CN111065549A

CN111065549A - Vehicle wire harness

Info

Publication number: CN111065549A
Application number: CN201880040813.XA
Authority: CN
Inventors: 大卫·S·百利得; 威尔伯·E·杜瓦尔
Original assignee: Intelligent Technologies International Inc
Current assignee: Intelligent Technologies International Inc
Priority date: 2017-04-27
Filing date: 2018-04-25
Publication date: 2020-04-24
Also published as: WO2018200616A1

Abstract

A vehicle electrical system that provides power and communications to controllable vehicle devices includes an electrical bus having elongated wires, a power source connected to the bus, and control units respectively attached to one or more devices. The coupler couples the transceiver to the bus such that the transceiver provides information generated by the transceiver to the bus using an identification protocol and such that information on the bus is retrieved by the transceiver. Each coupler includes a ring-shaped magnetic element disposed around a wire, and a coil wound around a portion of the magnetic element and connected to a respective transceiver. Power and communications are provided to the device from a power and communications source coupled to the bus through the bus, a transceiver, and a control unit coupled to the transceiver to cause a change in operation of the device based on information on the bus.

Description

Vehicle wire harness

Technical Field

The invention is in the general field of wiring systems applied to vehicles such as vehicles and ships, as well as to buildings such as houses, in particular land motor vehicles such as cars. The invention specifically addresses the use of a common power or data bus to provide and receive information and to power multiple sensors and electrical switches in a motor vehicle.

Background

In today's automobiles, there are many motors, other power starters (switches), lighting lamps, etc., and are controlled by one hundred or more switches and fifty or more relays, and are made up of thousands of meters of electrical wires and nearly a thousand of different numbers of pins connected by connectors. Therefore, it is not surprising that the onboard electrical system is a highly unreliable system for vehicles and may be the cause of most warranty repairs.

Unfortunately, when revolutionary approaches are needed, the automotive industry employs sporadic approaches to solve this problem. In fact, the current trend is to group together several devices in the vehicle electrical system, which are geometrically or physically located in a common area of the vehicle and connect them to an area module, which is connected to the rest by means of a communication and power bus. An electrical system of a vehicle. The final hybrid system still contains substantially the same number and kind of connectors, while the number of wires in the vehicle is reduced by only about 20%.

Possible definitions of terms used in this application are contained in both U.S. patent No. 7,663,502 and U.S. patent No. 20160347269.

Patent WO 2016191662 describes a vehicle electrical system for providing power and communication to vehicle devices, the electrical system comprising a (single) electrical bus with elongate conductors and connector assemblies located at different positions along the conductors. The connector assembly includes: a connector housing defining an inlet and an outlet for electrical wires; the electric wire is passed through the connector housing from the inlet to the outlet from the connector without being interrupted; and a connector attached to the joint housing. Wires, such as one or more wires, are attached to each connector at one end region and to a respective cluster or cluster control unit at an opposite end region. Each cluster or cluster control unit is electrically coupled to at least one vehicle device. The power and communication source provides power and communication to the vehicle devices over the bus.

Patent US 20120330597 describes a power and data transfer system comprising conductors 50 for transferring power and data, and an intelligent connector 70 operatively connecting the conductors 50 with a device 60. The smart connector 70 may also be characterized as a processing node. Each device 60 may have its own smart connector 70, fig. 2. Each smart connector 70 also includes a memory having a device testing algorithm stored thereon, and a processor configured to execute the device testing algorithm in order to evaluate characteristics, including current and voltage associated with the power supply and/or the communication link.

Also associated with this are US 8089345, US 20150280372, WO 03048829 and WO 2004054179.

Disclosure of Invention

In an embodiment of the vehicle wiring system of the present invention, a majority of almost all devices are connected to a single communication bus and a single power bus. In a preferred embodiment, a pair of conductors serves as both a power bus and a communication bus. When fully implemented, each device on the vehicle will be coupled to the power supply and communication bus or single combined bus, so they will now have an intelligent connection and only respond to data for that device, i.e. only to data with the correct device address or Identification (ID).

Accordingly, an electrical system for a vehicle providing power and communication to a plurality of controllable vehicle devices includes a (single) electrical bus including an electrical bus having a plurality of elongated wires, a power source coupled to the bus, and a control unit electrically coupled to the bus, respectively. At least one of the controllable vehicle devices, and a transceiver for generating and receiving information using the bus. Each transceiver is coupled to a respective control unit and is interposed between the control unit and a coupler (an electrical connector and a current transformer) that couples the transceiver to the bus at different locations along the electrical line so that information generated by the transceiver can be provided to the bus and information on the bus for retrieval by the transceiver. The connectors and current transformers allow electrical energy to be drawn from the bus without interruption. Each coupler includes: a ring-shaped magnetic unit arranged around the wire; and a coil wound on a portion of the magnetic unit and connected to the corresponding transceiver. Power and communications are provided to the vehicle devices from a power source and communications source coupled to the bus through the bus, transceiver, and control unit to alter operation of the vehicle devices based on information on the bus. The communication bus is preferably in the form of a complete wire loop.

Drawings

The following drawings illustrate embodiments of systems exemplarily developed or modified using the teachings of at least one invention disclosed herein and are not meant to limit the scope of the invention covered by the claims.

Fig. 1 is a prior art wiring harness perspective view of a vehicle.

