MXPA01003979A - Configuration programming of input/output connections for network modules in a multiplexed vehicle communication system - Google Patents

Abstract

A control system (10) for a vehicle (13) provides for the control of electrically differentiated loads utilizing a local controller, the functionality of which depends upon a programmed central control unit. A first serial data link (18) connects a plurality of autonomous local controllers of fixed funtionality to the central control unit. A second serial data link (42) links at least a first dependent controller to electrical system controller. The electrical system controller provides for controlling multiplexing of signals on the first and second serial data links (18) and (42). Memory (60) provides both protected and nonprotected sections, with the protected sections providing storage for configuration data structures residing in memory and the data structures providing functional definitions for the first dependent controller. A core program resides in memory (60) for use with the data structures, and a central processor executes the core program using the data structures for generating control signals for transmission to the dependent controllers. The first dependent controller is responsive to the control signals for assuming specialized control states.

Description

PROGRAMMING OF INPUT / OUTPUT CONFIGURATIONS FOR NETWORK MODULES IN A MULTIPLEXED VEHICLE CO MUNICATION SYSTEM REFERENCE TO PREVIOUS REQUEST The present application is a continuation in part of provisional application No. 60 / 113,443 for "Programming Input / Output Connections of Networked Interfaces Modules" filed on December 23, 1998.

INCORPORATION THROUGH REFERENCE OF APPLICATION RELATED The present application is related to utility application No, 60/1 13,443 for Remote I nterface Modules with Programmable Functions filed on December 23, 1998 and expressly incorporates that request by reference.

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to multiplexed communication networks in vehicles and more particularly refers to providing a network having central control module and one or ^ s¡¿ ^ ^ ^^? ^^ í ^ i £ jM ^ i ^ k > There are more remote generic modules to provide control in non-standard vehicle occupations as well as specialized drivers for conventional vehicle occupations. 2. Description of the Prior Art On a simple level, the communication between two agents can be kept physically separate from the communications that occur between other agents. When two or more signals do not use the same physical space, there is no need to separate the signals in time or on a carrier wave frequency. Such a communications regime is sometimes referred to as multiplexing by physical division although the term multiplexed is usually reserved for techniques for applying multiple signals to an individual medium or physical space. The so-called time division multiple transmission describes how automotive vehicles have traditionally been wired. The use of separate dedicated cables to connect switch and lamp is a type of physical division multiplexing. Obviously, the multiplexing of physical division, as it is simple in concept, results in the use of many cables (the classic automotive electric vehicle harness), which are difficult to install during manufacturing and problematic for field maintenance. The provisions that allow a number of agents to communicate over a common physical layer or medium offers much greater physical simplicity. The intelligible communication between two or more As devices between a greater plurality of devices, all on a common medium, depend on the communication devices that are available to distinguish and understand, the messages addressed to these and other messages they receive but which are not intended. . »For them. The process of distinguishing messages depends on the transmitter of the message by applying some question to the message that identifies it for the intended recipient. Human conversation, most people easily distinguish the voice addressed to them from the interference in a crowd by distinctive aspects of the voice of the person being addressed. When the members of the group are electrical components, the problem still involves the identification of a distinctive attribute of the signal. The appropriate attributes for signals have a large number of forms. A line that communicates a signal from a remote switch to a lamp to turn it on or off (having a second local switch for the lamp, changes the states to control the connection of the lamp between a power bus and ground) has cycles only in rare occasions In a typical band such as a change in state occurs only once or twice if it happens. When such a line is intended to provide power to the lamp, and simply indicates changes in status for the local switch that controls the lamp, the line will have the ability to handle more data than the occasional indications to turn a lamp on or off. The goal of maintaining simplicity in manufacturing and maintenance is met feA E. * to- £ * * .. * .4iitePtáutt? &&M *? * > ,,% i? * # '.? «~" I ¡_A___ * ___. ___ - ^^^^ ¡^^^^^^^ ig ^^^^^^ preferably by allowing communication between a number of components presented in an individual medium or at least as few lines of communication as possible The line used to connect the switch and the lamp could connect a number of components, carrying messages between any group of elements connected to the line when it is not required convey an instruction to light a lamp.A way to achieve this objective is a communications regime that divides time into segments during which particular combinations of component have use of a signaling line.Such methods are well known in the art and examples of time division multiple transmission (TDM) In automotive vehicles, the time division and related multiplexer technique offer a substantial simplification in the required physical layer. rida to support the control of vehicle occupations. The rigid time division multiplexed communications seem to intersperse data signals into an individual serial signal over an individual physical medium. The multiplexed communication systems also provide the inverse function (demultiplexing) of the division of the individual signal into multiple non-synchronous digital signals. When the capacity demands of the data transmission medium are not particularly heavy, any unit can claim the medium that provided the collision detection that is provided and other indications, such as the address headers, that indicate the destination of the signal of sector. As it applies to automotive vehicles, multiplexed communications over serial data paths is an effective technique to reduce the number of dedicated communication paths between the different switches, sensors, devices and meters installed on the vehicles. With each increase in the number and variety of accessories and functions installed in each vehicle, the benefits of using a serial link of individual multiplexed communication to pass instructions to and receive information from the vehicle's devices are as diverse as the lights in operation and the rear axle temperature sensors that become larger. The multiplexing of signals to and from local controllers and switches for vehicle systems promises greater physical simplicity through the displacement of much of the vehicle's wiring harness, reduced manufacturing costs, and facilitates cargo handling. electric power and improve the reliability of the system.

