阅读说明：本技术 用于车辆的中央电子控制单元 (Central electronic control unit for vehicle ) 是由 杨汉龙 阿迪尔·德·赫苏斯·阿斯图迪略索托 卡洛斯·阿尔贝托·奥诺弗雷罗萨斯 于 2020-02-19 设计创作，主要内容包括：提供了一种中央电子控制单元(ECU,附图标记14),其用于控制附接至第一车辆座椅的至少一个双向直流(DC)电机(106)和附接至第二车辆座椅的至少一个电子装置。中央ECU包括微控制器,该微控制器被配置成从霍尔效应传感器(130)接收关于双向DC电机的位置状态的反馈。微控制器被配置成接收针对双向DC电机和电子装置的输入指令。微控制器部分地基于接收到的反馈和接收到的输入指令来创建命令指令。中央ECU响应于来自微控制器的命令指令选择性地向附接至第一车辆座椅的双向DC电机提供脉冲宽度调制(PWM)电力,并且选择性地向附接至第二车辆座椅的电子装置提供电力。(A central electronic control unit (ECU, reference numeral 14) is provided for controlling at least one bidirectional Direct Current (DC) motor (106) attached to a first vehicle seat and at least one electronic device attached to a second vehicle seat. The central ECU includes a microcontroller configured to receive feedback from the hall effect sensor (130) regarding the position status of the bi-directional DC motor. The microcontroller is configured to receive input commands for the bi-directional DC motor and the electronics. The microcontroller creates a command instruction based in part on the received feedback and the received input instruction. The central ECU selectively provides Pulse Width Modulated (PWM) power to a bi-directional DC motor attached to a first vehicle seat and selectively provides power to electronics attached to a second vehicle seat in response to command instructions from the microcontroller.)

1. A central electronic control unit comprising a microcontroller configured to receive feedback from a plurality of sensors and configured to receive input instructions for one or more of a plurality of electronic devices, the microcontroller creating one or more command instructions in response to the received input instructions and the received feedback, the central electronic control unit configured to selectively provide power to each of the plurality of electronic devices in response to the one or more command instructions created by the microcontroller;

each of the plurality of electronic devices is designed to perform a particular function, the plurality of electronic devices including a first electronic device attached to a first vehicle seat and a second electronic device attached to a second vehicle seat, each of the first and second vehicle seats including a seat cushion and a seat back mounted to the seat cushion, the first vehicle seat being spaced apart from the second vehicle seat; and is

The plurality of sensors includes a first sensor that provides feedback regarding a state of the first electronic device and a second sensor that provides feedback regarding a state of the second electronic device;

wherein the first electronic device is a first bi-directional Direct Current (DC) motor and the first sensor is a first Hall effect sensor that provides feedback regarding a position status of the first bi-directional DC motor, and the microcontroller creates a first command instruction in response to one or more of the input instruction received for the first electronic device and the feedback received from the first Hall effect sensor; and is

Wherein the central electronic control unit is configured to provide Pulse Width Modulated (PWM) power to the first bidirectional DC motor based in part on the first command instruction created by the microcontroller.

2. The central electronic control unit of claim 1, wherein:

the second electronic device is a second bidirectional DC motor, and the second sensor is a second Hall effect sensor that provides feedback regarding a position state of the second bidirectional DC motor; and the microcontroller creates a second command instruction in response to one or more of the received input instruction to the second electronic device and the feedback from the second hall effect sensor; and is

The central electronic control unit is configured to provide Pulse Width Modulated (PWM) power to the second bidirectional DC motor based in part on the second command instructions created by the microcontroller.

3. The central electronic control unit of claim 2, wherein:

the plurality of electronic devices includes a first seat surface temperature control system attached to the first vehicle seat;

the plurality of sensors includes a first thermistor operatively coupled to the first seat surface temperature control system, the first thermistor providing feedback to the microcontroller regarding a thermal state of the first seat surface temperature control system;

the microcontroller creating a third command instruction in part in response to the received instruction for the first seat surface temperature control system and the feedback received from the first thermistor; and is

The central electronic control unit is configured to selectively provide power to the first seat surface temperature control system in response to the third command instruction from the microcontroller.

4. The central electronic control unit of claim 3, wherein:

the plurality of electronic devices includes a second seat surface temperature control system attached to the second vehicle seat;

the plurality of sensors includes a second thermistor operatively coupled to the second seat surface temperature control system, the second thermistor providing feedback to the microcontroller regarding a thermal state of the second seat surface temperature control system;

the microcontroller creating a fourth command instruction in part in response to the received instruction for the second seat surface temperature control system and the feedback received from the second thermistor; and is

The central electronic control unit is configured to selectively provide power to the second seat surface temperature control system in response to the fourth command instruction from the microcontroller.

5. The central electronic control unit of claim 4, wherein each of the first and second seat surface temperature control systems is configured to heat, cool, and/or ventilate a seat surface of the respective first and second vehicle seats.

6. The central electronic control unit of claim 5, wherein the central electronic control unit comprises non-volatile random access memory (NVRAM);

the central electronic control unit maintaining at least one memory setting in the NVRAM for one or more of the plurality of electronic devices;

the microcontroller is configured to receive a memory selection instruction;

the microcontroller creating one or more memory command instructions based in part on the microcontroller receiving the memory selection instruction; and is

The central electronic control unit is configured to selectively provide power to the one or more of the plurality of electronic devices in response to the one or more memory command instructions from the microcontroller.

7. The central electronic control unit of claim 6, wherein the central electronic control unit is operable to control the regulated speed of one or more of the first and second bidirectional DC motors.

8. The central electronic control unit of claim 7, comprising a Metal Oxide Semiconductor Field Effect Transistor (MOSFET) driver operatively coupled to the microcontroller and a first solid state relay operatively coupled to a first electronic device of the plurality of electronic devices; wherein:

one or more command instructions created by the microcontroller are distributed to the MOSFET driver;

the MOSFET driver creates a first relay command instruction in response to the one or more command instructions received from the microcontroller, the first relay command instruction being distributed to the first solid state relay; and is

The first solid-state relay provides high-side power to the first one of the plurality of electronic devices in response to the first relay command instruction.

9. The central electronic control unit of claim 8, wherein one or more of the command instructions created by the microcontroller that are distributed to the MOSFET drivers comprise at least a Power Width Modulation (PWM) command instruction.

10. The central electronic control unit of claim 9, comprising a second solid state relay, the MOSFET driver operatively coupled to the second solid state relay, and the second solid state relay operatively coupled to the first one of the plurality of electronic devices; wherein:

the MOSFET driver creates second relay command instructions in response to the one or more command instructions received from the microcontroller, the second relay command instructions being distributed to the second solid state relay; and is

The second solid-state relay provides low-side power to the first electronic device of the plurality of electronic devices in response to the second relay command instruction.

11. The central electronic control unit of claim 10, the MOSFET driver providing current draw feedback to the microcontroller regarding the amount of current drawn through one or more of the first and second solid state relays.

12. The central electronic control unit of claim 11, said MOSFET driver creating fault feedback and providing said fault feedback to said microcontroller.

13. The central electronic control unit of claim 12, wherein the central electronic control unit is configured to receive and/or transmit data through one or more of a Universal Asynchronous Receiver Transmitter (UART), an inter-integrated circuit (I2C) Local Interconnect Network (LIN), a Controller Area Network (CAN), a Universal Serial Bus (USB), a serial bus, bluetooth, Radio Frequency Identification (RFID), and/or a vehicle wide communication network.

14. The central electronic control unit according to claim 13, wherein the central electronic control unit comprises a general purpose input/output interface (GPIO) and/or an analog-to-digital converter (ADC).

15. The central electronic control unit of claim 14, wherein the central electronic control unit comprises one or more single power outputs, each of the single power outputs configured to selectively provide power to one or more of a seat heating system, a ventilation system, a unidirectional latch, a solenoid, a mirror defroster, an illuminated indicator, and/or an actuator.

16. The central electronic control unit of claim 15, wherein the plurality of electronic devices includes a third electronic device attached to a first vehicle component system that is spaced apart from the first vehicle seat and spaced apart from the second vehicle seat;

the microcontroller creating command instructions in part in response to the received instructions for the third electronic device; and is

The central electronic control unit is configured to selectively provide power to the third electronic device in response to the command instructions from the microcontroller.

17. The central electronic control unit of claim 16, wherein the first vehicle component system comprises one or more of a steering column, a motorized mirror, an accelerator pedal, a brake pedal, and/or a door assembly.

18. The central electronic control unit of claim 17, wherein the microcontroller receives input instructions for two or more of the plurality of electronic devices;

the microcontroller prioritizing the input instructions based in part on a preprogrammed prioritization of the two or more of the plurality of electronic devices;

the microcontroller creating prioritized command instructions based in part on the prioritized input instructions; and is

The central electronic control unit provides power to the two or more of the plurality of electronic devices in response to the prioritized command instructions.

