System for monitoring the presence of a child on a child seat within a vehicle

Abstract

The invention relates to an on-board communication system (1) for a vehicle (7), comprising a child seat (5) provided with a first sensor (54) to detect a quantity related to the presence of a child and with a first control unit (ECU, 22). The child seat (5) is coupled to a portion of the vehicle (7) by a pair of connectors (2, 4) that establish both a mechanical fixing 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 that guarantees the reliability of the connection. The second ECU (20) of the vehicle generates and transfers a mechanical engagement status signal (SCON) to the first ECU (22) of the child seat. The first ECU (22) is configured to enable the generation and subsequent transmission of information data (SDAT), relative to the presence of the child, towards the second ECU (20) only following the reception of said mechanical engagement status signal.

Description

[0001] “SYSTEM FOR MONITORING THE PRESENCE OF A CHILD ON A CHILD SEAT WITHIN A VEHICLE”

[0002] Cross-Reference to Related Applications

[0003] This Patent Application claims priority from Italian Patent Applications No.

[0004] 102025000006129 filed on March 25, 2025, and No. 102025000030832 filed on November 24, 2025, the entire disclosure of which is incorporated herein by reference.

[0005] Technical Sector of the Invention

[0006] The present invention relates to an on-board communication system of a vehicle and the relative method, in particular for the vehicle to acquire status information of a child seat mounted on board the vehicle itself.

[0007] State of the Art

[0008] It is common to use retaining systems on board motor vehicles and in particular motor cars to protect those driving or travelling as passengers.

[0009] Child seats are retaining systems also designed with the purpose of protecting the child travelling as a passenger in a motor car. To this end, the child seats are anchored to the vehicle seat.

[0010] A known type of anchoring of a child seat to the seat of a vehicle is the one commonly referred to as Isofix (ISO 13216 standard).

[0011] In fact, as of 2006, it has become mandatory for all car manufacturers to provide Isofix type engagement points in the passenger compartment for their vehicles, as well as to indicate their presence in the vehicle's instruction booklet.

[0012] This provision has represented an important step towards greater security in the car for children; the Isofix system allows in fact the child seat to be engaged directly with a seat of the vehicle through special components, so as to create and obtain a firm connection of the child seat to the seat.

[0013] The Isofix anchoring system is an international standardized system that provides a simple and effective mechanism: on the base of the child seat there are in fact two universal connectors that are inserted into the corresponding anchors in the vehicle seat, in particular placed between the seating and the backrest of the seat itself; in this way the child seat is secured directly to the vehicle seat and a rigid connection is created between the child seat and the frame of the vehicle.In particular, the Isofix system comprises the following components:

[0014] - anchors in the car: they usually consist of two rectangular rings made of metal material, usually steel, fixed or welded to the vehicle seat frame and placed on the junction line between the backrest and the seating, at a distance of about 280 mm from each other.

[0015] - connectors on the child seats: they usually consist of controlled opening clamps that are located on the child seat and engage to the anchors on the vehicle seat, thus creating a rigid connection between the seat and the child seat itself.

[0016] However, some Isofix-type anchoring systems known to the state of the art have some drawbacks.

[0017] In fact, even if the engagement between the anchors in the car and the connectors on the child seats is signalled by special indicators placed on the hooks themselves or by other mechanical type elements adapted to provide such indications, the Isofix type anchoring systems known to the state of the art do not allow to know with certainty whether a child seat provided with an Isofix connector is actually installed within the vehicle and correctly mounted and anchored.

[0018] A further drawback of the child seats known in the state of the art is that they do not allow a detection of the presence or absence of a child on the child seat, and do not allow a proper management of scenarios that can be considered critical, such as for example (in addition to the presence of a child on the child seat) those linked to the possibility that the driver of the vehicle may forget a child inside an unattended car.

[0019] To partially overcome this drawback, anti-abandonment systems are available, including for example systems for detecting the (correct) clamping of the seat belts of the child seat, as an indirect indication of the presence of the child on board. Other systems provide a cushion with a weight sensor adapted to detect the presence of the child on the child seat and warn the parents by acoustic, visual or smartphone signals. Typically, the weight sensor is placed at the seating of the child seat. The anti -abandonment devices with weight sensor detect the pressure exerted by the child when sitting in the car. Some devices base their operation on the GPS system, activating the moment the parent's smartphone moves away from the vehicle without having removed the child from the child seat. Other devices base their operation on acoustic or visual signals when the child is on board and the car's engine is switched off; in some cases, they require manual activation at the beginning of the journey and deactivation at the end thereof, such as forexample activation of the Bluetooth on the driver's smartphone and opening of a relative dedicated application, in order to receive warnings on the presence of the child on board. It is clear that these systems, which must be at least partly enabled or activated by the parent, do not offer a complete guarantee of fulfilling their purpose. For example, the parent may forget to activate Bluetooth on their smartphone, or forget to open the application on their smartphone, or not replace the batteries of the visual / audible alarm of the child seat itself.

[0020] Aim of the present invention is to overcome the drawbacks and shortcomings of the known systems for anchoring a child seat to a vehicle seat.

[0021] In particular, an aim of the present invention is to provide a system designed so as to allow to know with certainty whether a child seat is actually installed within the vehicle, whether the installation has been carried out correctly, whether a child is actually present on the child seat within the vehicle, and also to allow to carry out an adequate management of the scenarios that can be considered critical.

[0022] Object of the Invention

[0023] According to the present invention, an on-board communication system of a vehicle and a relative method, as defined in the appended claims, are realized.

[0024] Brief Description of the Drawings

[0025] To better understand the present invention preferred embodiments thereof will be now described, for merely exemplary and non-limiting purposes, with reference to the appended drawings, wherein:

[0026] - Figure 1 schematically shows the communication system according to an embodiment of the present invention;

[0027] - Figures 2A and 2B show, in perspective view and according to a known embodiment, a system for anchoring a child seat to the seat of a vehicle;

[0028] - Figure 3 shows, by means of a functional block diagram, an electronic control unit (ECU) of a vehicle, to implement the communication system of Figure 1;

[0029] - Figure 4 shows, by means of a functional block diagram, an electronic control unit (ECU) of a child seat, to implement the communication system of Figure 1;

[0030] - Figure 5 shows steps of a method for detecting the presence of a child on the child seat, according to an embodiment of the present invention; and

[0031] - Figure 6 shows, by means of a functional block diagram, a logical architectureincluding the system of Figure 1.

[0032] Preferred Embodiments of the Invention

[0033] Child seats with Isofix type connectors provided with engagement elements (e.g., of the clamp type) that can be engaged to respective anchoring elements constrained to the seat of a vehicle or to a seat frame, to obtain a mechanical type fixing between the child seat and the seat are known in the state of the art. As schematically shown in Figure 1, Isofix-type connectors can be exploited to transfer electrical signals and information signals (data) from a child seat 5 towards a vehicle 7 on which the child seat 5 is mounted, and vice versa. See for example patent application WO2024 / 023698.

[0034] A connector (e.g., Isofix, but not necessarily this one) for coupling the child seat 5 to a seat 3 of the vehicle 7 comprises one or more anchoring elements 2 (seat 3 side) and respective one or more engagement elements 4 (child seat 5 side). The anchoring elements 2 and the engagement elements 4 are configured such that they can be mechanically coupled to each other in a secure way (releasable only on command or action of the user). The anchoring elements 2 and the engagement elements 4 also comprise respective connection means which, when operatively coupled to each other, allow the passage of data and / or electrical signals and / or electrical current from the anchoring element 2 to the engagement element 4, and vice versa, as required.