Fig. 2 is a view of the alternative wiring harness system of fig. 1.

FIG. 3 is a block diagram of the power bus to which the various Spider modules are connected.

FIG. 4 is a block diagram of a power bus connected to the various Spider Spider modules of FIG. 3, but with more detailed information about the connected devices and operation.

FIG. 5 is a schematic diagram of the power bus encircling the vehicle.

Fig. 6-8 are views of a wire splice used to connect a power bus to power Spiders and the devices connected thereto.

Fig. 9 and 10 show the working principle of the current transformer.

Fig. 11 is a schematic diagram of a rectangular current transformer in which the coil is wound on a rod that is magnetically connected to the rest of the transformer structure.

Fig. 12-17 illustrate several examples of power bus system operation.

Figure 18 shows an alternative configuration using two parallel bus structures.

Fig. 19 shows a configuration of electric power buses, one of which is located near the periphery of the vehicle and the other of which is located at the center of the vehicle.

Figure 20 shows a preferred spider module port assignment scheme.

FIGS. 21-23 show preferred spider module information bit allocation schemes.

Figure 24 shows a preferred microprocessor and connector arrangement in a spider module web.

Fig. 25 shows various representative information processing paths.

FIG. 26 shows a preferred Spider I/O input/output pin assignment.

FIG. 27 shows a preferred spider module information bit layout.

Fig. 28 shows a block diagram of a preferred information transceiver.

Fig. 29 is a flowchart of reception information from the power supply bus.

Fig. 30 is a flowchart of processing in the Spider module (Spider module) for information generation.

FIG. 31 illustrates an exemplary spider module flow diagram for received information for the left back door.

Fig. 32 shows a flowchart of information processing in the ECU Spiders (spider module) of fig. 3.

Figure 33 shows the application of the invention to the AC power bus of a house or building.

FIG. 34 is a Spiders design for continuous information input from the outside.

Best mode for carrying out the invention

All patents or documents mentioned anywhere in this specification are herein incorporated by reference in their entirety. Additionally, although many of the examples below relate to vehicles, i.e., automobiles, the present invention is not limited to any particular vehicle and, thus, applies to all vehicles involved, including all compartments of a vehicle, including, for example, passenger or other vehicles. Cars, trucks, buses, farm tractors, construction machines, trains, planes and boats. Some embodiments of the invention are also applicable to houses and buildings.

The use of "or" and "in the description and claims should be read as conjunctive and disjunctive where necessary to make them an inclusive rather than exclusive text meaning and should not be construed as limiting the scope of the words.

Detailed description fig. 1 is a perspective view of a prior art wiring harness or wiring harness 10 showing a vehicle, shown to illustrate the complexities inherent in current wiring harnesses. The connectors on the bus are shown at 12 in the figure.

Fig. 2 is a view of an alternative to the wire harness system of fig. 1, showing the wire harness system 20. The control unit in fig. 1 is replaced by a control unit referred to as a spider module (spider)22 that leads from a respective one of the plurality of connectors and connector assemblies 16 that interface with the power and communication bus 18 (also referred to as a coupler or connector assembly). Although four wires 24 are shown here leading from each spider module 22, the actual number of wires 24 leading from each spider module 22 depends on the number of devices controlled by the spider module 22 (as described below), and may vary from a minimum to a maximum. Depending on other requirements of the spider module 22, such as size. Each wire 24 may lead to a respective vehicular device (not shown in fig. 2). The power and communication bus 18 is connected to power and communication sources known in the art, and is configured to direct power and/or communication along the bus 18 or through the bus 18.

For the purposes of this patent application, spider module 22 may be considered an electronic control unit or assembly that includes a processing unit or microprocessor for all controllable vehicle devices connected to spider module 22, as well as other devices and sensors. The spider module microprocessor responds thereto with the associated ID(s) (device(s), sensor(s), etc. connected thereto) and controls one or more vehicle devices in accordance with one or more instructions communicated to the ID information via power and communication bus 18. Taking the car light as an example, when an "on" command is received, the microprocessor powers the light. As another example of a vehicle device, in the case of a window motor, the microprocessor may supply power to the window motor until it receives a stop command or within a fixed period of time, or when it senses that the window has been fully opened or fully closed. The microprocessor controls many different processes as required. The microprocessor can check for a short circuit or open circuit before sending power to the device and if either is found, the microprocessor sends a fault message to the ECU over the bus 18, thereby eliminating all but a single vehicle main fuse.

The power and communication bus 18 may be a two-wire bus and may be the only bus in the vehicle. This does not exclude the possibility of using two or more such buses in the same vehicle. The number of connections and current transformers connected to the power and communications bus 18 depends on the number of spider modules 22 required.

Basic theory and system architecture

Figure 3 is a block diagram of a power bus connected to various spider modules, generally designated 30.

Spider modules

32, 34, 36, 38, 40, 42, 44, 46, 48, 50 are connected to connectors and current transformers 52 by wires 60 and are controlled by a Spider module 50, referred to as an ECU, which is connected to the bus by a connector and current transformer 52. Wireless interface 62 is connected to ECU spider module 50 by a wire 64, and IP (dashboard switch) 66 is connected to ECU spider module 50 by a wire 68. Each spider module controls a variety of different devices, and is preferably placed in close proximity to its devices to reduce wire length. The ECU 50 sends information and requirements to the individual spider modules and commands to specific spider modules to control specific functions of the devices connected to the individual spider modules. The wireless interface 62 provides the ability to control any required Spider module and devices connected thereto from the Internet, smart phones or other wireless devices programmed into the ECU 50. The bus is a complete loop of elongated wires.