The specific manner of implementing the multiplexed communications is outside the scope of the present invention, which applies to a defined protocol, the SAE J 1939 protocol. The development of the "Society of Automotive Engineers" of the J 1939 series of standards for communications multiplexed testifies the advance in the application of multiplexed communications to vehicles. The standards are or will be developed in relation to the communication path, the transmission collision detection, "*** -. • foraatt ?.

Diagnostic ports and data protocols among other topics. The J 1939 protocol provides an open protocol and the definition of the performance requirements of the medium of the physical layer, although it also allows the development of proprietary protocol. The SAE J 1939 protocol is a specialized application of a controlled area network (CAN) and can be easily implemented using commercial integrated circuits such as the Siemens C167 integrated circuit from Germany. A serial communications system that uses a multiplexing regime must link remote digital controllers placed around a vehicle with an electrical system controller (ESC) for two-way communication. Remote digital controllers are addressable, allowing to respond to signals destined to them and initiate particular functions. They may also include programming that allows the device to react to local conditions as well as signals indicating the condition provided by the controller. The ESC can pass requests and instructions received for operations received from certain devices, directed to the correct remote controller, in a way that conditions the synchronization and duration of the responses to the requests to better handle the general electrical load of the vehicle. U.S. Patent 4, 809, 177 to Windle, et al. , which is assigned to the assignee of this patent, refers to a multiplexed communications system in which tataj ~ & ? ^ 2Í,, .a_-JAg «- and-. - • A central controller organizes signals to various occupational controllers distributed around the vehicle. Distributed controllers included internal data processing capability and pro-gramming. Among the controllers 5 were the motor, cabin and chassis controllers. The Windle environment is a limited multiplexing environment, where most of the operational responsibility is distributed to local specialized controllers. Windle et al. , they teach a controller built in accordance with an individual physical design suitable for use in a chassis controller and a cabin controller. The chassis controller manages the engine brakes, the ignition, the air conditioning compressor and some external lights while the cabin controller handled other external lights, the compressor air conditioning, windscreen wiper motor among other functions. The dual-purpose controller is a microprocessor-based system that operates programs stored in local memory. The controller is adapted to handle one or the other of the different sets of functions that are programmed for those functions and by applying different inputs to the device. Reprogramming involved the overwriting of non-volatile memory or the replacement of programmable read-only memory units. Windle et al, recognized that if a controller could be built according to an individual physical design for different Occupations would benefit in terms of reduced inventory and lower manufacturing costs and anticipated improvements in reliability. Regardless of that recognition, Windle's patent teaching does not cover the teaching of a generalized physical layer in which numerous specialized functions are implemented by programming. Windle et al, did not attempt to extend the idea of the individual design controller out of an environment where the controller requirements could be fully anticipated, nor did it attempt to eliminate specialized programming from the distributed controllers. Numerous advantages would flow from allowing a manufacturer to provide a chassis with a generalized electrical control layer upon which extensive programming functionality could be added. For example, builders of luxury cars, fire trucks and ambulances, place all highly specialized requirements in a vehicle's electrical system that may or may not be known to the chassis manufacturer. In some cases these requirements may be unique even for a particular vehicle. For example, a car manufacturer may wish to install a zone-activated air cooling system, highly customized on a vehicle. Such specialized systems or vehicle occupations have required complex custom wiring systems for support. If there were a car manufacturer capable of adapting a communication system in series with the functionality requirements of the different bodies and capable in addition to specify the accessory functionality without the need for wiring that functionality within the vehicle could achieve substantial gains in simplicity and physical reliability. Substantial economies could be obtained from the use of a standardized component for various occupations on commercial vehicles. The ability to support such a device would also simplify assembly and allow for smaller inventories of parts, as partially achieved by Windle et al. Said generic control regime would allow a greater differentiation in the vehicles to be produced economically. Windle et al. , includes the use of fully programmable local controllers, which are adapted for defined sets of tasks by reprogramming. More recently, the suppliers of the main components of the power train have included an appropriate dictation controller to handle the component and for communication with a vehicle electrical system controller using the open protocol of the J 1939 standard. These suppliers allow A limited type of programming driver configuration to change the values of certain operating parameters of the vehicle. The configuration data has been used to change the values of certain controlled parameters, such as motor horsepower / torsion output curves, fuel speeds and displacement control performance; however, the functional definition of the input and output interfaces of the controllers has not been changed and the configuration programming continues to reside in the local controller.