[0035] In Figure 1, reference number 1 denotes as a whole a data communication system that exploits the anchoring 2 and engagement 4 elements for the unidirectional or bidirectional transmission (according to respective embodiments) of information data and / or electrical signals. As better described and shown with reference to Figures 2A and 2B, this data transfer takes place through suitable connection means 8a, 8b, such as for example metal contact pads or metal connectors suitable for the purpose.

[0036] In Figure 1, the anchoring 2 and engagement 4 elements are made according to the Isofix requirements and are therefore made in accordance with the provisions of the international standard ISO 13216 (and any evolution thereof). In this context, each anchoring element 2 consists of a ring (preferably made of metallic material) fixed or welded to the frame of the seat 3 or to another component of the vehicle 7. Each engagement element 4 comprises a clamp adapted to mechanically couple to a respective ring, and driving means for commanding or driving the opening and closing of the respective clamp. It is thus possible to couple and decouple the engagement element 4with respect to the anchoring element 2 (and, consequently, allow the coupling and decoupling of the child seat 5 with respect to the seat 3). The clamp and the means for its opening / closing are not shown in detail in the figures, as they are substantially made in a manner known to the state of the art. It is evident that, in other embodiments, the anchoring 2 and engagement 4 elements can be made according to other technologies or standards, different from Isofix.

[0037] As better shown in Figure 2A and in Figure 2B, in a manner known per se in the state of the art, for example from WO 2024 / 023698, each anchoring 2 and engagement 4 element comprises the respective connection means 8a, 8b, configured to allow the passage of information data and / or electrical signals and / or electrical current from the anchoring element 4 to the engagement element 2, and vice versa. In particular, the connection means 8a, 8b comprise at least two contact elements (or pads or pins or plugs) 12 associated with the anchoring element 2 and at least two respective contact elements (or pads or pins or plugs) 14 associated with the engagement element 4.

[0038] With particular reference to the connection means 8a, 8b, and more specifically to the contact elements 12 (associated with the anchoring element 2) and 14 (associated with the engagement element 4), the materials can be chosen to ensure the reliability and durability of the data and / or power connection.

[0039] In one embodiment, adapted to guarantee high performance, the contact elements 12, 14 are made with a material with high mechanical and elastic performance, such as for example a copper-beryllium alloy (BeCu). On this base material a multilayer coat is applied: a first layer of Nickel (Ni) with a thickness ranging from 1 to 2 pm, followed by a surface layer of Gold (Au) with a thickness ranging from 0.5 to 1 pm. This configuration is adapted to provide an extremely low and stable electrical contact resistance over time, typically less than or equal to 20 mOhm. It also offers excellent resistance to corrosion and the fretting phenomenon, i.e. wear and oxidation induced by relative micromovements between the contacts, which are common in the automotive environment due to the vibrations. This solution is able to withstand a very high number of coupling / decoupling cycles, for example higher than 5,000 cycles, making it ideal for frequent use (e.g. twice a day) and for the reliable and long-term transmission of low-level signals, such as data signals transiting on CAN or LIN type buses.

[0040] In a further embodiment, adapted to provide a compromise between cost andperformance for applications with a number of intermediate use cycles (e.g. between 500 and 3,000 cycles), the contact elements 12, 14 are coated with a Palladium-Nickel (PdNi) alloy having a thickness of about 0.3 pm, in turn covered by a thin surface layer of Gold (commonly called gold flash) of about 0.1 pm. Even this solution, although it has a slightly higher and more variable contact resistance than the previous one, guarantees good performance in terms of corrosion and fretting resistance and adequate stability for most applications.

[0041] Other solutions, such as Tin (Sn) or Silver (Ag) coats, or uncoated Copper (Cu) or Nickel (Ni) contacts, may still be used, but are considered less suitable for this application due to known disadvantages such as, respectively, poor resistance to fretting (Tin), the tendency to oxidize and blacken in the air requiring a mechanical wiping action during insertion (Silver), or high contact oxidation and resistance instability, which makes them unreliable for low-level signals (uncoated contacts).

[0042] In a non-limiting embodiment of the present invention, the electrical performance of the system is optimized based on specific dimensions and materials. In this example, the contact elements of the male connector 4, integral with the child seat 5, are lamellae with dimensions of about 5x55.6x0.2 mm. The contact elements of the female connector 2, integral with the seat 3, are also lamellae with dimensions of about 5x83.1x0.2 mm.

[0043] The electrical performance analysis distinguishes between the contributions of the single connector and the behaviour of the overall system when coupled. With reference to the single connectors, the electrical resistance and power dissipated at 20 °C, calculated with a maximum current of 5A, are as follows.

[0044] Male connector (child seat side) - with Nickel coat (Ni coat): resistance of 6.62 mOhm, dissipated power of 0.17 W; with Gold coat (Au coat): resistance of 6.14 mOhm, dissipated power of 0.15 W.

[0045] Female connector (vehicle side) - with Nickel coat (Ni coat): resistance of 4.43 mOhm, dissipated power of 0.11 W; with Gold coat (Au coat): resistance of 4.11 mOhm, dissipated power of 0.10 W.

[0046] When the child seat 5 is installed and the connectors are coupled, the total resistance of the system is given by the sum in series of the resistances of the two connectors (R total = R male + R female). Considering an effective contact area equalsystem at 20 °C become: System with Nickel coat (Ni coat) - total resistance of 3.54 mOhm, total dissipated power of 0.0886 W (at 5A); system with Gold coat (Au coat) -total resistance of 3.29 mOhm, total dissipated power of 0.0822 W (at 5 A).

[0047] The resistance and the consequent dissipated power show an approximately linear and increasing dependence with temperature, in the typical operating range of a vehicle (e.g. from -40 °C to +80 °C). This behaviour can be taken into account in the design phase for the thermal management of the system.

[0048] In a further embodiment, to reduce resistance and dissipated power, the thickness of the contact lamellae is increased. For example, using lamellae with a thickness of 0.4 mm instead of 0.2 mm, the electrical resistance and, consequently, the power dissipated with the same current, are approximately halved.

[0049] In one embodiment example, the connection means 8a are associated (e.g., integral or fixed) to the anchoring element 2, in particular to a support 16 connected in a fixed manner or with possible rotation to the anchoring element 2. In one embodiment example, the connection means 8b are associated (e.g., integral or fixed) to the engagement element 4, in particular placed within a seat 4a of the engagement element 4.

[0050] The connection means 8a are communicatively coupled, in use, with the respective connection means 8b when the respective portion of the anchoring element 2 is housed in the respective seat 4a of the engagement element 4. To promote a correct coupling between the connection means 8a, 8b, magnetic contacts can optionally be provided laterally to the connection means 8a, 8b. Alternatively, the connection means 8a, 8b themselves may be of magnetic material.

[0051] In one embodiment, the connection means 8a are communicatively connected with the connection means 8b when the connection means 8a are physically and electrically coupled to the connection means 8b.

[0052] In a further embodiment, the connection means 8a are communicatively connected with the connection means 8b when the connection means 8a are capacitively coupled to the connection means 8b.

[0053] In a further embodiment, the connection means 8a are communicatively connected with the connection means 8b when the connection means 8a are optically coupled to the connection means 8b (thus exploiting an optical type data communication system).