19. The central electronic control unit of claim 18, wherein the microcontroller orders the prioritized command instructions, and the central electronic control unit orders the provision of power to the two or more of the plurality of electronic devices in response to the ordered prioritized command instructions.

20. The central electronic control unit of claim 17, wherein:

the microprocessor creating a first memory command instruction and a second memory command instruction based in part on the microprocessor receiving the memory selection instruction;

the central electronic control unit providing power to the first electronic device based in part on the first memory command instruction from the microcontroller; and is

The central electronic control unit provides power to the third electronic device based in part on the second memory command instruction from the microcontroller.

21. The central electronic control unit of claim 17, wherein:

the microcontroller receiving fault feedback and analog current feedback from the MOSFET driver; and is

The microcontroller detects a fault condition associated with one of the plurality of electronic devices based in part on the fault feedback received from the MOSFET driver and/or the current draw feedback from the MOSFET driver.

22. The central electronic control unit of claim 21, wherein the microcontroller stores one or more of service data and/or the detected fault condition in the NVRAM.

1. Field of the invention

The invention relates to an electronic control unit for a motor vehicle with a plurality of vehicle seats. More particularly, the present invention relates to a central electronic control unit configured to operate a plurality of electronic devices within a vehicle seat and within a vehicle.

2. Description of the related Art

Automotive vehicles include one or more automotive seat assemblies (automotive seat assemblies) having a seat cushion and a seat back for supporting a passenger or occupant above a vehicle floor. Each seat assembly is typically mounted to the vehicle floor by a riser assembly. The seat back is typically operatively coupled to the seat cushion by a recliner assembly (recliner assembly) for providing selective pivotal adjustment of the seat back relative to the seat cushion. The automotive seat assembly may include one or more bi-directional Direct Current (DC) motors for repositioning the seat cushion and/or the seat back. The seat assembly may also include other electronic devices such as a seat heating system, a ventilation system, electrical switches, actuators, solenoids, and/or power latches. Further, multiple sensors may be integrated within each vehicle seat to provide feedback regarding the condition of the electronic device and/or the condition of each vehicle seat.

Automotive vehicles typically include additional electronics operatively coupled to vehicle component systems such as adjustable vehicle steering wheels, adjustable accelerator and brake pedals, adjustable driver and passenger side mirrors, and vehicle doors. These electronic devices typically include, as non-limiting examples, bi-directional Direct Current (DC) motors, actuators, solenoids, mirror defrosters, motorized mirrors, lighting devices, illuminated indicators, electrical latches, electrical switches, and sensors.

Vehicle seat assemblies are known that include a power seat module that operates a bi-directional DC motor within a vehicle seat. Furthermore, it is well known that power seat modules operate additional electronics within the vehicle seat, such as a seat heating system or a seat ventilation system. For example, U.S. patent No. 6,590,354 discloses a vehicle seat motor assembly module including a power seat module integrated with a plurality of seat motors. The power seat module includes a microcontroller that receives feedback from the seat temperature sensor and the position sensor, receives command instructions from the switch through a Local Interconnect Network (LIN), and distributes power to the seat heating system, the seat bottom ventilation system, and the plurality of seat motors. The microcontroller triggers the relay to provide power to one of the bi-directional DC motors in response to feedback received from the switch. However, power seat modules appear to lack the ability to provide Pulse Width Modulation (PWM) control to the seat motor. Further, the power seat module provides power only to the electronics within the vehicle seat. Accordingly, power seat modules lack features that allow the power seat module to provide power to electronics within other vehicle component systems, such as steering columns, accelerator and brake pedals, exterior mirrors, and doors. Furthermore, power seat modules lack the ability to control electronics attached to other vehicle seats within the vehicle. Finally, since each vehicle seat includes a power seat module, multiple power seat modules are incorporated within each vehicle. Therefore, the vehicle control architecture is complex because the power seat module must be incorporated into the vehicle wide communication network. Since each power seat module individually controls the electronics within the attached vehicle seat, there is no way to prioritize the activation of the electronics between the vehicle seat and the vehicle component system.

Further, it is known that some vehicles include a central controller connected to various electronic devices within the vehicle through a communication network. For example, german laid-open patent application DE102007018419 discloses a central controller connected to a diagnostic unit via a Controller Area Network (CAN) bus. The central controller is connected to the electronics within the driver's seat, passenger seats, rear seats, steering column and exterior mirrors through a Local Interconnect Network (LIN). The central controller comprises a location memory, an operating system and a unit for storing the respective data. The central controller provides position change requests and other parameters to the electronics attached to the driver seat, passenger seat, rear seat, steering column, and exterior mirrors. Each vehicle seat includes an actuator, such as a power seat module, for repositioning the vehicle seat in response to requests and parameters received from the central controller. While the central controller provides requests and parameters to various electronic devices, the central controller apparently lacks the ability to provide Pulse Width Modulation (PWM) control of a bi-directional Direct Current (DC) motor. Further, while the central controller provides requests and parameters to the electronics within the vehicle seat, steering column, and exterior mirrors, the central controller does not appear to provide requests and parameters to other electronics that are part of the vehicle door or associated with the accelerator or brake pedal. In addition, the central controller apparently lacks the ability to provide PWM control of the bi-directional DC motor associated with the steering column, the exterior mirror, the accelerator and the brake pedal. Thus, the central controller appears to rely on a typical local control module, such as a power seat module, to locally control the electrical devices because it is the central controller that provides requests and parameters to the plurality of distributed drive systems.

Current systems rely on a power seat module associated with a single vehicle seat to operate electronics within the vehicle seat. When the vehicle comprises a driver seat, a passenger seat and optionally a rear seat and wherein each vehicle seat has one or more bi-directional DC motors, each vehicle seat typically comprises a power seat module for controlling the bi-directional DC motors within the vehicle seat. Although the power seat modules may communicate with the remote switch and the central controller through a vehicle wide communication network (LIN/CAN), each power seat module provides power to a bi-directional DC motor within the attached vehicle seat. Furthermore, the central controller lacks the ability to provide PWM control of a bi-directional DC motor attached to the vehicle seat, and only sends requests and parameters to the power seat module attached to the vehicle seat.

Accordingly, it is desirable to provide a central electronic control unit configured to provide Pulse Width Modulation (PWM) control of a bi-directional Direct Current (DC) motor within a vehicle seat and/or associated with other vehicle components, such as an adjustable steering wheel, adjustable accelerator and brake pedals, and an adjustable mirror. It is also desirable to provide a central electronic control unit configured to provide power to one or more of the seat heating system, the seat ventilation system, the actuator, the solenoid, the lighting device and the latch. Furthermore, it is desirable to provide a central electronic control unit configured to prioritize the activation of connected electronic devices. Finally, it is desirable to provide a central electronic control unit with a flexible architecture so that the central electronic control unit can be reprogrammed to support a variety of end applications.

Background

Disclosure of Invention

A central Electronic Control Unit (ECU) is provided for controlling at least one bi-directional Direct Current (DC) motor attached to a first vehicle seat and at least one electronic device attached to a second vehicle seat. The central ECU includes a microcontroller configured to receive feedback from the hall effect sensors regarding the position status of the bi-directional DC motor. The microcontroller is configured to receive input commands for the bi-directional DC motor and the electronics. The microcontroller creates a command instruction based in part on the received feedback and the received input instruction. The central ECU selectively provides Pulse Width Modulated (PWM) power to a bi-directional DC motor attached to a first vehicle seat and selectively provides power to electronics attached to a second vehicle seat in response to command instructions from the microcontroller.