FIG. 4 is a block diagram of a power bus connected to the various Spiders (spider modules) in FIG. 3, but with more detailed information on the connected devices and operation. Left rear spider module 32(ID5 and ID 10) controls the various lights in its vicinity, including brake lights, tail lights and left turn lights, shown collectively at 33. Spider module 34, which controls the equipment located at the left rear door, has the equipment shown as ID4, 11 and control 35, including the window motor and door lock. The ECU spider module 50 exchanges information with the spider module 34 when ID4 is used, and it instructs a group of spider modules when ID 11 is used. For example, if all doors are to be locked or unlocked, the ID 11 will be used. The spider module 34 also contains a switch for requesting that the window be up or down or that the door be locked or unlocked.

The driver door Spider module 36 has

IDs

3 and 11 and similarly exchanges information with the ECU module, switches and controls the window motor, the door lock and the two mirror motors. Switches that may be provided on the vehicle door associated with spider module 36 include switches for raising and lowering the vehicle window to lock and unlock the vehicle door and to move the rearview mirror to various positions. Spider module 36 also controls lock override and window override functions as shown at 37. The left front spider module 38 controls the high and low beam headlights and left turn information, as shown at 39, with an ID of 2 and a group ID of 10. The right rear spider module 40, with

IDs

6 and 10, controls the brake, tail light and right steering information, as shown at 41. The right rear spider module 24, ID 7 and ID 11, controls the window motor and door lock actuators, shown at 43, for raising and lowering the window and locking and unlocking the door switches. The spider module 44 of the passenger doors, ID 8 and ID 11, controls the window motor and door lock actuators, as shown at 45, for raising and lowering the window and locking and unlocking the door switches. The right front spider module 46 with

IDs

9 and 10 controls the high and low beams of the right headlight, and controls the right turn light shown at 47. The ECU spider module 50 may be directly connected to various switches to control the far, low beam left, right steering information lights and emergency brakes as shown at 51.

Fig. 5 shows the power supply and communication bus during vehicle travel. It differs from the one disclosed in US20160347269 in that the loop does not terminate in a cell, but is continuous. The positive side of the battery is connected to a continuous loop of electrical wiring that includes the 12 volt side of the power bus, and the second terminal of the battery is similarly connected to a continuous loop representing ground. The wire loop can be threaded through a hole in the instrument panel without having to use connectors on both sides of the firewall as in the above-referenced patent application. The connectors and current transformers will periodically interact with the continuous conductor loop. Two wires of the power bus are shown bypassing the periphery of the vehicle. One preferred embodiment is to have the wires close to each other and run through the center of the vehicle. This has two advantages. Firstly, the power bus can be better protected from damage in the event of a vehicle collision, and secondly, the data rate can be increased.

Fig. 6-8 are views of the connectors used to tap the power bus to the power wires for the respective spider modules, which power Spiders and the devices to which they are connected. Figures 6-8 describe the prior art in US 20160347269. Any other commercially available wire splicer may be used. Some include metal sheets that bridge the wires. Others include connections on the conductors of the power buses and current transformers around both power buses. In some cases, the metal sheet is inserted through the mounting of the wires to be joined and is in electrical contact with the wires, thereby electrically connecting them together.

Fig. 9-11 illustrate the principle of the current transformer. The primary conductor 62 (in this case the two wires that make up the power bus 74) passes through the hollow ring 64. The conductor current 66 travels in the same direction in both power bus cables 74 and interacts with the secondary winding 68 and carries the current 66, while the coil or secondary winding 68 carries the current 70. The two

currents

66, 70 are related according to well-known transformer theory.

When assembled, the ferrite core 72 surrounds the two power bus conductors 74 and is coupled to the coil 68 by ferrite bars 78, as shown in FIG. 11. The ferrite core 27 and the ferrite rod 78 constitute a magnetic unit. The coil 68 is wound around a portion of the magnetic unit, namely a ferrite rod 78. With regard to the configuration of the ferrite core 72 and/or the ferrite rod 78, there may be two half-round ferrites with the coil 68 surrounding one of the two half-ferrites. Wires 80 lead from the coil 68 to the associated spider module, and in particular to the transceiver associated with the spider module (see fig. 12-17).

For assembly, the core 72 is placed in the frame 71 and placed on the bus bar 74. The leaf spring 76 is then compressed, allowing the ferrite rod 68 containing the coil 68 to be positioned by sliding into the frame 71. The pressure on the leaf spring 76 then releases the "spring" and the compressed leaf spring 76 holds the assembly intact. Other structures for securely retaining the core 72 in the frame 71 are contemplated and are within the scope of the invention, i.e., referred to herein as retention means, the details of which are known or readily ascertainable to those of skill in the art to which the invention pertains. . The formula for controlling the current transformer is as follows:

(1) es (Ns) d (phi)/dt secondary multi-loop

(2) Ep ═ Np × d (phi)/dt primary circuit

(3) Es/Ep ═ Ns/Np d (phi)/dt for both coils

(4)Es＝Ep*Ns/Np

(5) Ep Ip Es Is the ideal case of no loss

(6)Es/Ep＝Ip/Is

(7)Ip/Is-Ns/Np

(8)Ip＝Is*Ns

(9)Ip＝30*Is

phi 5+ 5 sin (2 Pi F t) 5 is the magnetic flux generated by direct current

d (phi)/dt is-Pi F cos (2 Pi F) converter has no dc current passing through it.