[0054] In a further embodiment, the connection means 8a are communicatively connectedwith the connection means 8b when the connection means 8a are coupled to the connection means 8b by exploiting a wireless type data communication system (e.g., a generic Wi-Fi network).

[0055] In Figures 2A and 2B, the support 16 is connected to the anchoring element 2 by means of a pair of arms 18; however, it is evident that the fixing between the support 16 and the anchoring element 2 can also be carried out in a different way, for example by using different fixing means with respect to the arms 18.

[0056] Returning to Figure 1, the communication system 1 further comprises a control unit (ECU) 20 of the vehicle 7, wherein said control unit 20 is connected to the connection means 8a of each anchoring element 2 in order to allow an exchange of information between the control unit 20 and each anchoring element 2.

[0057] The ECU 20 is operatively coupled, in a manner known per se, to a multimedia, connectivity and vehicle security system (more succinctly referred to as “infotainment system” or “multimedia system”) of the vehicle 7.

[0058] The term “multimedia” in this context means a vehicle-driver interface with the aid of visual and acoustic supports, which allows interaction with the driver (e.g., infotainment system, voice commands, on-screen and / or sound warnings). In this context, the term “connectivity” means a system that allows the vehicle to interact with other devices (e.g. smartphones, other vehicles) or infrastructures (e.g. cloud network, charging stations). The term “security” in this context means a system that includes technologies designed to ensure the security of the driver and / or passengers (e.g. airbags, safety belts, cameras).

[0059] The communication system 1 further comprises a control unit (ECU) 22 of the child seat 5, wherein said control unit 22 is connected to the connection means 8b of each engagement element 4 in order to allow an exchange of information between the control unit 22 and each engagement element 4. The control unit 22 can be integrated into the child seat 5 during its construction, or coupled to the child seat 5 later. The control unit 22 can be mounted externally to the child seat, and operatively connected to the connection means 8b and to the sensors of the child seat 5 (such as, for example and as better shown below, a pressure or weight sensor to detect the presence of a child on the child seat, a sensor of correct closure or locking of the safety belts of the child seat).

[0060] Since, in use, the connection means 8a are communicatively coupled to theconnection means 8b, the ECU 20 of the vehicle 7 is communicatively coupled or couplable to the ECU 22 of the child seat.

[0061] The pins 12 of each connection means 8a are communicatively coupled, for example by means of physical or wireless wiring, to the ECU 20 of the vehicle 7. For example, the connection between the ECU 20 and the connection means 8a is implemented by means of dedicated electrical wires (to send to the connection means 8a the electrical signals of the connections 28, 29), and by means of a dedicated network line for coupling the ECU 20 to the connection 27. The physical network line can be replaced by a wireless network line.

[0062] Similarly, the pins 14 of each connection means 8b are communicatively coupled, for example by means of physical or wireless wiring, to the ECU 22 of the child seat 5. For example, the connection between the ECU 22 and the connection means 8b is implemented by means of dedicated electrical wires (to send to the connection means 8b the electrical signals of the connections 32, 33), and by means of a dedicated network line for coupling the ECU 22 to the connection 31. The physical network line can be replaced by a wireless network line.

[0063] Since the child seat-seat engagement system described herein provides, as mentioned, two anchoring elements 2, the present invention provides (by way of nonlimiting example) for making different signals transit at the respective connection means 8a, 8b of the anchoring 2 / engagement 4 elements.

[0064] In the embodiment of Figure 1, one of the anchoring elements 2 is connected to the ECU 20 by means of a first connection 26 (which extends between a respective pin 12 and the ECU 20) and by means of a second connection 27 (which extends between a respective pin 12 and the ECU 20); the other one of the anchoring elements 2 is connected to the ECU 20 by means of a third connection 28 (which extends between a respective pin 12 and the ECU 20) and by means of a fourth connection 29 (which extends between a respective pin 12 and the ECU 20).

[0065] With reference to the aforementioned first anchoring element 2, the first connection 26 is configured to make a signal SCON transit which is indicative of a successful mechanical engagement (locking) between the respective anchoring 2 and engagement 4 elements. Still with reference to the first anchoring element 2, the second connection 27 is configured to make information signals (or data signals) SDAT transit andincludes for example a data bus (for example a serial bus according to a predefined communication standard, for example of LIN - “Local Interconnect Network”, or CAN -“Controller Area Network” type). Still with reference to the aforementioned second anchoring element 2, the third connection 28 is configured to make a power supply electrical signal, for example an electrical current with a voltage of 12V transit; and the fourth connection 29 is configured to make a reference electrical signal (ground reference) transit, for example at a voltage of OV.

[0066] In one embodiment, as mentioned, the communication of the signal SDAT is based on the LIN standard. The physical connection requires a minimum number of cables, typically a single data line (LIN), a ground line (GND) and optionally a power supply line (Vbat), for a total of three conductors transiting through the connection means 8a, 8b. The signal is of a single-wire type, with an open-drain logic for the Slave nodes (in this case the ECU 22 of the child seat) and a pull-up resistance (for example, of about 1 k ) in the Master node (the ECU 20 of the vehicle). The nominal voltage level of the signal varies between 0V and 12V, with a common-mode voltage equal to the battery voltage of the vehicle. The data transmission speed (data rate) is typically up to 20 kbps, suitable for the transmission of non-critical status information in real time. The maximum cable length can reach about 40 metres and the error detection mechanism is based on checksum. This solution is simple and inexpensive. However, its single-wire nature and the long signal rise times make it more susceptible to electromagnetic disturbances (EMC), an aspect that is carefully considered in the design phase. It should be noted that the sleep voltage of the LIN bus is 12V.

[0067] In a further embodiment, the data transfer takes place via a CAN bus. The physical connection requires two data lines, called CAN H and CAN L, which constitute a balanced differential pair, and a ground line (GND), for a total of three conductors. The use of a differential pair ensures good immunity to electromagnetic disturbances (EMC), making communication more robust than the LIN standard. The signal voltage level is differential, typically ranging from 2V to 3.5V, with a common-mode voltage of 2.5V. For this application, it is preferable to use a slow CAN (or Low-Speed CAN) version with transmission speed up to 1 Mbps, which allows a cable length of up to about 40 metres. The bus requires a termination resistance of 120 at each end. Error detection is more sophisticated than LIN, using CRC (Cyclic Redundancy Check) and bit monitoringmechanisms. To ensure signal integrity, the cables for CAN+ and CAN- signals have the same physical length. The sleep voltage of the CAN bus is 2.5V, a different value from that of the LIN.

[0068] In a further embodiment, which is an evolution of the CAN standard, a CAN-FD bus is used. The physical connection and the voltage levels are identical to those of the standard CAN (balanced differential pair plus mass). The main difference lies in the ability of achieving significantly higher data speeds, for example up to 8 Mbps. However, increasing speed results in a reduction in maximum length of the cable (e.g., to about 20 metres at 8 Mbps) and more stringent requirements in terms of electromagnetic compatibility (EMC). In particular, for the specific application of the invention, communication speeds as high as those of CAN-FD or higher are generally avoided. The reason lies in the fact that, when the child seat 5 is not installed and the connection means 8a, 8b are decoupled, the electrical contacts exposed on the vehicle side (seat 3 side) can act as an antenna, increasing the risk of radiated emissions and consequently the failure of EMC homologation tests.