Drawings

Advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:

FIG. 1 is a block diagram of an electrical/electronic system architecture having a central Electronic Control Unit (ECU) for a vehicle according to one embodiment of the present invention;

FIG. 2 is a side view of a vehicle seat according to one embodiment of the present invention;

FIGS. 3A and 3B are block diagrams of electrical inputs and electrical outputs of a central ECU according to one embodiment of the present invention;

FIGS. 4A and 4B are high level block diagrams of a central ECU according to an embodiment of the present invention;

FIG. 5 is a block diagram of a known power seat module;

FIG. 6 is a block diagram of a known seat communication module;

FIG. 7 is a schematic diagram of a known electrically operated door control module;

FIG. 8 is a block diagram showing electrical inputs and outputs of the central ECU of FIGS. 4A and 4B in accordance with one embodiment of the present invention;

FIG. 9 is a block diagram showing electrical input and output connection blocks of the central ECU of FIGS. 4A and 4B according to one embodiment of the present invention;

FIG. 10 is a schematic diagram showing electrical output connections of the central ECU of FIG. 9 to a bi-directional Direct Current (DC) motor, according to one embodiment of the present invention;

FIG. 11 is a schematic diagram showing electrical output connections of the central ECU of FIG. 9 to a bi-directional DC motor and actuator, according to one embodiment of the present invention;

FIG. 12 is a schematic diagram of the electrical connections between the central ECU of FIG. 9 and a communication network in accordance with one embodiment of the present invention;

FIG. 13 is a schematic illustration of input feedback from a plurality of motor position sensors to the central ECU of FIG. 9, in accordance with an embodiment of the present invention;

FIG. 14 is a schematic illustration of electrical output connections between the central ECU of FIG. 9 and an electronic device, in accordance with an embodiment of the present invention;

FIG. 15 is a schematic diagram of electrical input connections from limit switches and electrical switches to the central ECU of FIG. 9 in accordance with one embodiment of the present invention;

FIG. 16 is a schematic diagram of electrical input connections from a universal user input interface to the central ECU of FIG. 9, in accordance with an embodiment of the present invention;

FIG. 17 is a schematic illustration of electrical input and output connections between the central ECU, the heating system, and the ventilation system of FIG. 9, in accordance with one embodiment of the present invention;

FIG. 18 is a schematic illustration of electrical output connections between the central ECU of FIG. 9 and a bi-directional DC motor, in accordance with an embodiment of the present invention;

FIG. 19 is a block diagram of a battery input function block of the central ECU of FIGS. 4A and 4B in accordance with one embodiment of the present invention;

FIG. 20 is a block diagram of a power Low Drop Out (LDO) module and a voltage tracker LDO module of the central ECU of FIGS. 4A and 4B, according to an embodiment of the present invention;

FIG. 21 is a block diagram of the communication interface and voltage monitoring interface of the central ECU of FIGS. 4A and 4B in accordance with one embodiment of the present invention;

FIG. 22 is a block diagram of an input interface of the central ECU of FIGS. 4A and 4B in accordance with one embodiment of the present invention;

FIG. 23 is a block diagram of a portion of the central ECU of FIGS. 4A and 4B, showing a first multi-Metal Oxide Semiconductor Field Effect Transistor (MOSFET) driver, in accordance with one embodiment of the present invention;

fig. 24 is a block diagram of a portion of the central ECU of fig. 4A and 4B showing a second multiple MOSFET driver, in accordance with an embodiment of the present invention;

FIG. 25 is a block diagram of a portion of the central ECU of FIGS. 4A and 4B showing a third MOSFET driver in accordance with an embodiment of the present invention;

FIG. 26 is a block diagram of a portion of the central ECU of FIGS. 4A and 4B showing a dual High Side Driver (HSD) module, according to an embodiment of the present invention;

FIG. 27 is a block diagram of the central ECU of FIGS. 4A and 4B showing a low current H-bridge and a low power H-bridge, according to one embodiment of the present invention; and

fig. 28 is a block diagram showing a control architecture of the central ECU of fig. 4A and 4B according to an embodiment of the present invention.

Detailed Description

Referring to the drawings, like reference numbers indicate like or corresponding parts throughout the several views.

Referring to fig. 1-4B, one embodiment of an electrical/electronic system architecture 10 is shown in the environment in which the present invention will operate. As shown in fig. 1, the electrical/electronic system architecture 10 includes a central Electronic Control Unit (ECU)14 incorporated into a vehicle 18, such as a motor vehicle 18. Fig. 2 shows the electronic device 22 and the electronic sensor 26 attached to a vehicle seat 30, such as a driver seat 30. A block diagram of the electrical/electronic system architecture 10 is shown in fig. 3A and 3B, which illustrate the electrical inputs 38, electrical outputs 42, and receive/transmit communications 44 of the central ECU 14. Fig. 4A and 4B show block diagrams of the center ECU 14.

As shown in fig. 1, the vehicle 18 includes a central ECU 14 electrically connected to the driver seat 30 of the driver side 48 of the vehicle 18, the passenger seat 54 of the passenger side 56 of the vehicle 18, the rear seat 58, the driver side 48 and passenger side 56 door assemblies 62, 62', the driver side 48 and passenger side 56 exterior mirrors 66,66', the steering column 70, the accelerator pedal 74, the brake pedal 78, and one or more switch modules 82 by a wire harness 84. Each switch module 82 includes one or more electrical input switches 86 for providing input commands 86A to the central ECU 14.

Referring to fig. 2, each of the driver vehicle seat 30, the passenger vehicle seat 54, and the rear vehicle seat 58 includes a seat cushion 94, a seat back 98 rotationally coupled to the seat cushion 94, and a headrest 102 attached to the seat back 98. As shown in fig. 1, the driver seat 30, the passenger seat 54, and the rear seat 58 are spaced apart from one another. The vehicle 18 includes a plurality of electronic devices 22, wherein each electronic device 22 is designed to perform a specific function. An example of the electronic device 22 attached to the vehicle seat 30, 54, 58 is shown in fig. 2. The electronics 22 include a bi-directional Direct Current (DC) motor 106, a heating system 110, and a ventilation system 114. The heating system 110 includes a seat heating element 110 to heat the seat cushion 94 and a seating surface 116 of the seat back 98. Likewise, the ventilation system 114 ventilates and/or cools the seating surface 116 of the vehicle seats 30, 54, 58. The heating system 110 and the ventilation system 114 are examples of seat surface temperature control systems. Each vehicle seat 30, 54, 58 optionally includes one or more bi-directional Direct Current (DC) motors 106 configured to reposition the seat cushion 94 back and forth (arrow a) along a track 118, adjust the height of the seat cushion 94 (arrow B), adjust the tilt of the seat cushion 94, and/or adjust the headrest 102. Some vehicle seats 30, 54, 58 include an additional reclining bi-directional DC motor 122 to adjust the inclination (arrow C) of the seat back 98 relative to the seat cushion 94.

As shown in fig. 2 and 3A, the vehicle seats 30, 54, 58 include a plurality of electronic sensors 26, wherein each electronic sensor 26 is designed to provide feedback to the central ECU 14 regarding the status of the associated electronic device 22, the associated seat cushion 94, and/or the associated seat back 98. The weight sensor 126, the motor position sensor 130, the thermistor 134, and the limit switch 136 are examples of the electronic sensor 26 included in the vehicle seat 30, 54, 58. The weight sensor 126 provides feedback 138 about the occupancy state of the vehicle seat 30, 54, 58. The thermistor 134 provides feedback 142 regarding the thermal state of the associated heating system 110. The limit switch 136 provides feedback 136A to the central ECU 14. The motor position sensor 130 provides feedback 146 regarding the position status of the associated bi-directional DC motor 106. An example of one type of motor position sensor 130 is a hall effect sensor 130.

Information and instructions are received and/or transmitted by the central ECU 14 through communication network interfaces 150, 154, such as a Local Interconnect Network (LIN) interface 150 and a Controlled Area Network (CAN) interface 154, as shown in fig. 3A. The central ECU 14 receives commands and information relayed through the LIN interface 150 and/or the CAN interface 154 from other control modules 158, 162 within the vehicle 18 and receives status indications, such as the ignition switch 166 being energized or de-energized. In addition, the central ECU 14 sends commands and information to other control modules 158, 162, such as a vehicle climate control module 158 and an occupancy classification system control module 162, via the communication network interfaces 150, 154. In addition, the central ECU 14 is configured to receive feedback and input commands from a plurality of electronic sensors 26 and input switches 86 within the vehicle 18.

Also shown in fig. 3A, the central ECU 14 selectively provides the power output 42 to the driver side 48 electronics 22 including the driver seat 30 heating system 110, the ventilation system 114, and the bi-directional DC motor 106. The central ECU 14 also selectively provides the power output 42 to the electronics 22 associated with the driver side 48 exterior mirror 66 and the driver side 48 door assembly 62. In addition, the central ECU 14 selectively provides the electrical power output 42 to the electronics 22 associated with the passenger side 56 of the vehicle 18 including the passenger side 56 exterior mirror 66', the passenger side 56 door 62', as well as the passenger seat 54 heating system 110, ventilation system 114, and bi-directional DC motor 106. In addition, the central ECU 14 selectively provides the electrical power output 42 to the electronic devices 22 associated with the brake pedal 78, the accelerator pedal 74, and the steering column 70.

As shown in fig. 3B, the central ECU 14 selectively provides the power output 42 to the mirror defroster 170, the electrochromic mirror 174, the flash and light 178, the door lock actuator 182, the one-way latch 186, the solenoid 190, the actuator 194, and the other bi-directional DC motor 198. In addition, the central ECU 14 provides Pulse Width Modulated (PWM) power 200 to the selected bidirectional DC motors 106, 122.

The central ECU 14 shown in fig. 4A and 4B integrates the functionality of multiple distributed Electronic Control Units (ECUs) 202, 206 into a single centralized system. One example of a distributed ECU 202, 206 is the well-known power seat module 202 shown in fig. 5. The known power seat module 202 is configured to selectively provide power output to the electronics 22 associated with the individual vehicle seats 30, 54, 58, such as the bi-directional DC motors 106L-106N, 122M, the heating systems 110-1, 110-2, and the ventilation systems 114-1, 114-2. The vehicle 18 is typically configured with a separate power seat module 202 for each vehicle seat 30, 54, 58.