BRIEF DESCRIPTION OF THE INVENTION An object of the invention is to provide a vehicle and control communication system that supports uniform physical layers through the vehicle groups of requirements occupational increasingly differentiated. Another object of the invention is to minimize the number and variety of local controllers required in the physical layer to implement the vehicle occupations. It is a further object of the invention to provide a layer physical for a scalable communication and control system through the use of scalable functional, generic, local controllers, substantially releasing communications from control systems of input and output resource limitations. According to the invention there is provided a vehicle having the plurality of electric charges, differentiated from one another in terms of the required voltage, the extracted current, the duration of charge and the variation of the energization levels. The vehicle conventionally includes a plurality of drivetrain components such as engines, transmissions and braking systems against immobilization to which electronic control is applied. Each main pulse train component has its own stand-alone controller, which executes a program, which is responsible for the requests received by the controller from a control network. Each stand-alone controller includes means for receiving requests that relate to a pulse train component and means for monitoring the state of the pulse train component in order to provide status indications for the component on the network including a first pulse collector. serial data for an electrical system controller. The invention further includes at least one dependent controller for accessory components. The dependent controller includes a plurality of ports available for functional definition. The dependent controller includes a processor subject to remote control to specify all the functions of the dependent controller. A second serial data collector connects the dependent controller and the electrical system controller. The electrical system controller includes memory for storing a memory program, definition data for the dependent controller, and status indications received from the stand-alone and stand-alone controllers. The memory program and the definition data are preferably stored in the non-volatile memory, although they are subject to being rewritten if required. The electrical system controller is based on a central processor connected by a collector to the memory to access and execute the memory program on the definition data and on the status indications. The specific inputs to the dependent controllers are generated to generate the functional definition instructions for the dependent controllers and the specific actions to be taken. The electrical system controller further includes serial collector controllers that provide multiplexing of functional definition instructions on the second serial data collector. The additional effects, features and advantages will be evident in the following description.

BRIEF DESCRIPTION OF THE DRAWINGS.

The novel features considered as specific to the invention are set forth in the appended claims. However, the invention itself, as well as a preferred mode of use, additional objects and advantages thereof, will be better understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings, wherein: Figure 1 is a perspective view of a vehicle electrical system; Figure 2 is a high-level block diagram of the control network for a vehicle; - Figure 3 is a diagrammatic illustration of the provision of data interfaces for the central electrical system controller of the invention; Figure 4 is a detailed block diagram of the control network of the present invention; and Figure 5 is a schematic illustration of the arrangement of the control network of the present invention on a truck.