[0069] In a further embodiment, the data communication is based on an Automotive Ethernet type standard, e.g. 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 2.4 Vpp (peak-to-peak) centred around 0V. This technology allows very high transmission speeds (100 Mbps for 100BASE-T1, up to 1 Gbps for 1000BASE-T1) and offers excellent disturbance immunity thanks to the use of controlled impedance cables and twisted pair. The bus termination is typically a 100 Q differential resistance. Error detection is very robust, including CRC and physical level diagnostics (PHY). Despite the high performance, even this technology, like the CAN-FD, although possible and part of the present invention, is considered less suitable for this specific application due to the high risk of radiated emissions when the connector is not coupled, for the same reasons set out above. Similarly to what has been described above with reference to the anchoring elements 2, since the described engagement system also provides for two engagement elements 4, the present invention provides for making different signals transit in the respective engagement elements 4.

[0070] For example, one of the engagement elements 4 can be coupled to the firstanchoring element 2 described above. To ensure continuity of the connections 26-27, this engagement element 4 is connected to the ECU 22 by means of a first connection 30 (which extends between a respective pin 14 and the ECU 22) and by means of a second connection 31 (which extends between a respective pin 14 and the ECU 22). The first connection 30 is configured to make the signal SCON transit; the second connection 31 is configured to make the information signals SDAT transit and is of the same type as the connection 27 (e.g., LIN). When the respective engagement 4 and anchoring 2 elements are coupled to each other, the first connections 26-30 are operatively coupled to each other and the signal SCON can transit through them in particular from the ECU 20 to the ECU 22. Furthermore, the second connections 27-31 are also operatively coupled to each other and the signal SDAT can transit through them in particular from the ECU 22 to the ECU 20.

[0071] The other one of the engagement elements 4 can be coupled to the second anchoring element 2 described above. To ensure continuity of the connections 28-29, this engagement element 4 is connected to the ECU 22 by means of a third connection 32 (which extends between a respective pin 14 and the ECU 22) and by means of a fourth connection 33 (which extends between a respective pin 14 and the ECU 22). The third connection 32 is configured to carry the power supply electrical signal (e.g., at 12V), and the fourth connection 33 is configured to carry the reference electrical signal (e.g., at 0V). When the respective second engagement 4 and anchoring 2 elements are coupled to each other, the third connections 28-32 are operatively coupled to each other and the power supply signal can transit through them in particular from the ECU 20 to the ECU 22. In this way, thanks to the electrical signal transiting on the respective third connections 28, 32, the ECU 22 of the child seat can be powered by the vehicle 7 itself. Furthermore, the fourth connections 29-33 are also operatively coupled to each other and the reference electrical signal can transit through them and be detected by both the ECU 20 and the ECU 22. In this way, the ECU 20 can use the reference electrical signal as confirmation of the successful mechanical and electrical connection between the engagement 4 and anchoring 2 elements. In fact, in case of correct locking of the child seat on the intended connection points, the voltage value on the fourth connection 33 is actually the expected reference value (e.g., 0 V), allowing the ECU 22 and / or the ECU 20 to validate the successful correct connection of the Isofix system (or other system, according to theembodiment).

[0072] The connection between the ECU 20 and the infotainment system (or similar multimedia system, for communication towards the driver) of the vehicle 7 can for example be based on CAN protocol, in a manner known per se and already available on vehicles of known type.

[0073] It is evident that, according to the embodiments in which the connection means 8a, 8b are not electrically connected to each other (but for example capacitively or optically coupled), the electrical signals transiting on the connections 28, 29, 32 and 33 are not exchanged between the ECUs 20 and 22, and the data bus of the connections 27 and 31 is of a type suitable to be managed on an optical or wireless line or other type, as required. In general, regardless of the specific embodiment, the electrical connection lines 28, 29, 32 and 33 may be omitted. In this case, the ECU 22 of the child seat is for example powered by a battery mounted on board the child seat or by means of another energy source, and the verification of correct electrical and / or mechanical connection is executed, for example, following the correct transmission and reception of at least one of the signals SCON and SDAT. In one embodiment, the correct mechanical connection is indirectly determined as a consequence of the successful electrical connection.

[0074] Regardless of the embodiment, the ECU 20 is, in use, operatively coupled to the ECU 22 (and vice versa) such that the ECUs 20 and 22 are able to mutually exchange information data and / or status signals.

[0075] By way of non-limiting example, this exchange of information can be relative to the fact that the child seat 5 is engaged to the seat 3 (this information being for example detected by detecting the passage of electrical current on the connection lines 28 and 32). Other exchangeable information includes the presence of a child on the child seat 5 (e.g., as better explained below, by using a pressure sensor integrated into the child seat 5). Other information still includes alarms (e.g., child on board with switched-off vehicle), generated by the ECU 22 of the child seat and directed towards the ECU 20 of the vehicle 7, so that the ECU 20 can provide for the management of such alarms (e.g., communicating them to the driver exploiting the infotainment system, or multimedia system, of the vehicle).

[0076] In a further embodiment, for example, but not exclusively, when the child seat 5 is equipped with an independent power source (such as an integrated battery that powersits ECU 22 and associated sensors), the electrical connection lines dedicated to power supply 28, 32 and ground reference 29, 33 may be omitted. This simplifies the physical structure of connectors 2, 4, which can thus be devoid of electrical contacts for power. However, the function of the mechanical engagement status signal SCON, namely 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, the information regarding the engagement status is transmitted wirelessly. The vehicle’s second ECU 20, upon detecting the mechanical engagement of elements 2 and 4, generates and transmits the SCON signal via a wireless communication protocol (e.g., Bluetooth, Wi-Fi, or other short-range technology). The first ECU 22 of the child seat, upon receiving said wireless SCON signal, is in turn enabled to generate and transmit the SDAT data signal, which can also be sent wirelessly. This architecture therefore allows the mechanical connection to be completely decoupled from the physical electrical connection, enabling a fully or partially wireless communication system and ensuring operation even in the absence of a direct power supply from the vehicle.

[0077] In one embodiment, the ECU 20 of the vehicle 7 is configured to operate as a Master node in the LIN network implemented on the second connections 27, 31, and the ECU 22 of the child seat is configured to operate as a Slave node in the LIN network.

[0078] Figure 3 shows, by means of functional blocks, operations executed via software by the ECU 20 of the vehicle 7.

[0079] With reference to block Bl, this block verifies the successful mechanical and electrical connection between the child seat 5 and the vehicle 7.

[0080] With reference to blocks Bl' and Bl", the ECU 20 also activates the data connections 27 (e.g., LIN) to be able to receive information data from the ECU 22 and the data connection (e.g., CAN) towards the infotainment system or multimedia system of the vehicle 7, to send information to the driver. The ECU 20 is initialized as the Master node of the LIN network.

[0081] With reference to block B2, this block receives in input, from the ECU 22 via the second connections 27, 31, status signals or information data relative to the child seat 5, including for example the correct clamping (locking) of the safety belt of the child seat 5 (in the event that the latter is provided with a special sensor adapted to determine the locking status of the seat belt) and / or the presence of the child on the child seat 5. Inparticular and in a non-limiting way, the signal of presence of the child on the child seat 5 is generated, as previously mentioned, by a pressure sensor integrated into the child seat 5. Block B2 then provides in output respective seat belt status and child_presence_status signals (e.g., binary signals) respectively indicative of what is described above.