As shown in fig. 5, the known power seat module 202 selectively provides electrical power outputs to the bi-directional DC motors 106L-106N, 122M, the heating systems 110-1, 110-2 attached to the seat cushion 94 and the seat back 98, respectively, and the ventilation systems 114-1,114-2 attached to the seat cushion 94 and the seat back 98, respectively, based in part on the received digital input 210, the feedback 214A from the hall effect sensor 214, the feedback 142 from the thermistor 134, and command instructions received through a Controlled Area Network (CAN) interface 222 and/or through a Local Interconnect Network (LIN) interface 226. The known power seat module 202 selectively provides power output to the bi-directional DC motors 106L-106N, 122M of the typical vehicle 18 seat function having, for example, a medium power control 106L, a low power control 106M, a lumbar control 106N, and a seat back recline 122M. The operably connected bidirectional DC motors 106L-106N, 122M include a range of current draw requirements. For example, the lumbar bi-directional DC motor 106N typically draws about 3 amps of current, with a peak current draw of about 7 amps. In contrast, seat back recline bi-directional DC motor 122M typically draws up to about 42 amps of current. The medium power control bi-directional DC motor 106L is typically associated with front and rear rail 118 movement, height adjustment, and seat cushion tilt. Medium power control bidirectional DC motor 106L typically draws between about 5 to 7 amps with a peak current draw between about 13 to 18 amps. A typical low power control bi-directional DC motor 106M provides the telescoping and tilting functions of the headrest 102. Some of the bi-directional DC motors 106L-106N include Hall effect sensors 214 that provide feedback 214A to the known power seat module 202 regarding the movement and/or position of the bi-directional DC motors 106L-106N. However, in other bi-directional DC motors, such as the seat back recline motor 122M, the hall effect sensor 214 is omitted because the known power seat module 202 does not require feedback on the function of the seat back recline motor 122M.

Also shown in fig. 5, the known power seat module 202 receives digital inputs 210, which digital inputs 210 provide movement instructions for the forward (+) and rearward (-) direction movements of the recline, front and rear tracks, height adjustment, squab tilt, and lumbar bi-directional DC motors 106L-106N, 122M. Battery power 234 and ground 238 are supplied to the power seat module 202. External communication of the power seat module 202 is provided through the CAN interface 222 and/or the LIN interface 226. The ignition input 250 informs the power seat module 202 whether the ignition 250 is powered on or off. The power seat module 202 selectively provides a power output to the respective bi-directional DC motors 106L-106N, 122M based in part on preprogrammed instructions stored in the power seat module 202, feedback 214A received from the hall effect sensors 214, received digital inputs 210 for each of the bi-directional DC motors 106L-106N, 122M, and/or command instructions received through the CAN interface 222 and/or the LIN interface 226.

The known power seat module 202 shown in FIG. 5 selectively provides an electrical power output to the heating systems 110-1, 110-2 and ventilation systems 114-1,114-2 typically integrated within the seat cushion 94 and seat back 98 of the associated vehicle seat 30, 54, 58. The heating systems 110-1, 110-2 and the ventilation systems 114-1,114-2 include thermistors 134 that provide feedback 142 to the power seat module 202. The thermistor 134 feedback 142 and command instructions 254 for the heating systems 110-1, 110-2 and the ventilation systems 114-1,114-2 are received as inputs to the power seat module 202. The power seat module 202 provides power output to the respective heating systems 110-1, 110-2 and ventilation systems 114-1,114-2 based in part on the received command instructions 254 and thermistor 134 feedback 142. The heating and ventilation illumination indicator output 258 is selectively powered by the power seat module 202 to indicate the status of the heating and ventilation systems 110-1, 110-2, 114-1, 114-2.

Referring to fig. 6, a known power seat module 202 includes an additional communication interface 262, such as a vehicle CAN flexible data rate (CAN-FD) interface 262. LIN (slave)1 interface 246A provides bi-directional communication with distributed Occupant Classification System (OCS) control module 266. The OCS control module 266 receives sensor inputs from the vehicle seats 30, 54, 58 and determines an estimated weight classification for an occupant in the vehicle seats 30, 54, 58. In addition, LIN (slave 2) interface 246B provides bi-directional communication with distributed climate control system (heating and ventilation) control module 270.

The vehicle 18 is typically configured with a separate power seat module 202 for each vehicle seat 30, 54, 58 that requires control of the bi-directional DC motors 106L-106N, 122M, the heating systems 110-1, 110-2, and/or the ventilation systems 114-1, 114-2.

A second example of a distributed electronic control unit 202, 206 is the well-known door module 206 shown in fig. 7. An example of a known door module 206 is a door module made of ONA door module driver-IC was manufactured with part number NCV 7707. The known door module 206 includes an electromechanical relay 208 that provides power output to the electrochromic mirror 174, the bi-directional DC motors 106E-106G, and the mirror defroster 170 for the single exterior mirror 66, 66'. The bi-directional DC motors 106E-106G attached to the outer mirrors 66,66' include a mirror x-axis motor 106E, a mirror y-axis motor 106F, and a mirror fold motor 106G. The additional controlled outputs selectively provide power to the lighting devices 178A-178C, such as an integrated flash 178A, a footstep light 178B, and a safety light 178C. Further, as indicated in fig. 7, the known door module 206 selectively provides an electrical power output to the door lock actuator 182A and the safety lock actuator 182B for the individual vehicle doors 62, 62'. LIN interface 150, CAN interface 154, and switch interface 278 communicate command instructions to door module 206. Internally, the gate module 206 includes a Pulse Width Modulation (PWM) generation unit 282 and a logic controller 286. Accordingly, the door module 206 is capable of providing a PWM power output to the mirror motors 106E-106G. The typical vehicle 18 includes a plurality of door modules 206, wherein each door module 206 is configured to control electricity within a single door assembly 62, 62' and associated exterior mirror 66,66The sub-device 22.

The central ECU 14 shown in fig. 4A and 4B integrates the functionality of multiple power seat modules 202 and, optionally, multiple door modules 206 into a single centralized system. Other electronic modules may optionally be integrated within the central ECU 14 as desired for a particular application. The central ECU 14 is a centralized system that includes a plurality of bidirectional DC motor control interfaces 302, an input interface 306, a communication network interface 310, and a high-side power output interface 314. The central ECU 14 has a flexible architecture for the following applications: wherein functions such as the powered seats 30, 54, 58, the powered exterior mirrors 66,66', the adjustable pedals 74, 78, and the adjustable steering column 70 require control by the bi-directional DC motors 106, 122. The central ECU 14 controls the bi-directional DC motors 106, 122 to regulate speed and has Pulse Width Modulation (PWM)318 motor control capability. In addition, the central ECU 14 includes a non-volatile random access memory (NVRAM)322 to allow the central ECU 14 to provide storage functionality for the various bidirectional DC motors 106, 122. A single power output 314A is included in the central ECU 14 to provide power output to system applications such as the heated seat 110, the ventilated seat 114, the lighting 178, the mirror defroster 170, the electrochromic mirror 174, the one-way latch 186, the solenoid 190, and the actuator 194.

In contrast to the typical control modules 202, 206 having electromechanical relays 208, the central ECU 14 includes a solid state component 342. Utilizing a solid state component 342 that includes a solid state relay 342 increases the diagnostic capabilities of the central ECU 14 for the growing application of intelligent safety systems and autonomous vehicles 18. The central ECU 14 simplifies the actual vehicle electrical/electronic system architecture 10 by reducing the number of control modules 202, 206 in the vehicle 18. Additionally, the central ECU 14 reduces the engineering effort required to integrate multiple control modules 202, 206 within the vehicle communication network interfaces 150, 154. Replacing multiple distributed control modules 202, 206 with a single central ECU 14 reduces the complexity of the vehicle communication network interfaces 150, 154. The central ECU 14 provides a portable solution with flexibility to interface with other electronic devices 22, even beyond power seat applications.

Additional capabilities may be included in the central ECU 14 because the central ECU 14 utilizes conventional embedded type communication network interfaces 150, 154 and additional communication network interfaces 310 that support USB, bluetooth, serial bus, RFID, high speed controlled area network (HS-CAN), Wi-Fi, cellular networks, as non-limiting examples. Status indications and command instructions are sent from the central ECU 14 to other electronic modules within the vehicle 18, and optionally to electronic devices external to the vehicle 18, over one or more communication networks 150, 154, 310.

As will be described further below, the central ECU 14 is configured to selectively provide power output to the associated electronic devices 22 based on a predefined sequence, power draw limits, and/or priority of actuation.