DETAILED DESCRIPTION OF THE INVENTION Figure 1 is a perspective view of a vehicle electrical system 10 installed on a vehicle 13. The vehicle control system 13 comprises an electrical system controller (ESC) 30, which is the main component in a control system electronic vehicle The ESC 30 handles a number of occupational controllers placed on vehicle 13 and executes a load management program that inspects the total load imposed on the vehicle's electrical system and the power train through various accessories installed on the vehicle. . Most of the components of the vehicle are directly controlled by one of a group of autonomous occupational controllers, which include a meter group 14, a monitor controller 20, a transmission controller 16, a bank of auxiliary instruments and switches 12, and a brake immobilization system (ABS) 22 controller, all of which are connected to ESC 30 on a serial data collector 18. Standalone controllers include local data processing and programming and are typically supplied by the component manufacturer controlled The serial data link 18 is a twisted pair cable constructed in accordance with the SAE J 1939 standard and is accessible externally via the diagnostic port 36. Although the autonomous controllers handle many functions locally and are functionally difficult without reference to ESC 30, they report the data to ESC 30 and can receive a request operative from the ESC 30 U n second serial data link 42 extends from the ESC 30 to a remote interface module 40. The remote interface module 40, similar to the stand-alone controllers, provides local control signals such electrical devices that constitute or control the loads installed on the vehicle 13. While the remote interface module 40 has data processing capability, it commonly includes minimal local programming and depends on and is functionally specified by the signals received on the second link of serial data 42 from ESC 30 for operation. Therefore the Ms 40 IRs are called dependent controllers. The loads imposed on the vehicle on the vehicle systems 13 controlled by the electric control system 30 are usually electric charges, although they may include an electronically controlled coupling of mechanical devices to the vehicle power train 13. The selection of Gear in the automatic transmission would be an example of such an arrangement. Other electrically controlled non-electric loads may include control of a clutch for a compressor of a conditioned air or drive of pumps driven by the power train of the vehicle. The load management program may, depending on the energy demands of the components, including the accessories controlled by a RIM 40, request the increased power output from the motor through the motor controller 20. The group of meters 14, the transmission controller 16 and the motor controller 20 all communicate with the electronic system controller 30, which also monitors the inputs and outputs from the auxiliary instrument and the bank of switches 12, over the serial communication link in the harness 18 The electronic system controller 30 can be programmed to overcome the normal response characteristics of the group of meters 14, transmission controller 16 and motor controller 20. If the electrical and mechanical loads exceed the capacity of the vehicle, the requests conflict with each other and under other circumstances. An RI M 40 is a general proposed control interface that allows the attachment of various vehicle accessories 30. The RIM 40 provides a plurality of ports that provide for each of the following: analog inputs, analog outputs, digital inputs and outputs digital The characterization of a port Sf * L. & .i particular as, for example, an exit port, does not necessarily mean that it works exclusively as an exit port. For example, an output port may include voltage drop detector elements, current flow sensing elements or both, allowing the determination of the ESC 30 either from, for example, a focus on a lamp connected to the output port that is in operation or if there is a short circuit condition or not in an attached device. Figure 2 is a schematic illustration of the system vehicle control 10. The electrical system control 30 communicates with the local occupational controllers on one of the two main SAE J1939 18 and 42 serial data links. The J1939 standard provides an open protocol and an owner protocol, which differ in the formatting of the information transmitted on the serial data links. Accordingly, the serial data