[0082] A block B3 is configured to receive in input the seat belt status signal (indicative of the correct locking of the safety belt of the child seat 5), the child_presence_status signal (indicative of the presence of the child on the child seat 5) and an isofix status signal indicative of the status of the mechanical connection of the engagement / anchoring elements of the Isofix system (or equivalent). Block B3 then executes the checks on the states of the signals received in input and generates in output an alarm status signal to be sent, for example via CAN network, to the infotainment system of the vehicle 7. The alarm status signal carries any error or alarm messages, to be notified to the driver of the vehicle 7 (including, for example and as previously anticipated, the presence of the child on the child seat 5 with switched-off vehicle 7 or not fastened seat belts of the child seat with switched-on vehicle 7).

[0083] A software diagnostic system can optionally be 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 are within expected value ranges and therefore are not corrupted.

[0084] Figure 4 shows, by means of functional blocks, operations executed by the ECU 22 of the child seat 5.

[0085] With reference to block SI, the signal SCON sent from block Bl is received by the ECU 22. Block SI, upon receiving the signal SCON, learns the correct operation of the first connections 26, 30 and the operativeness of the ECU 20 as a Master node. Block SI and the relative associated operations are optional.

[0086] Block S2 enables / activates the data connection on the LIN network, setting the ECU 22 as the Slave node of the LIN network, for the subsequent transfer of information data towards the ECU 20.

[0087] Block S3 receives in input the child seat sensor and seat belt sensor signal, indicative of the respective status parameters relative to the child seat 5. In particular, the child seat sensor signal is indicative of the presence (or absence) of the child on the child seat 5, and the seat belt sensor signal is indicative of the correct clamping (locking) ofthe safety belt of the child seat 5 (in the event that the latter is provided with a special sensor adapted to determine the locking status of the seat belt).

[0088] The seat belt sensor signal is generated by a special system or sensor integrated, for example, in the safety belt closure system of the child seat 5 (these systems are of a type known per se and therefore not described in detail).

[0089] The child seat sensor signal is generated by the presence system or sensor, for example integrated in the child seat 5 (these systems are also of a type known per se and therefore not described in detail).

[0090] Based on the verification, by block S3, of the child seat sensor and seat belt sensor signals, a data packet compliant with the standard or type of network used for connections 27, 30 (here, a LIN network) is generated in output. This data packet is then sent on the network identified in Figure 1 by the connections 27-31.

[0091] The reading of the presence of the child on the child seat 5 depends on the type of presence sensor used.

[0092] For example, according to one aspect of the present invention, a presence sensor is used that identifies a pressure parameter; in particular, a piezoresistive pressure sensor is used, in which an electrical resistance value of a sensor element varies as a function of the pressure exerted by the child on said sensor element. It is apparent, however, that such technology is not limiting of the present invention, and other types of pressure sensors may be used.

[0093] Figure 5 shows, by means of block diagram, the use of a piezoresistive pressure sensor according to the present invention. A piezoresistive pressure sensor available in the state of the art and therefore not described in detail from a hardware point of view is used.

[0094] With reference to step Pl, the value provided in output by the pressure sensor is acquired and read by the ECU 22.

[0095] Then, step P2, the ECU 22 then compares the read value with a plurality of expected values, for example stored in a database or provided by an analogue-to-digital converter (ADC). Such a comparison is, for example, a threshold comparison. Out-of-scale values (i.e. outside the expected range according to the technical specifications of the pressure sensor used), can be related to situations of malfunction of the pressure sensor, such as for example (step P3a) a short circuit of the piezoresistive sensor, forexample by oxidation thereof, or (step P3b) an open circuit, for example for sensor or broken parts thereof. Values within the operation range can instead be associated (step P3c) with the presence of the child on the child seat or their absence.

[0096] In the event of a malfunction verification (steps P3a, P3b), an alarm procedure can be activated by the ECU 22 (step P4), for example by generating an acoustic signal or information visually communicated to the driver on the infotainment system (in this case, according to the embodiment example described herein, the alarm information transits from the ECU 22 to the ECU 20 on the LIN network, and then from the ECU 20 to the infotainment system via the CAN network of the vehicle 7).

[0097] In the case of ascertained presence (or vice versa absence) of the child on the child seat 5, this information (child seat sensor signal) is used by the ECU 22 at block S3, as previously described and, subsequently, sent to the ECU 20 via the connections 27, 31 (LIN network), to be used by the blocks B2 and B3 described with reference to Figure 3.

[0098] Figure 6 shows, as a whole and by means of functional blocks or logical architecture, a system 50, in which the system 1 of Figure 1 can be integrated or used.

[0099] The system 50 therefore comprises the child seat 5, having the ECU 22, and the vehicle 7, having the ECU 20. The ECU 20 and the ECU 22 communicate with each other as described above.

[0100] The ECU 22 of the child seat 5 receives information from the Isofix engagement points 2, 4 (two Isofix engagement points in this example), to verify whether the Isofix connector is correctly locked or engaged (for example by monitoring the reference signal on the connection 33). This information is then sent to the ECU 20.

[0101] The ECU 22 of the child seat 5 receives information from the safety belt sensor of the child seat 5 (block 52), to verify its correct locking. This information is then sent to the ECU 20.

[0102] The ECU 22 of the child seat 5 receives information from the pressure sensor of the child seat 5 (block 54), to verify the presence of the child on the child seat. This information is then sent to the ECU 20.

[0103] The ECU 22 of the child seat 5 can also receive further information, if available, relative, for example, to the air conditioning of the vehicle or the child seat itself, the position of the child seat, etc. (block 56). This information is then sent to the ECU 20.

[0104] The ECU 20 of the vehicle 7, having received the aforementioned informationfrom the ECU 22 (all or some of them, by means of the signal SDAT), communicates it to the infotainment system of the vehicle 7. This information is useful for monitoring the child seat 5 and therefore, indirectly, for monitoring the child sitting on it. Such communication, which as mentioned may take place via a CAN network 60 of the vehicle 7, may optionally be protected by means of a firewall 62.

[0105] The ECU 20 of the vehicle 7, having verified the actual presence of the child on the child seat 5 and, at the same time, the shutdown of the car or the abandonment of the car by the driver, sends a warning message to the infotainment system (block 64) which consequently warns the driver. Other alarm or driver warning systems, external to the infotainment system, may be provided such as for example lights and / or warnings on the dashboard or at it, and / or audible warnings, and / or warnings on the smartphone of the driver and / or of a family member, and / or sending such warnings to a Cloud (block 65).

[0106] The ECU 20 of the vehicle 7, having verified the actual presence of the child on the child seat 5, can also warn the driver about a current status of activation / deactivation of the airbags (block 66).

[0107] The ECU 20 of the vehicle 7, having verified the actual presence of the child on the child seat 5, can also automatically command the locking of the doors and / or windows, in particular those at the child seat 5 (block 68).

[0108] The ECU 20 of the vehicle 7, having verified the actual presence of the child on the child seat 5, can also execute further commands or actions to promote the security of the child transported on the vehicle 7, for example, it can send a warning or alarm message to one or more phone numbers, and / or make phone calls and / or other types of warnings.

[0109] In a further embodiment, the system is further or alternatively configured to actively manage the activation status of the airbags of the vehicle. Upon detection of the correct installation of the child seat 5 and the presence of a child, the ECU 22 of the child seat transmits this information to the ECU 20 of the vehicle. The ECU 20 of the vehicle may then interface with the vehicle's main security control unit to automatically command the deactivation of the airbag (or airbags) corresponding to the seat where the child seat is installed. This automated management eliminates the need for manual deactivation by the driver, thereby reducing the risk of human error and ensuring that the airbag is appropriately disabled when a child seat is in use, a critical aspect for child security. On the contrary, the system can command the reactivation of the airbag once the child seat isremoved. This function expands the security management described in relation to block 66. This functionality is a clear enhancement of the security features of the system.