The central ECU 14 shown in fig. 4A and 4B is further illustrated in fig. 8-28. Fig. 8 and 9 show the electrical input 358 and the electrical output 362 of the central ECU 14. Fig. 10-18 show schematic diagrams of electrical connections between the central ECU 14, the electronic device 22, the electronic sensor 26, and the communication network interfaces 150, 154, 310. Fig. 19 to 27 show block diagrams of portions of the center ECU 14 shown in fig. 4A and 4B. Fig. 28 shows a control architecture 374 of the central ECU 14.

Referring to fig. 4A and 4B, the central ECU 14 generally includes a microcontroller 386, the microcontroller 386 operatively coupled to one or more of the communication network interfaces 150, 154, 310, the analog input interface 390, the digital input interfaces 394, 398, 402, the multi-Metal Oxide Semiconductor Field Effect Transistor (MOSFET) drivers 406A-406C, the low current H-bridge 410, the low power H-bridge 414, and the dual high side driver relays 418, 422. The digital input interfaces 394, 398, 402 include a 12 volt digital input interface 394, a flexible digital input interface 398, and a hall effect position sensor input interface 402. The various inputs 306 and outputs 302 of the central ECU 14 may be redistributed to different electronic devices 22 and electronic sensors 26 within the various vehicle 18 subsystems according to the specific requirements of the intended application. Further, the central ECU 14 may include more or less electrical inputs 306 and electrical outputs 302, 314 as desired for a particular application. Likewise, the central ECU 14 may include more or fewer interfaces 150, 154, 310, 390, 394, 398, 402, MOSFET drivers 406A-406C, H bridges 410, 414, etc., as desired for a particular application, and may include other electronic modules.

A block diagram showing the electrical connections between the central ECU 14 and the electrical/electronic system architecture 10 is shown in fig. 8. The electrical inputs 38 to the central ECU 14 include battery power 234, battery ground 238, switch input commands 86A, thermistor feedback 142, and hall effect sensor feedback 146. Two-way communication is performed between the central ECU 14 and the LIN 150 and CAN 154 interfaces. High side power HS1 and low side power LS1 are provided to the bi-directional DC motor 106 with associated hall effect sensor 130. Additional high side power HS2 and low side power LS2 are provided to the other bi-directional DC motor 106A without the hall effect sensor 130. High current high side power HS3 and low side power LS3 are provided to a reclining bidirectional DC motor 122 with a high current draw. High side power HS4 and ground 238 are supplied to unidirectional latch 186/solenoid 190. High side drive power HS5, HS6 are provided to heating system 110 and ventilation system 114, respectively. High side driver power HS7 and low side driver power LS7 are supplied to the other motors 198. Other electrical outputs 42 from the central ECU 14 include a 5 volt auxiliary power output 330 supplied to the switch 86, with ground 238 supplied to the thermistor 134, switch 86 and hall effect sensor 130.

Fig. 9 shows the input and output connection block 434 of the central ECU 14. The central ECU 14 includes a plurality of connection blocks 434 including, but not limited to: a power supply connection block 438, a DC motor power stage connection block 442, an actuator power stage connection block 446, a high current motor power stage connection block 450, a communications interface connection block 454, an external position sensor interface connection block 458, a general purpose digital output connection block 462, one or more external user interface connection blocks 466A, 466B, a high current high side driver power stage connection block 470, an external temperature sensor interface connection block 474, a medium current high side driver power stage connection block 478, and/or a low current DC motor power stage connection block 482. The central ECU 14 may include other combinations of input and output connection blocks 434 as desired for a particular application. The number and type of electrical inputs and electrical outputs for each connection block 434 are selected based in part on the desired application of the central ECU 14. Thus, various embodiments of the central ECU 14 may include more or fewer electrical input/output connections and may include different combinations and types of electrical inputs and electrical outputs.

The power connection block 438 of the central ECU 14 shown in fig. 9 and 10 includes electrical input connections for the battery supply voltages 430A, 430B and the vehicle running battery supply voltage 430C.

The DC motor power stage connection block 442 of the central ECU 14, also shown in FIGS. 9 and 10, provides DC motor power outputs MP1-MP9 for the plurality of bi-directional DC motors M1-M9. Each of the DC motor power outputs MP1-MP9 includes high side power HS1 and low side power LS1, as further shown in fig. 8. FIG. 10 shows that DC motor power outputs MP1-MP8 are operatively coupled to respective bidirectional DC motors M1-M8 having a maximum operating current draw of about 10 amps. Additional DC motor power output MP9 is also operably coupled to bidirectional DC motor M9 having a maximum operating current draw of about 5 amps. In one embodiment of the central ECU 14, two-way DC motors M1-M3 are attached to the driver seat 30, two-way DC motors M4-M6 are attached to the passenger seat 54, two-way DC motors M7 and M8 are attached to the adjustable pedals 74, 78, and two-way DC motor M9 is attached to the adjustable steering column 70. Any number of DC motor power outputs MP1-MP9 may be included in the DC motor power stage connection block 442 as desired for a particular application. Further, the DC motor power stage connection block 442 may be configured to support any combination of bidirectional DC motors M1-M9 with maximum operating currents based on the requirements of a particular application.

The actuator power stage connection block 446 of the central ECU 14 shown in fig. 9 and 11 provides a high side power output HS8 to the actuators a1, a2 with a maximum operating current draw of about 10 amps. The actuator power stage connection block 446 may include any number of power outputs HS8 as desired for a particular application.

The high current motor power stage connection block 450 of the central ECU 14 shown in fig. 9 and 11 includes two high current power outputs MP10, MP11 that provide high side power HS3 and low side power LS3 to bidirectional DC motors M10, M11 having a maximum run current draw of up to about 42 amps. The high current motor power stage connection block 450 may be configured to support any desired number of high current power outputs MP10, MP 11. In the embodiment shown in fig. 11, high current bi-directional DC motors M10, M11 provide the seat back recline motor 122M function for the driver seat 30 and the passenger seat 54, respectively.

The communication interface block 454 of the central ECU 14 shown in fig. 9 and 12 includes electrical input/output connections 484 for vehicle data lines that include communication networks, such as the LIN interface 150 and the CAN interface 154. Other communication network interface connections for USB 486, serial 486, RFID 490, bluetooth 490, etc. may be included in communication interface connection block 454 or as part of a separate communication interface connection block 454 as required by the particular application.

The external position sensor interface block 458 of the central ECU 14 shown in fig. 9 and 13 receives input feedback 146 from the motor position sensors H1-H9 associated with the particular bi-directional DC motors M1-M9. The motor position sensors H1-H9 are typically Hall effect sensors 130. In the embodiment shown in FIG. 13, each of the Hall effect sensors H1-H9 provides feedback on the position status of the respective bi-directional DC motors M1-M9.

The general digital output connection block 462 of the central ECU 14 shown in fig. 9 and 14 is configured to selectively provide output power 494 to the electronic devices E1-E5 as required by the particular application. For example, the general purpose digital output connection block 462 may selectively provide power to the lighting device 178.

The first external user interface connection block 466A of the central ECU 14 shown in fig. 9 and 15 receives input commands 86A from the switch 86 and limit switch 86S. A plurality of switches 86 may be incorporated into the switch module 82. The switch input commands 86A include position adjustment commands and thermal commands for the respective electronic devices 22 attached to the vehicle seats 30, 54, 58. Additional input commands 86A may be received through the first external user interface connection block 466A, the additional input commands 86A relating to adjustment requests for one or more of the selection of the steering column 70, the accelerator and brake pedals 74, 78, the exterior mirrors 66,66', the individual door locks 182, and the specific memory settings, as non-limiting examples.

The second external user interface connection block 466B of the central ECU 14 shown in fig. 9 and 16 receives logical and/or analog inputs 498 from the universal user input interface 502.

The high current High Side Driver (HSD) power stage connection block 470, the external temperature sensor interface connection block 474 and the medium current HSD power stage connection block 478 of the central ECU 14 are shown in fig. 9 and 17. The high current HSD power stage connection block 470 selectively provides HSD power HS5 to the heating systems 110A-110D associated with the vehicle seats 30, 54, 58. In the embodiment shown in fig. 17, the heating systems 110A, 110B are attached to the seat cushion 94 and seat back 98 of the driver's seat 30, respectively, while the heating systems 110C, 110D are attached to the seat cushion 94 and seat back 98 of the passenger seat 54, respectively. The heating systems 110A-110D include heating elements configured to heat the seating surface 116. The current drawn by each heating system 110A-110D is typically about 10 amps or less.

