tables (LUTs).

[0033] A computing unit may in particular be one or more computers, one or more microcontrollers and / or one or more integrated circuits, such as one or more application-specific integrated circuits (ASICs), one or more field-programmable gate arrays (FPGAs), and / or one or more single-chip systems (SoCs). A computing unit may also include one or more processors, such as one or more microprocessors, one or more central processing units (CPUs), one or more graphics processing units (GPUs), and / or one or more signal processors, particularly one or more digital signal processors (DSPs). A computing unit may also include a physical or virtual cluster of computers or other units mentioned above.

[0034] The computing unit may also include one or more hardware and / or software interfaces and / or one or more storage units. Storage units may be volatile data memory, such as dynamic random access memory (DRAM) or static random access memory (SRAM), or non-volatile data memory, such as read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), flash memory or flash EEPROM, ferromagnetic random access memory (FRAM), magnetoresistive random access memory (MRAM), or phase-change random access memory (PCRAM).

[0035] Further features of the invention are derived from the claims, drawings, and description of the figures. Features and combinations of features mentioned above in the specification, and features and combinations of features mentioned below in the description of the drawings and / or shown individually in the drawings, may be used not only in the combinations specified in each case, but also in other combinations, without departing from the scope of the invention. Therefore, embodiments not explicitly shown and explained in the drawings but appearing from the explained embodiments and which can be generated by individual combinations of features are also considered to be included and disclosed. Versions and combinations of features are also considered disclosed and therefore do not possess all the features of the originally proposed independent claims. Furthermore, embodiments and combinations of features that go beyond or deviate from the features set forth in the references to the claims, particularly by way of the statements set forth above, are considered to be disclosed.

[0036] In the attached image:

[0037] Figure 1 A schematic top view of an embodiment of a car showing an embodiment of a device having a control circuit; and

[0038] Figure 2 shows a schematic block diagram according to an embodiment of the control circuit.

[0039] In the accompanying drawings, elements that are identical or have the same function are given the same reference numerals.

[0040] Figure 1 A schematic top view of an embodiment of vehicle 1 is shown. Vehicle 1 is, for example, at least partially electric or fully electric. Vehicle 1 may also have an internal combustion engine or have hybrid capabilities. Furthermore, vehicle 1 may be designed as a vehicle 1 with at least partial auxiliary operation or a vehicle 1 with full auxiliary operation.

[0041] The vehicle 1 has, for example, a central control unit 2, which may take the form of an infotainment system for the vehicle 1. In this exemplary embodiment, the vehicle 1 also has a first control unit 3 and a second control unit 4. The first control units 3 and 4 may be designed in particular as so-called area controllers and may be designed to control, for example, functional units 5, 6, 7, and 8 within the vehicle 1. For example, in this exemplary embodiment, the first control unit 3 is shown to be located on the left side of the vehicle 1, and the second control unit 4 is shown to be located on the right side of the vehicle 1.

[0042] In this exemplary embodiment, the first functional unit 5, the second functional unit 6, and the third functional unit 7 are coupled to the first control unit 3. Only the fourth functional unit 8 is coupled to the second first control unit 4. Of course, this is purely illustrative and not exhaustive.

[0043] In this exemplary embodiment, the first functional unit 5 has at least one second control unit 9 and a third control unit 10. Furthermore, a fourth control unit 11 is shown. Functional units 6, 7, and 8 also have a control unit 12. For example, functional units 5, 6, 7, and 8 can be designed as seat adjustment devices and / or window regulators and / or sunroof controllers and / or air conditioning devices.

[0044] Figure 2 A schematic block diagram according to an embodiment of device 13 is shown. Device 13 has at least one control circuit 14. Furthermore, device 13 has at least one functional unit 5, 6, 7, 8. In this embodiment, the first functional unit 5 is illustrated as representative of functional units 5, 6, 7, 8. These statements, of course, also apply to the other functional units 6, 7, 8.