[0110] A further embodiment provides for the additional or alternative possibility to the above listed of activating a pre- and post-crash smart safety belt system), which is an active and dynamic security function. The system can receive pre-crash data from the vehicle and use them to activate a mechanism inside the child seat itself. This functionality allows the system of the invention to be configured from a monitoring system to a crash-active response system. In this embodiment, the communication system 1 enables advanced active security functions for the child as a passenger. In one embodiment, the child seat 5 is provided with an active safety belt system, such as for example an electromechanical pretensioner. The ECU 20 of the vehicle is configured to receive pre-crash signals from the vehicle's main security systems (e.g., radar, cameras, or accelerometers that detect an upcoming or ongoing collision). Once a pre-crash signal is received, the ECU 20 immediately transmits an activation signal (trigger) through the data communication connection (e.g., the LIN or CAN bus on the connections 27, 31) to the ECU 22 of the child seat. In response, the ECU 22 commands the activation of the belt pretensioner, which instantly tightens the child's safety belts. This pre-crash activation eliminates any slack in the seat belts, ensuring that the child is in the optimal position and is safely retained prior to the moment of the crash, thereby significantly improving the protection of the occupant and reducing the risk of injury. In addition, the system can be configured for post-crash actions. After a crash, the ECU 20 of the vehicle could send a post-crash signal to the ECU 22 to release tension in the seat belts, which could facilitate rescuers extracting the child.

[0111] Finally, it is clear that the invention described and shown herein, can be modified and varied without thereby departing from the protective scope of the present invention, as defined in the attached claims.

[0112] For example, alternatively to the use of the connection means 8a, 8b integrated in or formed at the Isofix engagement points, the connection means 8a, 8b (or equivalent) comprise a USB-type interface (“Universal Serial Bus”). In this context, the connection means 8a, 8b comprise: 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 engagement element 4, and placed outside the seat 4aof the engagement element 4.

[0113] Other types of data transfer, other than USB, can be used, for example connectors dedicated specifically to the purpose of the present invention and arranged in a detached or separate manner from the Isofix system (or similar system).

[0114] In addition, the pressure sensor, used to detect the presence of the child on the child seat 5, can be replaced by a generic presence sensor, for example a capacitive or optical presence sensor (in the vehicles provided with an internal camera), or another type of presence sensor.

[0115] Furthermore, since in the embodiment described the successful mechanical engagement between the child seat 5 and the frame of the vehicle 7 used for this purpose is monitored and detected by exploiting the connection 29-33, the first connections 26-30 can be omitted and consequently the signal SCON is not sent by the ECU 20 to the ECU 22.

[0116] Regardless of the communication protocol used, a feature of the invention, applicable to all embodiments involving electrical contacts, is the implementation of a contact deactivation mechanism (shutdown) on the vehicle side (seat 3 side) when the child seat 5 is not installed. This mechanism, commanded for example by the ECU 20, interrupts the power supply and / or the transmission of signals to the pins of the exposed connection means 8a, in order to prevent accidental short circuits that could be caused by contact with fingers, coins or other metal objects, thus increasing the overall security of the system.

[0117] In addition, regardless of the specific communication protocol adopted (LIN, CAN, SPI, etc.), the design of the system 1 takes into account some fundamental principles to guarantee its reliability and security. One aspect is the minimum reaction time of the system, which is directly related to the data bus transmission speed (data rate). For security -relevant applications, such as signalling the presence of a child or the correct engagement of the child seat, the bus speed is chosen so as to ensure that critical information is transmitted and processed by the ECUs (20, 22) within a sufficiently short time window to allow timely activation of alarms or other countermeasures. In addition, the choice between the different protocols is guided by a compromise analysis. Although higher speed protocols such as C AN-FD or Automotive Ethernet are technically possible, lower speed solutions such as LIN or slow CAN are preferred for this application. Thispreference is dictated by the need to minimize electromagnetic emissions (EMC), particularly when the connector is not coupled and the exposed electrical contacts on the vehicle side could act as an antenna, compromising the vehicle's compliance with homologation regulations.

[0118] According to a further embodiment of the invention, the data communication between the ECU 20 of the vehicle and the ECU 22 of the child seat, which takes place via the second connections 27 and 31, is implemented using an SPI (Serial Peripheral Interface) type data bus. This implementation provides that the connection means 8a, 8b are configured to establish at least five dedicated electrical contacts: four signal lines, known as MOSI (Master Out Slave In), MISO (Master In Slave Out), SCK (Serial Clock) and CS (Chip Select), and a ground line (GND). The logical voltage levels for the transiting signals are, for example, 3.3V or 5V, and the signals are of single-ended CMOS / TTL, ground referenced type. The SPI protocol, being a point-to-point type communication, is particularly suitable for short-distance connection, typically less than 1 metre, such as that between the seat 3 and the child seat 5. This allows to reach high data transmission speeds, for example up to 50 Mbps, depending on the processing capacity of the ECUs 20, 22, ensuring a fast and efficient transfer of the information data SDAT. TO ensure signal integrity at such speeds, the bus capacity for each line must be kept low, e.g. less than 10 pF per line.

[0119] In a further embodiment of the invention, the initial communication for verifying mechanical engagement is carried out wirelessly, eliminating the need for dedicated electrical contacts for this function. In this configuration, the child seat 5 is equipped with its own autonomous power source, such as an internal battery, preferably a rechargeable one. This power source is configured to supply power to the first control unit, ECU, 22 and keep it in a state of operational readiness, typically 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 coupling of the anchoring elements 2 and latching elements 4, the vehicle’s second control unit, ECU, 20 detects that mechanical securing has occurred. Following this detection, the ECU 20 generates the mechanical attachment status signal (SCON) and transmits it wirelessly. This transmission utilizes a short-range, low-power communication protocol, such as Bluetooth Low Energy (BLE) or similartechnologies, or wireless technologies in general. The first ECU 22 of the child seat, being in its low-power listening state, receives the wireless SCON signal. The reception of this SCON signal acts as a wake-up signal, which authorizes ECU 22 to proceed with its main operational functions. Specifically, the ECU 22 is enabled to generate the data signal (SDAT) containing the information collected by its sensors 52, 54, such as the presence of the child. The data signal SDAT can in turn be transmitted wirelessly from the ECU 22 to the ECU 20, thereby creating a completely wireless data communication system.

[0120] The electrical performance of the communication system 1 is closely linked to the dimensions and materials of the contact elements 12, 14. In one embodiment, the contact elements (for example of the lamellae) of the male connector (child seat 5 side) have dimensions of about 5x55.6x0.2 mm, while those of the female connector (vehicle 7 side) have dimensions of about 5x83.1x0.2 mm. With such dimensions and with an effective contact area equal, for example, to 40% of the length of the male contact, the total electrical resistance of the system at 20 °C (considering the two connectors in series, R male + R female) is about 3.54 mOhm for contacts with Nickel coat (Ni coat), and about 3.29 mOhm for contacts with Gold coat (Au coat). Accordingly, the total power dissipated, calculated with a maximum allowable current of 5A, is about 0.0886 W for the Nickel coat and 0.0822 W for the Gold coat at 20 °C. As can be seen from the graphs of “Resistance vs. temperatures” and “Power@5A vs. temperatures”, resistance and power dissipated show an increasing linear dependence with temperature, a predictable behaviour in the operating range of a vehicle (e.g., from -40 °C to 80 °C) that can be considered in the design phase of the system to ensure reliability.