In the embodiment shown in fig. 17, a medium current HSD power stage connection block 478 selectively provides HSD power HS6 to ventilation systems 114A-114D associated with vehicle seats 30, 54, 58. In the embodiment shown in fig. 17, the ventilation systems 114A, 114B are attached to the seat cushion 94 and seat back 98 of the operator's seat 30, respectively, while the ventilation systems 114C, 114D are attached to the seat cushion 94 and seat back 98 of the passenger seat 54, respectively. The ventilation systems 114A-114D may include blowers and/or ventilation fans that ventilate the seating surface 116. Additionally, the ventilation systems 114A-114D may be configured to cool the vehicle seats 30, 54, 58. The current drawn by each ventilation system 114A-114D is typically about 5 amps or less. Thermistors 134A-134D monitor the temperature in the vicinity of each of heating systems 110A-110D. In the embodiment shown in FIG. 17, each thermistor 134A-134D provides feedback 142 to the external temperature sensor interface connection block 474 on the thermal status of each heating system 110A-110D.

The low current DC motor power stage connection block 482 of the central ECU 14 is shown in fig. 9 and 18. In the embodiment shown in fig. 18, low current DC motor power stage connection block 482 selectively provides power outputs MP12-MP15 to bidirectional DC motors M12-M15 having a maximum operating current draw of about 1.5 amps. Each of the supplied power outputs MP12-MP15 includes high side power HS7 and low side power LS 7. In the embodiment shown in FIG. 18, the low current power outputs MP12-MP15 are operatively coupled to the x-axis mirror bidirectional DC motor 106E and the y-axis mirror bidirectional DC motor 106F attached to each of the driver-side 48 and passenger-side 56 exterior mirrors 66, 66'.

A battery input function block 506 within the central ECU 14 is shown in fig. 19. Battery power 234 and ground 238 are provided to a battery input function 506. Included within the battery input block 506 are electronic circuits associated with an electrostatic discharge (ESD)510, a dump load 514, an active reverse battery guard 518, a passive reverse battery guard 522, and a PI filter 526. The dump load 514 electronic circuitry suppresses voltage spikes that occur when the battery power 234 is disconnected while the engine in the vehicle 18 is operating. The active reverse battery protection circuitry 518 and the passive reverse battery protection circuitry 522 protect the central ECU 14 in the event of a battery polarity reversal. The PI filter 526 typically includes a parallel capacitor and an L-section filter electrically connected to reduce ripple in the battery power 234. Battery input block 506 provides filtered battery power BAT-F and protected battery power BAT-P. Protected battery power BAT-P is passed through electronic circuitry to reduce the effects of overcharging, overdischarging, short circuits, overcurrent, and temperature effects. The high-side gate drive voltage V-CP is provided to the battery input function 506 and the active reverse battery protector 518. The high-side gate drive voltage V-CP is generated by one of the multi-MOSFET drivers 406A-406C.

Referring to fig. 20, central ECU 14 includes a power Low Drop Out (LDO) module 530 and a voltage tracker LDO module 534. Protected battery power BAT-P is provided to power LDO module 530 and voltage tracker LDO module 534. In the embodiment shown in fig. 20, power LDO module 530 is rated at 150 milliamps (mA) and generates a 5 volt 5VO output. Voltage tracker LDO module 534 generates 5 volt auxiliary power output 330 from protected battery power BAT-P and the enable EN signal. The voltage tracker LDO module 534 is typically used to generate power for electronic devices 22 and electronic sensors 26 that require low current consumption and are permanently connected to the battery of the vehicle 18.

Fig. 21 shows the communication network interfaces 150A, 154A, the voltage monitoring interface 536, and the 5-volt 5VO input to the microcontroller 386. The 5 volt 5VO input is supplied by power LDO module 530. Voltage monitoring interface 536 receives protected battery power BAT-P and provides analog feedback 538 to microcontroller 386 indicating the instantaneous voltage level of protected battery power BAT-P. The communication network interfaces 150A, 154A include a Controller Area Network (CAN) physical layer (PHY) interface 154A and a Local Interconnect Network (LIN) physical layer (PHY) interface 150A. Other optional communication network interfaces 150A, 154A, such as Universal Serial Bus (USB), Serial, Radio Frequency Identification (RFID), Bluetooth, Wi-Fi (IEEE 802.11x), and high-speed CAN (HS-CAN), may be included as non-limiting examples and as desired for a particular application. CAN PHY interface 154A and LIN PHY interface 150A are supplied with protected battery power BAT-P. CAN PHY interface 154A receives and transmits status bytes STB and control system transactions CST with microcontroller 386. TX and receive RX data is also sent between CAN PHY interface 154A and microcontroller 386. In addition, the CAN PHY interface 154A also transmits and receives data with a high speed CAN (HS-CAN) communication network 154. Similarly, LIN PHY interface 150A transmits TX and receives RX data between microcontroller 386 and LIN communication network 150.

The central ECU 14 includes a Hall Effect (HE) input interface 402, a 12-volt digital input interface 394, a flexible digital input interface 398, and an analog input interface 390, as shown in fig. 22. As shown in fig. 8, the bi-directional DC motor 106 operatively coupled to the central ECU 14 includes a hall effect position sensor 130 that provides feedback 146 regarding the position status of the bi-directional DC motor 106. Hall effect sensor feedback 146 is received by HE input interface 402 shown in fig. 22. The 5-volt auxiliary power output 330 is also supplied to the HE input interface 402. The digital output 402A from the HE input interface 402 is received by the microcontroller 386.

Referring to fig. 22, 12 volt digital input interface 394 and flexible digital input interface 398 generally receive input command 86A from switch 86 and communicate received command 86B to microcontroller 386. The analog input interface 390 generally receives feedback 142 from the thermistor 134 and passes the received feedback 142B to the microcontroller 386.

The exemplary vehicle seat 30, 54, 58 includes one or more electronic weight sensors 126 to detect whether an occupant and/or an item is present on the seating surface 116 of the vehicle seat 30, 54, 58. Further, the vehicle seats 30, 54, 58 may include a seat belt sensor to detect whether the seat belt is in a locked or unlocked state. Feedback 138 from the weight sensor 126 may be provided to an analog input interface 390, the analog input interface 390 communicating the received feedback 138B of the weight sensor 126 to the microcontroller 386. Other sensor feedback, such as a seat belt sensor, may be provided to one of the input interfaces 394, 398, 390 to be communicated to the microcontroller 386. When the microcontroller 386 creates the command instructions, the microcontroller 386 may include the weight sensor 126 feedback 138B and the seat belt sensor feedback. In addition, the central ECU 14 may provide the seat belt sensor feedback and/or the weight sensor 126 feedback 138 to other electronic control modules 158, 162 within the vehicle 18 via the CAN interface 154 and/or the LIN interface 150. For example, the central ECU 14 may provide seat belt sensor feedback, weight sensor 126 feedback 138, and/or command instructions created by the microcontroller 386 to the distributed electronic control modules 158, 162, such as the vehicle climate control module 158 or the occupancy classification system module 162, via the CAN interface 154 indicating the occupancy state of the particular vehicle seat 30, 54, 58.

The central ECU 14 includes a Pulse Width Modulation (PWM) motor control 318 and supplies PWM power to a plurality of motor outputs HS1, LSIs, as shown in fig. 23. The electronic circuitry associated with the PWM motor control 318 includes one or more input interfaces 402, 394, one or more multi-MOSFET drivers 406A-406C, and solid-state relays 342, 342'. Some of the electrical inputs 38 to the central ECU 14 associated with the PWM motor control 318 are filtered battery power BAT-F, hall effect sensor 130 position feedback 146, and switch commands 86A. A non-volatile random access memory (NVRAM)322 is included in microcontroller 386 for storing memory settings, service information, and other data. The central ECU 14 receives hall effect sensor 130 position feedback 146 via the hall effect input interface 402. Further, the central ECU 14 receives the switch input 86A through the 12-volt digital input interface 394. The switch input 86A provides instructions to the microcontroller 386 to request a change in position of one or more of the bi-directional DC motors 106, 106A, 122.

As shown in fig. 23, the outputs from the microcontroller 386 include one or more PWM motor control 318 commands and an enable signal EN. The multi-MOSFET driver 406A provides a high-side gate drive voltage V-CP output. Serial peripheral interface 542 transfers signals and command instructions between microcontroller 386 and first multi-MOSFET driver 406A. Further, filtered battery power BAT-F is provided to first multi-MOSFET driver 406A.

The microcontroller 386 generates PWM motor control 318 commands that are distributed to the first plurality of MOSFET drivers 406A as shown in fig. 23. The PWM motor control 318 commands are generated by the microcontroller 386 based in part on one or more of the received switch commands 86B, the received commands through the CAN interface 154 and/or the LIN interface 150, the received hall effect sensor 130 feedback 402A, and preprogrammed commands stored within the microcontroller 386.