From (9) if Ip is 120 ma. Is 3.6 amps. The transformer is bidirectional (ideal with 100% coupling).

Basic principle of operation

Fig. 12 is a configuration 100 illustrating the principles of the present invention. The two

transceivers

102 and 104 interact with

buses

112 and 114 using the above-described connectors and

current transformers

106, 108.

Bus conductors

112, 114 are also connected to battery 110 using similar connectors (battery represents the power source). Information in the form of digital information is sent by some device not shown (perhaps a spider module or control unit that receives data from the sensors) to the transceiver 102, which converts the digital information into electrical current, and then uses the current transformer 106. Information travels in the same direction through both conductors (wires 112, 114) at the same time and is received by the current transformer 108, then received by the transceiver 104, converted to digital information, and transmitted to an associated spider module (or other control unit) (see fig. 4) (not shown in fig. 12) based on the ID in the information. Thus, a transceiver is inserted between each splice and current transformer and the corresponding spider module or control unit. One of the spider modules may control the power supplied from

buses

112 and 114 to load 116. As disclosed herein, this control may be identity-specific, such that control depends on whether the information contains an ID assigned to the load 116.

Fig. 13 shows the direction in which current and information flow in the power buses 112 and 114 (120 is information flow, 122 is, 124 is direct current). The current in the

power bus conductors

112, 114 flows from the positive pole of the battery to the negative pole or ground side, so the current in the coil or conductor 114 is opposite to the current in 112. On the other hand, the information flow is in the same direction along the two loops of the power bus. The effect of this is that any stray information present on the power buses as the conductors pass through the current transformer is cancelled out in the current transformer and the information and information in the two power buses are added. The result is a strict separation of information and power. This allows very low current levels to be used for the information circuit. The essence of the power bus loops is that since each coil is shorted to itself, they neither radiate nor receive electromagnetic information. Thus, no voltage difference occurs from one point of the wire to another, so it neither radiates energy nor absorbs energy from the environment, like an antenna.

Fig. 14 is an additional illustration discussed above.

Fig. 15 shows a system 140 that can process analog and digital information. Two analog devices or sensors are connected to a control unit or spider module 150, such as a tire load sensor 144 and a brake temperature sensor 146. One of the inventions disclosed herein is a novel method of detecting a combination of vehicle overload and tire pressure. When loading the vehicle, the tires may flatten and the distance from the axle to the road may decrease. Similarly, when the tire is under pressure, the distance also decreases. Thus, a device measuring the distance from the axle to the road can measure both the vehicle load and the tire pressure. Both vehicle overload and tire pressure deficiencies can cause tire damage, which should be communicated to the vehicle operator. Currently used systems use tire pressure gauges to measure the pressure inside the tire. When the batteries of such devices are depleted or tires are replaced, replacement must be performed. The system for determining which tire pressure monitor to apply to which tire also complicates the electronics in the vehicle. By placing a distance measuring device (e.g., an ultrasonic sensor) on the axle in the vicinity of the tire, any cause of the tire flattening can be measured. The vehicle operator may be notified that the tire is deflating and therefore should reduce the load in the vehicle or increase the pressure in the tire. In most cases, the problem is that the tire pressure is low, and therefore this very simple invention can accurately and adequately notify the operator of a potential tire failure.

It is important to monitor the brake temperature. In china, trucks are often overloaded and the engine is under powered. When such a vehicle is traveling downhill for a long period, the operator may over-use the brakes to slow the vehicle. This can result in the brakes overheating and, in some cases, tire fire, thereby damaging the entire vehicle and its cargo. Thus, the brake temperature sensor may inform the vehicle driver that the brakes are overheated and that he should stop and allow the brakes to cool before driving down a hill.

Both

sensors

144, 146 produce analog outputs, which in both cases may be converted to digital information by an a/D converter located within the control unit 150. The control unit 150 associates the identification code with the digital information and then provides the digital information to transmit the identification code and sensor data to the transceiver associated therewith. As shown in fig. 1, there is a transceiver between the connector and current transformer 52 and the star wheel 150. As shown in fig. 12 (but not in fig. 15), the transceiver may be integrated into a control unit or spider module 150.

In the spider module in fig. 15, six IDs, for example, ID1, ID2, ID3, ID4, and ID5 are assigned to the spider module, respectively. ID3, ID4, and ID5 control turn information or lamp 152, tail lamp 154, and stop lamp 156, respectively, for control based on information reception. The

IDs

1 and 2 and the two

sensors

144, 146 are used for information generation.

Another example scenario is shown at 160 in fig. 16. In this case, the fuel tank level sensor 162 is converted from analog information to digital information by an A/D164 associated with or part of the spider module 169. Spider module 169 may also control fuel pump 166 and engine 168. And a license plate lamp 168. Therefore, this spider module web uses three IDs. Between the connector and current transformer 52 and the spider module 150, as shown in fig. 1, is a transceiver, as shown in fig. 12 (but not shown in fig. 16), which may be integrated into the spider module 169.