links 18 and 42 may use the same or different communication protocols. Controllers for substantially common vehicle components such as transmissions, motors and the like communicate with ESC 30 over the link of serial data 18, which uses an open protocol. A diagnostic connector 36 connects to the serial data link 18 on which the programming portions of the ESC 30 can be overwritten. In the illustrated embodiment, three remote interface modules are defined by ESC 30 on the serial data link 42 for function as a remote power switch 40 (A) a eg, < -S »HUgáRi. '._ • remote motor controller 40 (B) and a remote air control system 40 (C). The specific functions of the different remote interface modules are not important and are given only as examples. The control arrangement of the main components of the vehicle drive train, the group of vehicle gauges and the diagnostic port 36 on the serial data link 18 and the provision of a second serial data link 42 to carry the communication between the definable dependent controllers (remote interface modules 40) are added to the main vehicle elements in a protected partition via link 18 which is isolated from the operator defined functionality implemented on the serial 42 data link. The ESC 30 provides the monitoring of two-state switches in a group of switch banks 51 over a data link 52 SAE J1708 of a relatively low baud rate. The ESC 30 can also connect directly to various devices and sensors, which are grouped as discrete outputs 53 and discrete inputs 55. Figure 3 is a block diagram of the different elements of the ESC 30. The ESC 30 includes a fixed number of interface connections to read two-state switches (ie on / off). These inputs are suitable for reading the warning light sensors that typically provide a ground connection to the vehicle to indicate that the sensor is in an active state. An open circuit connection is provided by The sensor to indicate an inactive state. Another group of inputs are labeled analog inputs. Those inputs are subjected to sampling, analog-to-digital conversion and storage as a representative binary value in the volatile random access memory section 63 of the memory 60 for further processing. A plurality of discrete output interfaces may include driver connections. of low power relay that are capable of activating an electromechanical relay device located anywhere on the vehicle and within the vehicle power distribution system (not shown). The ESC 30 also provides high power solid state output channels. High power output channels or power switches can handle up to 10 to 20 amps at a battery voltage level of 14 volts. Direct input and output channels can be defined functionally by programming and configuring ESC 30. If the number of channel interfaces is insufficient, one or more RIMs segregate to the private serial data link 42. The ESC 30 has three serial data interfaces that include those two serial data links J1939, 18 and 42. The serial data links J1939 operate at data speeds of 250K bauds as described above, provide data communication between the main autonomous controllers of power train components and the ESC 30 on the link 18 and between the dependent controllers and the ESC 30 on the link 42. The Siemen C 167 integrated circuit, it provides two J 1939 ports which are independently accessible and of which one is connected to the private J 1939 link 42. The J 1939 public 18 link provides connection to the stand-alone controllers. In this way, the definable Ms 40 IRs are segregated from the stand-alone controllers, protecting the autonomous controllers from the errors or programming failures that occur with respect to the Ms 40 IRs. The program memory 69 and most addresses of the configuration data memory 65 are preferably constructed from the immediate memory that allows the reprogramming of ESC30 from the diagnostic port 36 if required. The program memory 69 preferably requires high input voltages for rewriting, or otherwise relatively protected compared to the configuration data memory 65. The ESC 30 also functions as a data bridge between the serial data link 18 and the link serial data link 42. The serial data link 52 is a 9600 baud link according to the SAE 1708 protocol. The volatile random access memory 63 provides a maneuver memory for the data from the dependent controllers and the sensor inputs. The initialization memory 67 loads the memory operation program and the configuration data. A central processing unit can direct the system memory for execution