[0045] According to an exemplary embodiment of the control circuit 14 shown, it is designed for at least the DC motors 15, 24, and 35 of the functional unit 5, wherein the control circuit 14 has at least a first control unit 3, which is designed to receive, for example, a control signal 16 from an infotainment device. Each DC motor may also be equipped with or have a position sensor 37. The position sensor 37 may also be referred to as a seat position button. The control signal 16 is again designed to control the functional unit 5. Furthermore, a second control unit 9 is shown, which is designed to generate a motor signal 17 for the DC motor 15, wherein the first control unit 3 is electrically connected to the second control unit 9 via at least one cable connection 18.

[0046] In this specification, the first control unit 3 has a first half-bridge 9, which is composed of, for example, two MOSFETs 20 and is configured to generate a half-bridge signal 21, wherein the half-bridge signal 21 can be transmitted to the second control unit 9 via the at least one cable connection 18, wherein the second control unit 9 has a second half-bridge 22 with additional MOSFETs 20, and the second half-bridge 22 generates a motor signal 17 from the half-bridge signal 21 of the first control unit 3.

[0047] Specifically, it is specified here that a LIN communication 23 is established between the first control unit 3 and at least one DC motor 15. Furthermore, Figure 2 The diagram shows a first functional unit 5 having at least one second DC motor 24, and a first control unit 3 electrically coupled to a third control unit 10 via at least one cable connection 18 to generate another motor signal 25. Specifically, it is specified that a second half-bridge 19 can generate another half-bridge signal 26, and the third half-bridge 27 of the third control unit 10 generates another motor signal 25 for the second DC motor 24 based on the second half-bridge signal 26.

[0048] Figure 2 It is also shown that a ribbon cable 28 is formed between the second control unit 9 and the third control unit 10, and at least one cable connection 18 is electrically coupled to the ribbon cable 28. In particular, it may be specified that the second control unit 9 and / or the third control unit 10 are connected to the ribbon cable 28 via an insulating piercing terminal 29. Furthermore, at least one cable connection 18 may be connected to the ribbon cable 28 via an insulating displacement connector 29.

[0049] Figure 2 It is also shown that at least the first control unit 3 has a first dual-gate driver 30 and the second control unit 9 has a second dual-gate driver 31. The third control unit 10 may have a third dual-gate driver 32.

[0050] As already mentioned, at least the first control unit 3 and the second control unit 9 are designed to be spaced a certain distance apart from each other.

[0051] Figure 2 At least a fourth control unit 11 is also shown, which may also have, for example, a fourth dual-gate driver 33, and particularly a corresponding fourth half-bridge 34 for controlling the third DC motor 35. The DC motors 15, 24, and 35 are specifically designed as intelligent DC motors. Furthermore, corresponding control units 3, 9, 10, and 11 are shown, which may have a microcontroller 36.

[0052] In general, the present invention particularly proposes to divide functions between the first control unit 3 and the sensors or actuators and the power distribution system in order to achieve a correspondingly improved CO2 balance. For this purpose, techniques such as ribbon cables 28, press-fit connections or insulating piercing terminals 29, and balance ratios between regional and local electronic equipment are used in particular.

[0053] The proposed concept is specifically based on ribbon cable 28 and insulated piercing terminal 29, and can be manufactured automatically. By using these technologies, significant savings in copper and plastic can be achieved, which has a particular impact on CO2 balance. The division of electronics between shared portions within the first control unit 3 and, for example, specific components in the second and third control units 9 and 10 has a similar effect on CO2 balance.

[0054] Taking a car seat as an example, it is equipped with four identical motors with corresponding functions, which realize the seat height adjustment, angle tilt, fore-and-aft movement, and backrest angle adjustment functions. Each DC motor 15, 24, and 35 requires a dedicated cable, which means that just to connect to the electronic control unit, 16 cables, as well as corresponding insulation and fixing parts, are required.

[0055] By distributing electronic components across each motor, particularly integrating them into the intelligent DC motors 14, 24, and 35, and employing a universal power and signal bus, the cable requirements for the vehicle's main wiring harness can be reduced to three lines: a power line, a ground line, and a LIN communication line. However, in seat adjustment applications, existing technologies still require four power distribution lines to connect to each intelligent actuator. Furthermore, additional splitters or adapters are needed to interface with these terminals, significantly diminishing the advantages of this distributed solution. The solution proposed in this invention replaces traditional star wiring with daisy-chain cabling in seat adjustment applications, thereby minimizing the need for splitters. Automated cable bundle fabrication can also be achieved by using flexible flat ribbon cables 28 in conjunction with insulated piercing terminals 29.