In another example, shown at 170 in FIG. 17, an analog fan controller 172 is connected to a spider module 174 via an A/D176. The spider module 174 may also control air conditioning, fans, and

wipers

178, 180, 182, respectively. In each case, it is desirable to control the various motors to run at variable speeds, which can be accomplished within the programming of spider module 174. Between the connector and current transformer 52 and the spider module 174, there is a transceiver as shown in fig. 12 (but not shown in fig. 17), which may be integrated into the spider module 174.

Alternative configuration scheme

Figure 18 shows an alternative configuration using two parallel connected bus structures. Because of the advantage of data transfer rates, even if the power bus loops enclose a minimum area, while minimizing the length of the auxiliary power lines to the spider module control devices, in some cases it may be desirable to operate two sets of power bus loops, one on the right side of the vehicle and the second on the left side. In fig. 18, they are shown at 210 for circuit a on the right side of the vehicle and at 220 for circuit B on the left side of the vehicle, respectively. Both circuits are connected in parallel (parallel) with the battery 112. Various spider modules 214 shown at 210 are connected to loop a, and spider modules 216 are shown connected to loop B at 216. The ECU (master spider module) 218 is connected to both loops, so the information sent and returned to all spider modules appears on loop a and loop B.

Fig. 19 shows two different configurations 230 for the power bus, one at a location where the bus is located near the vehicle periphery 232 and the other at its center 234. If the loop length is 2.94 meters, the width is 1.76 meters and the wire thickness is 3 mm. At 232, calculations indicate a loop inductance of about 11 microhenries, indicating a maximum bit frequency of less than about 30 kHz. A similar calculation for a loop 234 with a loop width of 10mm results in a maximum bit frequency of 224 kHz. Thus, in situations where high data rates are required, the area covered by the loop is kept small.

Port and information configuration scheme

Figure 20 shows a preferred spider module port assignment scheme. A microprocessor used in the examples and the present disclosure is shown in fig. 1. There are several connector ports on the microprocessor, three of which are depicted in fig. 24. 20. One of many possible software controlled ports and bit allocations is shown. Most of these assignments are arbitrary, and can be controlled by software at initial setup, or dynamically as needed after the system is installed on the vehicle. Similarly, the information shown at the bottom of fig. 3 is the same. 20 are similarly arbitrary but must of course correspond to port assignments. As shown, bit 9 has been allocated to the command bits to specify the operation to be performed by the information. When the bit is set to 1, the switch corresponding to the ID set in bits 15 to 10 will be queried. If bit 9 is set to 0, the switches are set to the values indicated in bits 0 to 8.

Fig. 21 shows a preferred spider module information bit allocation scheme 250. Fig. 21 shows a slightly different configuration of information bits. In this case, bit 11 (ref 256) is reserved for query or command information. Bits 0-7 (reference 252) are used for the switch/sensor and bits 8-10 (reference 254) are used for future expansion.

The software and transceiver interpret a string of 200 to 250 cycles as the start of the message. The Spider ID is encoded in bits 15 through 12 (ref 258). One Spider may have multiple IDs. Using bits 12 to 15 allows 16 IDs to be used. In the example of the figure, in fig. 20, the inquiry command bit is defined as bit 9, and two

other bits

10 and 11 are provided for the ID. Thus, 64 IDs would be allowed to be used instead of 16. In the coding scheme, 0 bits are defined as 16 to 85 periods, and 1 bit is defined as 120 to 165 periods.

Fig. 22 and 23 show the dual use of the information format. In fig. 22, this information is used to interrogate and set the switches, while fig. 22 is used for this information. In fig. 23, this information is used for simulation information. For example, if bit 16 is set to command (256), the devices that should operate, such as up and down windows, should be set in bits 0-15 (252). If it is an analog function, bit 17(ADC, ref 264) is set to 1 according to the analog quantity and bit 16 is set to 16, depending on whether the data is to be read or the device (e.g., fan speed) output is to be controlled. In this case, bits 0 through 9 control the A through D values to be read or written (reference 262).

Design of spider module

Fig. 24 shows a preferred microprocessor and connector arrangement 300 in a spider module web. Power bus 302 provides power and information to the Spider and to the devices controlled by the Spider. The power connection 316 allows power to be drawn from the power bus 302 and fed to the load bus 304 and the regulator 320, which provides power to the microprocessor 324. The microprocessor 324 is programmed through the port 322. The input connector 308 contains 20 pins and a power supply. The output connector 310 similarly contains 20 pins. Although arbitrarily labeled as input and output connectors, the function of each of these pins is controlled by software, so any pin can be either an input or output pin. The transceiver 312 is shown as part of a spider module. As described above, it is connected to the power bus 302 using the current transformer 314 through, for example, the 2-pin connector 318. The 3.3V on the connector output pin represents a value of 1 and the 0V represents a value of 0. PWM refers to pulse width modulation, i.e. the coding scheme used.