of the memory program and the ÍÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ. The program stored in the program memory 69 is not typically changed to accommodate the functional definition of any of the ports of the ESC 30 and RIMs40. The program is the iteration algorithm that can be interrupted by event that is completely supported on the data frames stored in the configuration data memory section 65 to implement the specific functionality or any physically undefined interface or RIM port. The data frames can be unique for a given vehicle and 0 relate to the port addresses for a particular functionality and provide the response of the vehicle under defined conditions. A RIM 40 can be constructed using digital signal processors or equivalent circuit elements. Methods of programming a digital signal processor to implement any number of elements of a circuit are well known in the art. ESC 30 must reliably implement several functions in the particular ports of the RIM 40 and consequently a standardized expandable address scheme for each dependent controller and their respective I / O interfaces that are provided. Figure 4 is a detailed schematic illustration of a physical layer of the invention. The ESC 30, located on the side of the cockpit of the shield 92, communicates with the motor controller 5, the transmission controller 16 and the brake system «& ** ** + ** t **. ^ Rm ?? tYii_ _ii ¡B against immobilization 22 and the meter screen 14, mainly on the serial data link 18. The two-state switches selected in the controller of motor 20, transmission controller 16 and ABS 22 can be controlled or monitored over serial data link 52. Serial data link 42 provides communication between 4 dependent controllers or remote interface modules, over which the ESC 30 implements a air solenoid driver 40 (D), a hydraulic solenoid driver 40 (E), an unspecified controller 40 (F) and a controller for remote lamps 49 (G). The ESC 30 is directly connected to the heater controls 75, the steering wheel switches 71 and an impeller control module 73 which operates a plurality of other switches. The direct interfaces implemented by the ESC 30 are also functionally defined by the configuration programming. Figure 5 illustrates a possible physical layer for a vehicle control system that includes an ESC 30, a plurality of RI Ms 40 and a plurality of autonomous controllers on a truck 13. U na RIM 40 is located on the outside of the cabin 13, providing a plurality of interfaces in the rear portion of the truck 13. A car or vehicle body builder can define the interfaces to control a variety of optional equipment or accessory. The car or vehicle body builder uses the programming specifications to design a configuration database to give the dependent driver functionality. A second R IM 40 can be placed in front of the protective shield 92 on the vehicle 1 3. Positioned in this way the second RIM 40 is conveniently located to the equipment added to the front end of a vehicle such as special lights or a hot shoe. of positionable power socket. The invention allows the implementation of a vehicle communication and control system having a uniform physical layer, although scalable. The autonomous controllers, the dependent controllers, the central electrical system controllers and the interconnection data links can be physically identical from one vehicle to another through groups of vehicles of increasingly differentiated occupational requirements. The only physical difference, in many cases, it will be the actual physical position on the vehicle which, from an electronic point of view, provides a substantially uniform physical layer from one vehicle to another. The uniformity and scalability of the dependent controllers help to minimize the number and variety of local controllers required in the physical layer to implement vehicle occupations. The scalable implementation through the use of local, functionally generic and scalable controllers and the definable interfaces on the electrical system controller substantially free the communication system and control the limitations of input and output resources. The scaling capability is further enhanced by providing an executable memory program on scalable data frames that define the functionality of the input / output ports. While the invention is shown in only one of its forms, it is not limited and is susceptible to various changes and modifications without departing from the spirit and scope of the invention.