[0121] It is also envisaged that the resistance (and consequently the power dissipated) can be further optimised by acting on the thickness of the contact elements. For example, in an alternative embodiment, using contact lamellae with a thickness of 0.4 mm instead of 0.2 mm, the total resistance of the system and the power dissipated are approximately halved, all other things being equal.

[0122] In one embodiment, the connector 4 and / or the connector 2 have a modular architecture, i.e. the connector 4 and / or the connector (2) comprise a housing, a plurality of contact lamellae insertable in said housing, and a fixing plate adapted to lock said contact lamellae inside said housing.

[0123] In one embodiment, the contact elements 8a, 8b and / or 12, 14 are made of acopper-beryllium alloy (BeCu) and comprise a surface gold (Au) coat with a thickness ranging from 0.5 to 1 pm, applied on an intermediate layer of nickel (Ni).

[0124] In one embodiment, the contact elements 8a, 8b and / or 12, 14 comprise a coat in a palladium-nickel alloy (PdNi) having a thickness of about 0.3 pm, covered by a surface layer of gold having a thickness of about 0.1 pm.

[0125] In one embodiment, the contact elements 8a, 8b and / or 12, 14 are lamellae having a thickness of about 0.4 mm, configured to halve the electrical resistance of the connection compared to lamellae having a thickness of 0.2 mm.

[0126] In one embodiment, the data connection is an SPI (Serial Peripheral Interface) type bus, comprising at least four signal lines and a ground line.

[0127] In one embodiment, said data connection is implemented via a low-speed protocol, preferably a LIN bus or a low-speed CAN bus, in order to reduce electromagnetic emissions when the first 4 and the second 2 connector are not coupled.

[0128] In one embodiment, the ECU 20 of the vehicle is configured to electrically deactivate the contacts of the connector 2 when it detects decoupling of the connector 4, in order to prevent accidental short circuits.

[0129] It is therefore evident that the invention described and claimed herein fully overcomes the drawbacks and shortcomings of the state of the art, providing a robust, reliable and fully automated solution for monitoring a child seat within a vehicle.

[0130] A first advantage lies in the certainty of the correct installation. Unlike known systems based on mechanical or visual indicators, which do not offer an electronic guarantee of the correct operation of the connection, the system according to the invention implements an electronic handshake mechanism. Enabling the transmission of the information data (SDAT) only following the reception of the successful mechanical engagement signal (SCON) creates a closed verification circuit, providing the vehicle system with an unequivocal confirmation not only of the physical engagement, but also of the full operativeness of the data and electrical connection.

[0131] A second advantage is the automation and reliability of the child presence detection system. The known anti-abandonment devices, often of the aftermarket type, suffer from critical issues linked to the manual parental intervention (app activation, Bluetooth connections), dependence on batteries that can drain and wireless connections that are not always stable. The invention overcomes these limitations by nativelyintegrating the sensor and the control logic into the child seat and exploiting a physical and wired connection to the vehicle. This completely eliminates the human error factor, making the system always active and transparent to the user, and ensures intrinsically superior robustness and reliability.

[0132] Finally, a further advantage lies in the creation of a fully integrated vehicle-child seat security ecosystem. The invention is not limited to providing an alarm, but establishes a bidirectional communication platform. This transforms the child seat from a passive element to an active and smart node of the vehicle security network, allowing the vehicle control unit to receive critical status data and command advanced functions based on such data. This sets the stage for a level of proactive and contextual security (such as the management of the airbags or the activation of smart retaining systems) that is impossible to achieve with the fragmented and non-integrated state-of-the-art solutions.

[0133] In conclusion, the system and method described fully achieve the set purposes, offering a complete and secure solution for the integration of a child seat into the on-board electronics of a vehicle.

Claims

CLAIMS1. An on-board communication system (1) of a vehicle (7), comprising:a child seat (5) that can be housed in a portion (3) of the vehicle (7) intended to accommodate said child seat (5),a first sensor (52; 54), configured to acquire a first quantity in said vehicle (7), related to the presence of the child on the child seat (5);a first electronic control unit, ECU, (22) operatively coupled to the first sensor (52; 54) and part of said child seat, configured to receive from the first sensor (52; 54) a first signal associated with the first quantity and to generate, based on the first signal, first information data;a first connector (4) integral with the child seat (5), communicatively coupled to the first ECU (22) and configured to receive the first information data from the first ECU (22);a second electronic control unit, ECU, (20), communicatively coupled to a multimedia, connectivity and vehicle security system (64) of the vehicle (7); anda second connector (2) integral with said portion (3) of the vehicle (7), communicatively coupled to the second ECU (20) and configured to transmit said first information data to the second ECU (20), wherein the first connector (4) and the second connector (2) configured to mechanically couple to each other to secure the child seat (5) to said portion (3) of the vehicle (7), and comprise respective communication elements (8a, 8b) configured to establish a data connection adapted to transfer said first information data from the first ECU (22) to the second ECU (20),wherein the first ECU (22) and said communication elements (8a, 8b) are configured to generate and, respectively, transfer a data signal (SDAT) to carry the first information data from the first ECU (22) to the second ECU (20),wherein the second ECU (20) and said communication elements (8a, 8b) are configured to generate and, respectively, transfer a mechanical engagement status signal (SCON) from the second ECU (20) to the first ECU (22),the first ECU (22) being also configured to enable the generation of said data signal (SDAT) following the reception of the mechanical engagement status signal (SCON).

2. The system according to claim 1, further comprising:a third connector (4) integral with the child seat (5) and electrically coupled to thefirst ECU (22); anda fourth connector (2) integral with said portion (3) of the vehicle (7) and electrically coupled to the second ECU (20),the third and fourth connectors (4, 2) being configured to mechanically couple to each other to secure the child seat (5) to the portion (3) of the vehicle (7),the third and fourth connectors comprising respective contact elements (8a, 8b) configured to enable an electrical current transfer between the third and fourth connectors, and vice versa, such that when the third and fourth connectors are mutually coupled, one or more electrical signals can flow between the second ECU (20) and the first ECU (22), and wherein:the first and second connectors (4, 2) are configured to transfer said engagement status signal (SCON) and said data signal (SDAT), andthe third and fourth connectors (4, 2) are configured to transfer a power supply electrical signal (28, 32) and a reference electrical signal (29, 33).

3. The system according to claim 2, wherein the second ECU (20) is configured to acquire the reference electrical signal (29, 33) and to determine, based on said reference electrical signal, a condition of successful or failed mechanical engagement between the third connector (4) and the fourth connector (2),and wherein the second ECU (20) is configured to generate the mechanical engagement status signal (SCON) as a result of the acquisition of the reference electrical signal (29, 33) and, therefore, of the determination of the successful mechanical and electrical engagement between the third connector (4) and the fourth connector (2).

4. The system according to any one of claims 2-3, wherein the reference electrical signal (29, 33) carries an electrical voltage corresponding to the ground reference of the vehicle (7), and the power supply electrical signal carries an electrical voltage adapted to power the first ECU (22).