Examples of the applications

Fig. 25 shows various representative information processing paths 350. For example, starting at 352, the ECU requests the opening and closing state of the door spider module at 354. Although all other spider modules will receive the request, only the gate spider module will respond to the request, but ignore it because it does not match their ID (at 356). The gate Spider responds 358 to the state of the switch, and the ECU receives this state at 360. Note that all other spiders also received this communication from the gate spiders, but they again ignored the communication because the communication did not match their ID. When interrogating a spider module, the ECU must use the unique spider module ID to perform this operation. On the other hand, when a command is transmitted to a plurality of spider-web networks (for example, a tail lamp is blinked), since IDs recognized by the plurality of spider-web networks can be used, one piece of information from the ECU can control the operation of the plurality of spider-web networks. 364, where the ECU may send information affecting all doors or specific doors based on the ID in the information. When the door Spider receives the message at 366, it will activate the driver to perform the functions required by the ECU Spider. Likewise, all other Spiders will ignore the command in 368.

Another example is provided at 370, where the ECU sends information to all spider-module nets at the four corners of the vehicle, or to the rear left spider-module net, according to the ID in the information. In the first case, only four separate messages are sent in the second. If the information sent by the ECU is a command, only a single message need be sent to all four corners of the vehicle via the common ID. One example of this is that in an emergency situation, a vehicle may wish to flash flashing lights at all four corners of the vehicle. In either case, this is done at 372. Likewise, all other spiders ignore information that does not match one of their unique or common IDs at 374. of

FIG. 26 shows another preferred Spider I/O pin assignment. The inputs may be logical or analog values, they may be outputs of touch switches, or outputs from communication receivers such as SPI, UART, I2C or USB2, all of which are controlled by software. Inputs may also become outputs and vice versa, all under software control.

FIG. 27 shows a preferred spider module drill bit layout discussed elsewhere. Spider module 380 in fig. 3. 27 may measure 2 inches by 2.3 inches. Element 382 represents a mounting hole for a spider module. Element 384 is the connector 1 or power connector. Element 386 is current transformer connector 2. Element 392 is input connector 3. Element 390 is programming connector 4. Element 388 is output connector 5.

Fig. 28 shows a preferred transceiver block diagram 400. 12V from the power bus is fed to a voltage regulator 402, the regulator 402 outputting 3.3V to the microprocessor and 5V to the amplifier detector 404. The amplifier detector 404 receives current pulses from the transmit and receive switches. 406, if it is information from the current transformer, it converts the pulse into information to send to the microprocessor inside the Spider. When there is information from the microprocessor, it enters block 408 in the transceiver, which converts the voltage into a series of current pulses and sends the data to the current transformer.

Flow chart

FIG. 29 is a flow chart 500 of processing information received from a power bus. The process begins at 502 with information being received from a power bus. In step 502, the power bus is continuously monitored for cycles indicating the appropriate frequency of information. If no such period is sensed, monitoring continues in step 504. After receiving the appropriate frequency cycles, the microprocessor in the Spider measures the width of the periodic pulses at 506. If the width does not correspond to the start pulse, control returns to the beginning of the cycle. If the pulse width is equal to the starting pulse determined at 508, control passes to block 510 where the pulse width for the next series of cycles is measured at block 510. If, at 512, it is determined that the pulse width is equal to a width representing a 1, then at 512, control is passed to block 526. If this is not the case, the pulse width is tested at 514 to see if it is equal to if it is 0, and control is again passed to block 526. If not, an error message is set at 516 and control is returned to the beginning of the loop.

If control has passed to block 526, then a bit in the information is set equal to 1 or 0, depending on the determination at 512 or 514. At 524, the information is shifted and at 522, the bit count is increased by one. At 520, it is determined whether this is the last bit based on the bit count. If not, control returns to block 510. If so, the last message is returned to the power bus, and thus to the ECU, at 518.

Fig. 30 is a flowchart 530 of the processing in the information generating Spider. The process begins at start block 532 and begins a cycle for creating composition information at 534. A delay is then inserted at 536 to allow space between the information burst and the bit burst. If the information is determined to start with a bit having a value of 1, as determined at 538, control is passed to block 540 where a period corresponding to information 1 is inserted in block 540. Otherwise, control passes to block 542 where a loop representing 0 is inserted into the information in block 542. At 454, the information is shifted and at 546, the bit count is incremented by 1. At 548, based on the bit count, it is determined whether this is the last bit. If not, control returns to block 536 to insert an inter-bit delay and the process repeats. If it is the last bit, control passes to block 550 and the process is complete.

FIG. 31 illustrates an exemplary spider module flow diagram 560 for receiving information for the left back door. For the example here, assume that the identity of the gate is equal to 4(ID 4). The process begins at 562, where control is passed to 564, where the initiation process occurs. Control then passes to block 566 where the information is received in block 566. At 568, it is checked whether the ID on the information is equal to 4. If not, control returns to block 566. If so, control passes to block 570 where bit 11 is queried. Bit 11 indicates whether the information is inquiry information or command information. If bit 11 is set, control passes to block 572 where the switch is read in the spider module web in block 572. These are window and door lock switches. Control is then passed to block 574, where the information is set equal to ID1, the identification of the ECU, and the switch settings in block 574, and then to 576, where the transmit information is transmitted to the power bus. If bit 11 is not set, then the driver is set equal to the command information (at 578). This information contains the settings of the driver.