In the embodiment shown in fig. 23, the multi-MOSFET driver 406A is an 8-fold driver (8-fold driver), i.e., a multi-MOSFET driver 406A capable of driving eight pairs of high-side gate drivers HSG and low-side gate drivers LSG. Each of the high-side gate driver HSG and the low-side gate driver LSG triggers a respective solid-state relay 342, 342'. Each solid state relay 342, 342' includes a relay output configured to provide high side power HS1 or low side power LS1 to one of the bidirectional DC motors 106, 106A, 122. The shunt resistor 546 monitors the current draw through the solid state relays 342, 342'. The multi-MOSFET driver 406A sends analog shunt current feedback 546A to the microcontroller 386, which indicates the amount of current drawn by the solid-state relay 342. Additionally, if the multi-MOSFET driver 406A detects a fault condition, the multi-MOSFET driver 406A provides fault feedback 548 to the microcontroller 386. Microcontroller 386 can detect certain fault conditions because microcontroller 386 receives analog shunt current feedback 546A and fault feedback 548 from multi-MOSFET driver 406A.

The central ECU 14 includes a second multi-MOSFET driver 406B configured to drive a combination of the bidirectional DC motors 106, 106A, 122 and the unidirectional latch 186, as shown in fig. 24. The multi-MOSFET driver 406B shown in fig. 24 is an 8-fold driver in which four pairs of high-side gate drivers HSG and low-side gate drivers LSG are operatively connected to the high-current solid-state relay 342, and four pairs of high-side gate drivers HSG and low-side gate drivers LSG are operatively connected to the low-current solid-state relay 342'. The high current solid state relay 342 provides high side power HS3 and low side power LS3 to the attached DC motors 106, 106A, 122. The low current solid state relay 342' provides high side power HS4 to the unidirectional latch 186. Any combination of high current solid state relays 342 and low current solid state relays 342' may be selected for a particular multi-MOSFET driver 406B, depending on the specific requirements of the selected application. Further, the microcontroller 386 is configured to provide PWM motor control 318 instructions to the multi-MOSFET driver 406B based in part on the feedback 146 received from the hall effect position sensor 130 associated with a particular bi-directional DC motor 106, 106A, 122. Alternatively, if a particular DC motor 106, 106A, 122 lacks a hall effect position sensor 130, the microcontroller 386 can generate PWM motor control 318 commands independent of the feedback 146 received from the hall effect position sensor 130. Some bi-directional DC motors 106, 106A, 122 lack an associated hall effect position sensor 130 because feedback 146 is not required for some applications.

The electrical connections between microcontroller 386 and second multi-MOSFET driver 406B shown in fig. 24 are similar to first multi-MOSFET driver 406A shown in fig. 23, i.e., they include PWM motor control 318 commands, enable signal EN, serial peripheral interface 542, analog shunt current feedback 546A, and fault feedback 548. The shunt resistor 546 monitors the current draw of the solid state relays 342, 342', with the multi-MOSFET driver 406B providing analog shunt current feedback 546A and fault feedback 548 to the microcontroller 386. The other input to second multi-MOSFET driver 406B is filtered battery power BAT-F. The second multi-MOSFET driver 406B also provides a high-side gate drive voltage V-CP output.

A third multiple MOSFET driver 406C is shown in fig. 25. The third multi-MOSFET driver 406C is a 4-fold driver (4-fold driver)406C having four pairs of high-side gate drivers HSG and low-side gate drivers LSG. The high-side gate driver HSG and the low-side gate driver LSG control the solid-state relay 342. The shunt resistor 546 monitors the current draw through the solid state relay 342. Third multi-MOSFET driver 406C includes similar electrical inputs and electrical outputs as first multi-MOSFET driver 406A and second multi-MOSFET driver 406B, i.e., third multi-MOSFET driver 406C includes PWM motor control 318 instructions, enable signal EN, serial peripheral interface 542, analog shunt current feedback 546A, fault feedback 548, filtered battery power BAT-F, and high-side gate driver voltage V-CP output. The power output HS4 of the solid state relay 342 is configured to provide a power output to the unidirectional latch 186. In some configurations, the multi-MOSFET driver 406C can selectively control the high-side gate driver HSG and the low-side gate driver LSG without using the PWM motor control 318.

As shown in fig. 23-25, the central ECU 14 may include any number of multiple MOSFET drivers 406A-406C, including a combination of 4-fold and 8-fold MOSFET drivers 406A-406C, as desired for a particular application. Further, the high-side gate driver HSG and the low-side gate driver LSG may electrically operate the combination of the high-current solid-state relay 342 and the low-current solid-state relay 342' as needed for a particular application. In one embodiment of fig. 23-25, the high current solid state relay 342 provides a power output to the high current drawing bi-directional DC motor 122, such as the recline motor 122 that draws up to about 42 amps of operating current. In addition, the low current solid state relay 342' provides a power output to the low current drawing bidirectional DC motor 106A, such as the seat mid power motor 106A having an operating current draw in the range of about 5 to 7 amps.

The central ECU 14 includes a plurality of double High Side Driver (HSD) relays 418, 422, as shown in fig. 26. Dual HSD relays 418, 422 include a first HSD relay 418 configured to provide high side power HS5 to heating system 110 and a second HSD relay 422 configured to provide high side power HS6 to ventilation system 114. The current draw of each HSD relay 418, 422 is about 5 to 7 amps. The number of dual HSD relays 418, 422 may be selected to provide high side power HS5, HS6 to a desired number of heating systems 110 and ventilation systems 114. For example, if a particular application requires support for (4) heating and ventilation systems 110, 114, central ECU 14 may be configured with (4) dual HSD relays 418, 422.

As shown in fig. 17, 22, and 26, each heating system 110 includes a thermistor 134 configured to provide feedback 142, 142B to a microcontroller 386. Microcontroller 386 provides control commands CS and enable signal EN to dual HSD relays 418, 422 in response to feedback 142, 142B received from thermistor 134 and inputs 86A, 86B received from switch 86. The dual HSD relays 418, 422 may include current sensors such that analog current feedback 546A indicative of current draw through the dual HSD relays 418, 422 is provided to the microcontroller 386. Analog current feedback 546A to microcontroller 386 allows microcontroller 386 to monitor the operating status of dual HSD relays 418, 422 and determine the operating conditions of electrically coupled heating system 110 and ventilation system 114.

The center ECU 14 includes a low-current H-bridge 410 and a low-power H-bridge 414, as shown in fig. 27. The low current H-bridge 410 includes integrated Field Effect Transistors (FETs) and supports up to four high-side power HS7 and low-side power LS7 outputs for the bi-directional DC motors 106, 106A, 122, 198. Filtered battery power BAT-F is supplied to low current H-bridge 410. The serial peripheral interface 542 allows bidirectional communication between the microcontroller 386 and the low current H-bridge 410. Included in the low current H-bridge 410 is a current monitoring capability in which analog current feedback 546A indicative of the current draw of the integrated FET is sent to the microcontroller 386. The microcontroller 386 generates the PWM motor control 318 instructions based in part on one or more of the instructions 86A, 86B received through the 12-volt digital input interface 394, the instructions 86A, 86B received through the flexible digital input interface 398, memory information stored in the NVRAM 322, the analog current feedback 546A, and/or internal pre-programmed instructions stored in the microcontroller 386. Alternatively, if the particular application includes a hall effect position sensor 130, the microcontroller 386 can generate the PWM motor control 318 command based in part on the feedback 146 received from the hall effect position sensor 130. In the embodiment shown in fig. 27, low current H-bridge 410 high side power output HS7 and low side power output LS7 provide power to bi-directional DC motor 198 which has a maximum operating current draw of about 1.5 amps and is configured to provide x-axis and y-axis movement of outer mirror 66, 66'.

Low-power H-bridge 414 shown in fig. 27 is supplied with filtered battery power BAT-F. The low-power H-bridge 414 includes current sensing capability and provides analog current feedback 546A to the microcontroller 386. The microcontroller 386 creates the control command CS and the enable signal EN based in part on one or more of the commands 86A, 86B received through the 12-volt digital input interface 394, the commands 86A, 86B received through the flexible digital input interface 398, memory information stored in the NVRAM 322, the analog current feedback 546A, and/or internal pre-programmed commands stored in the microcontroller 386. The microcontroller 386 sends a control command CS and an enable signal EN to the low-power H-bridge 414. The low-power H-bridge 414 includes a pair of high-side motor power output HS2 and low-side motor power output LS 2. In the embodiment shown in fig. 27, high-side motor power output HS2 and low-side motor power output LS2 are electrically coupled to a low-current bidirectional DC motor 106A having a peak current draw of about 3.5 to 6 amps.

Fig. 28 shows a control architecture 374 of the central ECU 14. The central ECU 14 includes an embedded USB/serial interface 486, a bluetooth/RFID interface 490, and a CAN/LIN interface 150B. The CAN/LIN interface 150B also includes the ability to communicate with an inter-integrated circuit bus (I2C) and a universal asynchronous receiver/transmitter bus (UART). Other embedded module interfaces 486, 490, 150B may be included in the central ECU 14 to support other communication methods. The central ECU 14 may use these communication methods as required by the particular application. An analog-to-digital converter (ADC) and a general purpose input/output (GPIO) interface 554 are included for processing electrical inputs and electrical outputs of the microcontroller 386. The central ECU 14 provides modularity of communication by integrating various embedded communication interfaces 486, 490, 150B, 554 within the central ECU 14. The particular embedded communication interfaces 486, 490, 150B, 554 included within the central ECU 14 may be tailored to support various applications. The central ECU 14 provides a portable solution because the central ECU 14 has the flexibility to interface with other devices, including, by way of non-limiting example, the electronics 22 associated with the automotive power seat applications 30, 54, 58, the door assembly 62, and the adjustable exterior mirror 66.