5. The system according to any one of the preceding claims, wherein said data signal (SDAT) is transmitted on a serial data bus according to a predefined communication standard, in particular wherein said serial data bus is a “Local Interconnected Network” -type bus, LIN.

6. The system according to claim 5, wherein the second ECU (20) is configured to operate as a Master node of the LIN network and the first ECU (22) is configured tooperate as a Slave node of the LEST network.

7. The system according to claim 6, wherein said first ECU (22) is configured to execute an operating sequence comprising the steps of:waiting for the reception of said mechanical engagement status signal (SCON) from the second ECU (20) operating as a Master node;following the reception of said mechanical engagement status signal (SCON), activating data communication on said LIN network and starting operating as a Slave node; andonce operational as a Slave node, acquiring the first quantity from the first sensor (52; 54) and generating the first information data (SDAT) to be transmitted on the LIN network to said second ECU (20).

8. The system according to any one of the preceding claims, wherein said first sensor (54) is a pressure sensor, and wherein said first electronic control unit, ECU, (22) is further configured to generate said first information data by means of a process comprising the steps of:acquiring (Pl) a pressure value from said pressure sensor (54); comparing (P2) said acquired pressure value with a plurality of ranges of predefined values, comprising at least a first range associated with a sensor malfunction condition and a second range associated with a correct operation condition;if said acquired pressure value falls within the first range (P3a, P3b), generating an alarm signal (P4) indicative of a malfunction;if said acquired pressure value falls within the second range (P3c), determining based on this value the presence or absence of the child to generate said first information data.

9. The system according to any one of the preceding claims, wherein the first sensor (54) is coupled to said child seat (5) to detect the presence of a child on the child seat (5), the system further comprising a second sensor (52) arranged at a safety belt closing mechanism of the child seat (5), configured to detect a second quantity related to a safety belt fastening condition and generate a second signal associated with the second environmental quantity,wherein:the first ECU (22) is further configured to receive the second signal from thesecond sensor (52); to generate, based on the second signal, second information data; and to transmit the second information data to the second ECU (20) by the first connector (4) and the second connector (2).

10. The system according to claim 1, or anyone of claims 8 and 9 when dependent on claim 1, wherein:said child seat (5) comprises an autonomous power source, such as a battery, configured to electrically power said first ECU (22);said second ECU (20) is configured to generate and transmit said mechanical engagement status signal (SCON) to the first ECU (22) via wireless communication; and said first ECU (22) is configured to enable the generation of said data signal (SDAT) upon receipt of said wirelessly transmitted mechanical engagement status signal (SCON).

11. The system according to any one of the preceding claims, wherein said second ECU (20) is further configured to:command the multimedia, connectivity and vehicle security system (64) based on said first information data received from the first ECU (22), in particular to generate a warning associated with said first acquired quantity;and / orselectively command the activation or deactivation of at least one airbag of the vehicle (7) based on said first information data received from the first ECU (22), indicating the presence of a child on said child seat (5);and / orreceive a pre-crash signal from the security systems of the vehicle (7) and, in response, transmit a command signal to said first ECU (22) to activate a safety belt pretensioning mechanism with which the child seat (5) is provided, in order to secure the child before the crash.

12. The system according to claim 1, wherein:said child seat (5) further comprises an autonomous power source, such as a battery, configured to electrically power said first electronic control unit (ECU) (22); said second ECU (20) is configured to generate and transmit said mechanical engagement status signal (SCON) to the first ECU (22) via wireless communication; and wherein said first ECU (22) is configured to enable the generation of said data signal (SDAT) only upon receipt of said wirelessly transmitted mechanical engagementstatus signal (SCON).

13. An on-board communication method of a vehicle (7), the vehicle including a child seat (5) housable in a portion (3) of the vehicle (7) intended to accommodate said child seat (5), the method comprising the steps of:acquiring, by means of a first sensor (52; 54), a first quantity in said vehicle (7) related to the presence of the child on the child seat (5);receiving, by a first electronic control unit, ECU, (22) operatively coupled to the first sensor (52; 54) and part of said child seat, a first signal associated with the first environmental quantity;generating, by the first ECU (22) and based on the first signal, first information data;transmitting, by the first ECU (22), the first information data to a second electronic control unit, ECU, (20) through a data connection established by means of a first connector (4) integral with the child seat (5) and communicatively coupled to the first ECU (22) and a second connector integral with said portion (3) of the vehicle (7) and communicatively coupled to the first connector (4) and the second ECU (20), said second ECU (20) being an integral part of said vehicle (7);generating by the first ECU (22) and transferring by means of said communication elements (8a, 8b) a data signal (SDAT) to carry the first information data from the first ECU (22) to the second ECU (20);generating by the second ECU (20) and transferring by means of said communication elements (8a, 8b) a mechanical engagement status signal (SCON) from the second ECU (20) to the first ECU (22);enabling by the first ECU (22) the generation of said data signal (SDAT) following the reception of the mechanical engagement status signal (SCON).

14. The method according to claim 13, further comprising the steps of: powering the first ECU (22) using an autonomous power source integral with said child seat (5), such as a battery;generating and transmitting, by the second ECU (20) and via wireless communication, said mechanical engagement status signal (SCON) to the first ECU (22); andenabling, by the first ECU (22), the generation of said data signal (SDAT) followingreceipt of said wirelessly transmitted mechanical engagement status signal (SCON).

15. An on-board communication system (1) of a vehicle (7), comprising:a first sensor (52; 54), configured to acquire a first quantity in said vehicle (7); a first electronic control unit, ECU, (22) operatively coupled to the first sensor (52; 54) and configured to receive from the first sensor (52; 54) a first signal associated with the first quantity and to generate, based on the first signal, first information data;a first connector (4) communicatively coupled to the first ECU (22) and configured to receive the first information data from the first ECU (22);a second electronic control unit, ECU, (20), communicatively coupled to a multimedia, connectivity and vehicle security system (64) of the vehicle (7); anda second connector (2), communicatively coupled to the second ECU (20) and configured to transmit said first information data to the second ECU (20),wherein the first connector (4) and the second connector (2) comprise respective communication elements (8a, 8b) configured to mutually couple to each other to establish a data connection adapted to transfer said first information data from the first ECU (22) to the second ECU (20),and wherein the second ECU (20) is configured to command the multimedia, connectivity and vehicle security system (64) based on said first information data received from the first ECU (22), in particular to generate a warning associated with said first acquired quantity.

16. The on-board communication method of a vehicle (7), comprising: acquiring, by means of a first sensor (52; 54), a first quantity relative to a condition present in said vehicle (7);receiving, by a first electronic control unit, ECU, (22), a first signal associated with the first environmental quantity, the first ECU (22) being part of an accessory of said vehicle (7);generating, by the first ECU (22) and based on the first signal, first information data;transmitting, by the first ECU (22), the first information data to a second electronic control unit, ECU, (20) through a data connection established by means of a first connector (4) communicatively coupled to the first ECU (22) and a second connector communicatively coupled to the first connector (4) and to the second ECU (20), saidsecond ECU (20) being an integral part of said vehicle (7);commanding, by the second ECU (20), a multimedia, connectivity and vehicle security system (64) of the vehicle (7) based on said first information data received from the first ECU (22), in particular to generate a warning associated with said first quantity acquired by the first sensor.

17. A computer program product comprising instructions which, when the program is executed by the first and second ECUs, cause the first and second ECUs to execute the method steps of claim 13 or claim 16.

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