Fig. 32 shows a flowchart 600 of information processing used in the ECU Spider of fig. 30. 3. This is the process for an ECU with an ID equal to 1. Initialization begins at 610, after which control is transferred to block 612, where in block 612, a switch directly connected to the ECU is interrogated. This includes headlights, turn signal lights, brake lights and emergency flash lights. Next, control passes to block 614, where the current value of the switch is compared to the previous value in block 614. If the value has not changed, indicating that no new switches are activated, control passes to block 622. If there is a change, then a piece of information is created 616 equal to the ID of 10 plus the switch setting and set command. Bit 11 represents a command. Four messages are then sent, at 618, to each of the four corners of the vehicle. The new value of the switch is then set at 620. The next four series of boxes are associated with the four corners of the vehicle. The first group from block 622 creates a piece of information containing ID3 (the driver door ID) and bit 11 (indicating that this is the inquiry information). Control is then sent to block 624, information is sent at block 624, followed by 626, and information is received at 626. If the information is the same as the last query made, then control is passed to the end of the set of steps indicated by the circled 1, as determined at 628. The query, then information indicative of the new value of the switch is assembled at 630 and sent to the ECU at 632. In the next three series, the right front door, the right rear door, and the left front door, if the switch settings change, for example indicating that a passenger wishes to raise the window, are returned to the ECU query by a series of similar steps and information. These sequences occur at 634 through 668 (i.e., steps 634 through 644 are the same as steps 622 through 632, but associated with the front right door, steps 646 through 656 are the same as steps 622 through 632, but associated with the rear right door, and steps 658 through 668 are the same as steps 622 through 632, but associated with the front left door.

Application in building and single-unit house

Fig. 33 shows the application of the invention to a house AC power bus 900. The main difference between this application and a vehicle application is that in the vehicle housing the power supply is provided as an AC voltage instead of DC. This implementation can be used in houses and buildings where the power supply is ac. Alternating current is used instead of direct current and the method of operation is the same as described above. Since the alternating current is present on both buses and propagates in different directions at the same time, the alternating current information is completely cancelled in the current transformer. In addition, as described above, if any device in the home adds noise to the power bus, the noise is subtracted from each other in the current transformer and is not perceived as information.

Operating by external command

FIG. 34 shows a system design for external input and daisy chain operation. Several different protocols may be enabled to allow external devices to connect with the main ECU Spider to control the devices connected thereto. These external devices may take the form of: Wi-Fi support, Bluetooth support, cell phone support, any USB device connected anywhere on the system, and a vehicle computer for vehicle applications. The external device is connected to the main ECU control module 1002 through a UART. In addition to input and output to and from the power bus 1008, various analog devices may be connected through an A/D (analog to digital) converter at 1010 or a switch at 1012. Similarly, and most importantly, one or more slave ECUs 1004 may generally provide both analog and digital inputs, and both analog and digital inputs may be provided to the slave ECUs 1004. The slave ECU 1004 will have its own power bus and various spiders (Spider modules) will be connected to this local power bus. An illustrative example might be a high-rise building where each floor has a slave ECU that handles all operations on that floor, but is still connected to the master ECU of the entire building, which is also connected to external devices. Of course, the slave ECU 1004 may also be connected to an external device. Each slave ECU 1004 will preferably have its own local power bus and current and junction connectors 1006 connected thereto. Naturally, in a building, there may be multiple power buses on each floor.

Thus, one embodiment of a vehicle electrical system according to the present invention includes a plurality of electrical devices for use in operation of the vehicle, and a single power and communications bus, and all of the devices are connected to the bus. The devices are preferably connected to a spider-module having a separate spider-module address, so that each device will only respond to the spider-module address and appropriate commands. Each bus may include a pair of wires, each forming a loop and connected to all devices through various spider module nets. These devices are, for example, actuators, sensors, lights and switches, and if desired, all other data collection or actuation devices. If one or more unique addresses are assigned to each spider-module web, the bus may be arranged to transmit data in the form of messages, each message having an address of the respective spider-module web, so that only the respective spider-module web assigned to that address responds to the message having that address. Each spider-module web therefore includes means for determining whether the information of the communication bus includes an address assigned to the spider-module web and a command with respect to the device. Each spider module rack may be configured to confirm receipt of the communication and indicate operability of devices connected to each spider module rack at vehicle ignition.

Now, the connector problem can be solved by using only one pair of wires, since a single design in the form of a connector and a current transformer can be used for all connections on the bus, and each connection to the bus for power and communication may or may not require a connector, if a connector is used, only two wires at the most.

Another arrangement is to replace the conductor loop with an information bus that is separate and apart from the power bus. Although not a preferred implementation, in some cases there is no need to transfer information to one or more devices, or for some other reason the information bus need not be connected to every device, or preferably separate from the power line.

Preferred embodiments of the present invention are described above, and it is the applicant's intention that words and phrases in the specification and claims be given ordinary and customary meaning to those skilled in the applicable art, unless otherwise indicated. If applicants have other meanings, they will specifically state that they apply a special meaning to a word or phrase.

Although several preferred embodiments are shown and described above, other geometries, sensors, materials and different dimensions may be used in combination for components performing the same function. At least one of the inventions disclosed herein is not limited to the above embodiments and should be determined by the claims that follow. In addition to the above applications, there are many other applications. Many changes, modifications, variations and other uses and applications of the subject invention will, however, become apparent to those skilled in the art after considering this specification and the accompanying drawings which disclose preferred embodiments thereof. All such changes, modifications, variations and other uses and applications which do not depart from the spirit and scope of the invention are deemed to be covered by the invention which is limited only by the claims which follow.