[0056] For this type of seat application, where the motors are used one after another instead of simultaneously, in addition to the material cost of the electronic equipment, it is recommended to concentrate the half-bridges in the first control unit 3 and equip the smart motor with another half-bridge 22, 27, 34.

Claims

1. A control circuit (14) for at least one DC motor (15, 24, 35) of at least one functional unit (5, 6, 7, 8) in an automobile (1), the control circuit (14) having at least one first control unit (3, 4) configured to receive control signals (16) for controlling the functional unit (5, 6, 7, 8), and the control circuit (14) having at least one second control unit (9) configured to generate motor signals (17) for the DC motor (15, 24, 35), wherein, The first control unit (3, 4) is electrically connected to the second control unit (9) via at least one cable connection (18). Its features are, The first control unit (3, 4) has a first half-bridge (19) for generating a half-bridge signal (21), wherein the half-bridge signal (21) can be transmitted to the second control unit (9) via the at least one cable connection (18), and wherein the second control unit (9) has a second half-bridge (22), and the second half-bridge (22) generates the motor signal (17) from the half-bridge signal (21) of the first control unit (3).

2. The control circuit (14) according to claim 1. Its features are, The first control unit (3) is configured as the area controller of the vehicle (1).

3. The control circuit (14) according to claim 1 or 2. Its features are, LIN communication (23) is established between the first control unit (3) and the at least one DC motor (15, 24, 35).

4. The control circuit (14) according to any one of the preceding claims. Its features are, The functional units (5, 6, 7, 8) have at least one second DC motor (24), wherein the first control unit (3) is electrically coupled to a third control unit (10) for generating another motor signal (25) via the at least one cable connection (18).

5. The control circuit (14) according to claim 4. Its features are, The first half-bridge (19) can generate another half-bridge signal (26), and the third half-bridge (27) of the third control unit (10) generates the other motor signal (25) for the second DC motor based on the other half-bridge signal (26).

6. The control circuit (14) according to claim 4 or 5. Its features are, A ribbon cable (28) is constructed between the second control unit (9) and the third control unit (10), and at least one cable connection (18) is electrically coupled to the ribbon cable (28).

7. The control circuit (14) according to claim 6. Its features are, The second control unit (9) and / or the third control unit (10) are coupled to the ribbon cable (28) via the insulating piercing terminal (29).

8. The control circuit (14) according to claim 6 or 7. Its features are, The at least one cable connection (18) is connected to the ribbon cable (28) via an insulating piercing terminal (29).

9. The control circuit (14) according to any one of the preceding claims. Its features are, The at least one functional unit (5, 6, 7, 8) is designed as a seat adjustment device and / or a window regulator and / or a sunroof controller and / or an air conditioning device.

10. The control circuit (14) according to any one of the preceding claims. Its features are, At least the first control unit (3) has a first dual-gate driver (30), and the second control unit (9) has a second dual-gate driver (31).

11. The control circuit (14) according to any one of the preceding claims. Its features are, At least the first control unit (3) and the second control unit (9) are constructed to be spaced apart from each other.

12. The control circuit (14) according to any one of the preceding claims. Its features are, The control circuit (14) is designed to control at least one additional functional unit (5, 6, 7, 8) that is different from the at least one functional unit (5, 6, 7, 8).

13. A device (13) for an automobile (1) having at least one control circuit (14) according to any one of claims 1 to 12 and at least one functional unit (5, 6, 7, 8) of the automobile.

14. The apparatus (13) according to claim 13. Its features are, At least one DC motor (15, 24, 35) of the at least one functional unit (5, 6, 7, 8) is designed as a smart DC motor (15, 24, 35).

15. A method for operating a control circuit (14) according to any one of claims 1 to 12, comprising the following steps: - The first control unit (3) receives control signals (16) for at least one functional unit (5, 6, 7, 8) of the vehicle (1). - The half-bridge signal (21) is generated by the first half-bridge (19) of the first control unit (3). - Transmit the half-bridge signal (21) to the second half-bridge (22) of the second control unit (9); and - The motor signal (17) is generated by the second half-bridge (22) based on the half-bridge signal (21).

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