The central ECU 14 includes electronic circuitry 558 to provide high side power HS1-HS7, low side power LS1-LS7, current and power H-bridges (HB)410, 414, and PWM motor control 318, as shown in FIG. 28. In addition, the central ECU 14 includes electronic circuitry 562 to provide low energy PWM motor control 318 for the door lock actuator 182. The central ECU 14 presents a flexible architecture 374 for the following applications: wherein the functions of, for example, as a non-limiting example, the motorized seats 30, 54, 58, the motorized exterior mirror 66, the adjustable pedals 74, 78, and the adjustable steering column 70 require bi-directional DC motor controls 106, 106A, 122, 198. The central ECU 14 also includes a single power output for system applications such as the heating system 110, the ventilation system 114, the unidirectional latch 186, and the door lock actuator 182, as non-limiting examples. The central ECU 14 is a centralized system that includes a plurality of bidirectional DC motor control interfaces 302 and an external position sensor interface 402 to monitor the position of selected bidirectional DC motors 106, 106A, 122, 198.

The microcontroller 386 of the central ECU 14 includes a microprocessor 566, as shown in fig. 28. The microprocessor 566 includes a non-volatile random access memory (NVRAM)322, a Random Access Memory (RAM)570, and a Read Only Memory (ROM) 570. An Operating System (OS)574, application software 578 and low-level drivers 582 are preloaded into the RAM/ROM 570 of the microprocessor 566. Additional application software 578 includes control diagnostics and functional monitoring. In addition, microprocessor 566 includes software for processing services and diagnostic event management 586. Age compensation and online calibration for vehicle seat 30, 54, 58 applications may be incorporated into the central ECU 14 because the central ECU 14 includes many communication interface options, as well as NVRAM 322. The flexibility of including specific communication interfaces 486, 490, 150B and microcontroller 386 to receive analog current feedback 546A and fault feedback 548 from the multiple MOSFET drivers 406A-406C, current and power H-bridges 410, 414 and dual HSD relays 418, 422 allows microcontroller 386 to perform functional safety checks and redundancy verification. Further, the microcontroller 386 may store the service data in the NVRAM 322 and communicate the service data over one or more of the available communication network interfaces 150, 154. Thus, the central ECU 14 may be configured to include service data communication preparation for the particular application requiring this feature.

The microcontroller 386 of the central ECU 14 includes pre-programmed instructions in the application software 578, including the prioritization of the plurality of attached electronic devices 22. As a non-limiting example, prioritization may classify particular electronic devices 22 into groups of high priority, medium priority, and low priority. Accordingly, microcontroller 386 may order the created command instructions based on a pre-assigned prioritization to ensure that certain electronic devices 22 are powered before other electronic devices 22. For example, the microcontroller 386 may be preprogrammed to create prioritized command instructions (prioritized command instructions) for the door lock actuator 182. Further, the microcontroller 386 may selectively delay creating command instructions for the bi-directional DC motors 160E, 106F attached to the external mirrors 66,66' until after the microcontroller 386 has created command instructions for the high priority electronics 22.

In addition to sequencing the creation of command instructions, microcontroller 386 may be preprogrammed to selectively delay the creation of command instructions for selected electronic devices 22. For example, the microcontroller 386 may be preprogrammed to selectively limit the total amount of electronics 22 receiving power output during a particular time period in order to limit the total current draw through the solid state relays 342, 342'. Similarly, microcontroller 386 may delay creating command instructions for selected electronic devices 22 until after microcontroller 386 stops creating command instructions for other electronic devices 22. In practice, microcontroller 386 may limit the total amount of current draw through central ECU 14 by selectively sequencing the provision of power output among the plurality of electronic devices 22. In essence, the central ECU 14 may avoid providing power outputs to each attached electronic device 22 at the same time, as the microcontroller 386 may selectively sequence the provision of power outputs to the various electronic devices 22.

Further, since the microcontroller 386 receives analog current feedback 546A and fault feedback 548 from the multiple MOSFET drivers 406A-406C, the current and power H-bridges 410, 414, and the dual HSD relays 418, 422, the microcontroller 386 can detect faults occurring in the connected electronic device 22. The analog current feedback 546A and fault feedback 548 enable the microcontroller 386 to confirm that the attached electronic device 22 has operated as intended. Thus, if the microcontroller 386 detects analog current feedback 546A and/or fault feedback 548 that is outside of a preprogrammed expected range, the microcontroller 386 may send an error command through the CAN interface 154 and/or the LIN interface 150. Further, when microcontroller 386 detects an error condition, microcontroller 386 may maintain a service flag indicator in NVRAM 322. Finally, microcontroller 386 can create alternative command instructions based on detection of error conditions. For example, if the microcontroller 386 receives the instruction 86A requesting an increase in temperature setting for the heating system 110 and the microcontroller 386 detects an error condition of the heating system 110, the microcontroller 386 may selectively create a command instruction to provide a power output to the lighting device 178 instead of the command instruction requesting the central ECU 14 to provide a power output to the heating system 110.

The central ECU 14 is customizable such that the central ECU 14 may be incorporated into many different vehicles 18 and/or vehicles 18 having different electronics 22 because the central ECU 14 includes multiple MOSFET drivers 406A-406C, current and power H-bridges 410, 414, dual HSD relays 418, 422, and solid state relays 342, 342'. The corresponding electrical output 42 may be distributed to the electronic device 22 as desired for a particular application. For example, if the central ECU 14 is configured to provide eight pairs of high-side power output HS 1/low-side power output LSI that provide the PWM motor control 318, the eight pairs of power outputs HS1, LSI may be allocated to provide power outputs to the six bidirectional DC motors 106 attached to the driver seat 30 and the two bidirectional DC motors 106 attached to the passenger seats 54 in the first vehicle 18. In the second vehicle 18 having a different configuration of the driver seat 30 and the passenger seat 54, the four pairs of high side power outputs HS 1/low side power outputs LSI may be allocated to provide power outputs to the four bidirectional DC motors 106 attached to the driver seat 30, with the remaining four pairs of power outputs HS1, LS1 allocated to provide power outputs to the four bidirectional DC motors 106 attached to the passenger seat 54. Thus, the same central ECU 14 may be used for two different vehicle 18 applications by changing the application software 578 stored in the memory of the microcontroller 386 and changing the wiring harness 84.

One benefit of the central ECU 14 is that the number of power seat modules 202 and/or door modules 206 in the vehicle 18 is reduced, which also reduces the complexity of the electrical/electronic system architecture 10. A second benefit is that the central ECU 14 provides PWM motor control 318 to the bi-directional DC motors 106, 106A, 122, 198 attached to the driver seat 30, passenger seats 54 and rear seats 58 of the vehicle 18 and optionally to the adjustable steering column 70, adjustable accelerator and brake pedals 74, 78 and adjustable exterior mirrors 66, 66'. A third benefit is that the central ECU 14 selectively provides an electrical power output to one or more of the seat heating system 110, the seat ventilation system 114, the door lock actuator 182, the solenoid 190, the lighting device 178, and the unidirectional latch 186. A fourth benefit is that the central ECU 14 includes non-volatile random access memory (NVRAM)322, which allows the central ECU 14 to maintain memory settings, service data, and diagnostic information. A fifth benefit is that the central ECU 14 can prioritize the actuation of the connected electronic devices 22 attached to the vehicle seats 30, 54, 58, steering column 70, accelerator and brake pedals 74, 78, exterior mirrors 66,66' and door lock actuators 182 based on pre-programmed prioritization criteria. A sixth benefit is the use of solid state components, including the solid state relays 342, 342', that provide analog current feedback 546A and fault feedback 548 to the microcontroller 386 of the central ECU 14, which allows for diagnostics and fault recovery within the microcontroller 386. A seventh benefit is that the central ECU 14 can be reconfigured by changes to the preprogrammed application software 578 to use the central ECU 14 for various vehicle 18 applications because the respective electrical inputs 38 and electrical outputs 42 can be redistributed to different electronic devices 22 and electronic sensors 26 within the vehicle 18. An eighth benefit is that the central ECU 14 can be reconfigured by populating or reducing the respective electrical inputs 38 and electrical outputs 42 within the common control architecture 374. By using a common control architecture 374, multiple central ECUs 14 may be created for various vehicle 18 applications with manufacturing cost savings.

The invention has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present invention are possible in light of the above teachings. It is, therefore, to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described.