Claims

1. An electrical system for a vehicle that provides power and communication to a plurality of controllable vehicle devices, comprising:

an electrical bus comprising a plurality of elongate wires;

a power supply connected to the bus;

a control unit each electrically connected to at least one controllable vehicle device;

at least one transceiver for generating and receiving information using the bus, each of the at least one transceiver being coupled to a respective one of the control units; and

at least one coupler each coupling a respective one of the at least one transceiver to the bus such that information generated by the at least one transceiver can be provided to the bus and information on the bus can be retrieved by the at least one transceiver, each of the at least one coupler comprising:

a ring-shaped magnetic unit arranged around the wire; and

a coil is wound around a portion of the magnet unit and connected to a respective one of the at least one transceiver to provide power and communications to the vehicle device from a power and communications source coupled to the bus through the bus, at least one transceiver and the control unit coupled to the at least one transceiver to cause an operational change of the vehicle device based on information on the bus.

2. The system of claim 1, wherein the magnetic unit comprises a ferrite core and a ferrite strip surrounding a portion of the bus, the coil being wound around the ferrite strip.

3. The system of claim 1, wherein the at least one coupler further comprises a frame holding the magnet unit.

4. The system of claim 3, wherein the at least one coupler further comprises a spring to retain the magnetic unit in the frame.

5. The system of claim 4, wherein the spring is on a first side of the frame and presses the magnetic unit against an opposite second side of the frame.

6. The system of claim 5, wherein the magnetic unit comprises a ferrite core surrounding a portion of the bus and a ferrite strip on the second side of the frame, the coil being wound around the ferrite strip, the ferrite strip being compacted. The spring abuts against the second side of the frame.

7. The system of claim 1, wherein the at least one transceiver converts digital information to information in the form of electrical current.

8. The system of claim 1, wherein the at least one transceiver converts the information in the form of electrical current into digital information.

9. The system of claim 1, wherein the power source is a battery.

10. The system of claim 9, wherein a first terminal of the battery is connected to a first one of the electrical wires and a second terminal of the battery is connected to a second one of the electrical wires.

11. The system of claim 10, wherein each of the first and second wires is a continuous loop of wire.

12. The system of claim 1, wherein the vehicle devices are assigned unique identification codes and the control units are each provided with an identification code of any vehicle device to which they are coupled, the information on the bus including the identification codes, the control units of each of the control units processing only those information on the bus including the assigned identification code of one of the vehicle devices coupled to the control unit.

13. The system of claim 1, wherein the at least one transceiver comprises: a first transceiver that generates information using the bus; and a second transceiver that receives information using the bus.

14. The system of claim 1, further comprising at least one sensor that senses a parameter related to operation of the vehicle or a component of the vehicle, the at least one sensor coupled to one of the control units, one of the control units associating an identification code of the at least one sensor with data regarding the parameter sensed by the at least one sensor and generating digital information including the identification code and the data regarding the parameter sensed by the at least one sensor, the at least one transceiver coupled to one of the control units converting the digital information into information and transmitting the information onto the bus.

15. The system of claim 14, wherein the control unit includes an analog-to-digital converter that generates digital information from the data regarding the parameter sensed by the at least one sensor, the control unit generating digital information with the identification of the at least one sensor, the digital information including the identification code and the data regarding the parameter sensed by the at least one sensor.

16. The system of claim 1, wherein the at least one transceiver comprises a plurality of transceivers, each transceiver coupled to a respective one of the control units, each of the control units comprising a microprocessor that determines whether the bus provides information on the bus. At least one transceiver is directed to one of the vehicle devices coupled to the control unit by identifying an identification code included in the information and assigned to one of the vehicle devices coupled to the control unit, the microprocessor processing only the information from the bus to one of them. The plurality of vehicle devices coupled to the control unit includes the microprocessor when the microprocessor determines that information on the bus is directed to one of the plurality of vehicle devices coupled to the control unit.

17. An electrical system for a vehicle, the electrical system providing power and communication to a plurality of controllable vehicle devices, comprising:

an electrical bus comprising a plurality of elongate electrical wires, the electrical bus being a continuous loop;

a power supply connected to the bus;

transceivers for generating and receiving information, each of said transceivers being coupled to a respective one of said control units; and

couplers, each coupling a respective one of the transceivers to the bus to enable information generated by the transceiver to be provided to the bus and information on the bus to be retrieved by the transceiver, each of the at least one coupler comprising:

a ring-shaped magnetic unit arranged around the wire; and

a coil is wound around a portion of the magnetic unit and connected to a respective one of the transceivers.

18. The system of claim 17, wherein each of said transceivers converts digital information into information in the form of current to be transmitted along said bus and converts any form of current into digital information on said bus.

19. The system of claim 17, wherein the vehicle devices are assigned unique identification codes and the control units are each provided with an identification code of any vehicle device to which they are coupled, the information on the bus including the identification codes, the control units of each of the control units processing only those information on the bus including the assigned identification code of one of the vehicle devices coupled to the control unit.

20. The system of claim 17, further comprising at least one sensor that senses a parameter related to operation of the vehicle or a component of the vehicle, the at least one sensor coupled to one of the control units, one of the control units associating an identification code of the at least one sensor with data regarding the parameter sensed by the at least one sensor and generating digital information including the identification code and the data regarding the parameter sensed by the at least one sensor, the at least one transceiver coupled to one of the control units converting the digital information into information and transmitting the information onto the bus.