Claims (19)

1. CLAIMS 1 A vehicle control system comprising: an electrical system controller having at least a first connection interface, non-volatile memory including a protected memory block and an unprotected memory block, configuration data stored in the unprotected block, a memory program stored in the protected block, and processor means having access to non-volatile memory to execute the memory program using the configuration data and to generate and apply instruction data applied to the first connection interface; a bidirectional data collector connected to the first connection interface for the transmission of data applied to it; and at least one generic controller connected to the bidirectional data collector and which responds to the instruction data received on the bidirectional data collector to generate specialized functions.
2. 2. A vehicle control system according to claim 1, characterized in that the electrical system controller further comprises: a plurality of connection interfaces functionally definable by means of the configuration data.
3. 3. A vehicle control system according to claim 2, characterized in that the generic controller further comprises: a plurality of external connection interfaces functionally definable by the instruction data, which include the definition as input and output interfaces; and means for transmitting state data, including status data and received sensor over any connection interface defined as an input interface, over the bidirectional data collector.
4. A vehicle control system according to claim 3, characterized in that the electrical system controller further comprises: volatile memory for storing status data received from a generic local controller, the volatile memory that is accessible to the processing means; and the configuration data that define the use of the status data.
5. 5. A vehicle control system according to claim 4, characterized in that the communications on the first data collector are established using a first communications protocol.
6. A vehicle control system according to claim 5, further comprising: a second data collector connected to the controller of electric system; a plurality of specialized local controllers connected to the second data collector for bidirectional communications with the electrical system controller, which includes 5 the transmission of status data from specialized local controllers to the electrical system controller; and means for storing status data received from specialized local controllers in the volatile memory.
7. 7. A vehicle control system according to claim 6, further comprising: a plurality of two-state switch devices; and a third data collector connected between the controller of the electrical system and each of the plurality of two-state switch devices that allow the controller of the 15 electrical system reads status data from two-state switch devices.
8. 8. A vehicle control system according to claim 6, characterized in that the specialized local controllers connected to the second collector control a 20 plurality of main drive train components of a vehicle on which the vehicle control system is installed.
9. 9. A vehicle control system according to claim 8, characterized in that the electrical system controller includes bridge means for transferring the data from the 25 second data collector to the first data collector. = ¡? 3¡ ^^ * ^ M!
10. 10. A vehicle control system according to claim 9, further comprising: a diagnostic port connected to the second data collector through which the configuration data resident in the unprotected block can be overwritten.
11. 11. A vehicle control system according to claim 10, further comprising: the protected memory block comprising flash memory; and means for overwriting the memory program through the diagnostic port.
12. A vehicle control system according to claim 11, characterized in that the configuration data defines a plurality of the communication interfaces of the electrical system controller and the generic local controller.
13. A vehicle control system according to claim 12, further comprising: a plurality of differential loads connected to at least one generic local controller.
14. 14. A vehicle control system having a plurality of electrically differentiated loads, the control system comprising: a first serial data link; a plurality of autonomous local controllers connected to the first data link, the stand-alone controllers that are characterized because having fixed functionality; a second serial data link; at least one first dependent controller connected to the second data link; an electrical system controller coupled to the first and second serial data links, the controller of the electrical system including, means for controlling the multiplexing of signals on the first and second serial data links, memory, configuration data structures resident in memory , the data structures that provide functional definitions for the first dependent controller; a memory-resident memory program for use with the data structures, and processing means for executing on the data structures to generate the control signals for transmission to the dependent controllers and for managing the control signals outside the means of control; and the first dependent controller that responds to the control signals to assume the specialized control states.
15. 15. A control system according to claim 14, the plurality of differentiated loads that include a plurality of devices coupled to the first dependent controller.
16. 16. A control system in accordance with the claim 15, which also comprises. program means executing on the electric system controller to update the state of the dependent controller periodically. 5
17. 17. A control system in accordance with the claim 16, and further comprising: dependent and stand-alone controllers that include input interfaces for receiving sensor data and means for providing sensor data transmission to the electrical system controller 10; means for alternating the sensor data in the electrical system controller; and the processing means that further execute the memory program on the configuration data to interpret and respond to the data of the sender.
18. 18. A vehicle comprising: a plurality of pulse train components installed on the vehicle; an autonomous controller coupled to each of the plurality of pulse train components, each autonomous controller including means for receiving requests related to a pulse train component; means that respond to requests, to issue 25 instructions to the pulse train component and - Jtgk means to monitor the state of the pulse train component and generate status indications, a ppmer serial data collector connected to each stand-alone controller to supply requests to the dependent controllers and transport the status indications from the dependent controller; a plurality of subsidiary controllable components installed on the vehicle; at least one dependent controller connected to the subsidiary controllable components, the dependent controller including a plurality of ports subject to the functional definition; a second serial data collector connected to a dependent coder; and an electrical system controller connected to the first and second serial data collectors, including, memory for storing a memory program, definition data for a dependent controller and status indications, processing means accessing the memory to execute the program of memory on the definition data and on the status indications for generating functional definition instructions for dependent controllers and means for controlling the multiplexing of functional definition instructions on the second serial data collector.
19. 19. A vehicle according to claim 18, which - «a_á: further comprises an external access port to the first serial data collector to the electrical system controller, and means for overwriting the definition data in the memory on the external access port SUMMARY A control system for a vehicle that provides control of electrically differentiated loads using a local controller, the functionality of which depends on a programmed central control unit; a first serial data link connects a plurality of autonomous local controllers of fixed functionality to the central control unit. A second serial data link that links at least a first dependent controller to the electrical system controller. The electrical system controller provides the multiplexing of control of the signals on the first and second serial data links. The memory provides protected and non-protected sections, with the protected sections that provide storage for the configuration data structures that reside in memory and the data structures that provide the functional definitions for the first dependent controller. A core program resides in memory for use with the data structures and a central processor executes the memory program using the data structures to generate the control signals for transmission to the dependent controllers. The first dependent controller responds to the control signals to assume the specialized control states. ? smaßtM ^? MM