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Title:
VEHICLE WIRE HARNESS
Document Type and Number:
WIPO Patent Application WO/2018/200616
Kind Code:
A1
Abstract:
Vehicular electrical system that provides power and communications to controllable vehicular devices includes an electrical bus having elongate wires, an electrical source connected to the bus, and control units each attached to one or more of the devices. Couplers couple transceivers to the bus to enable messages generated by the transceiver to be provided to the bus and messages on the bus to be retrieved by the transceiver using an identification protocol. Each coupler includes an annular magnetic unit arranged around the wires, and a coil wound around part of the magnetic unit and connected to a respective transceiver. Power and communications are provided to the devices from a power source and communications source coupled to the bus through the bus, the transceivers and the control units coupled to the transceivers to cause a change in operation of the devices based on messages on the bus.

Inventors:
BREED DAVID (US)
DUVALL WILBUR (US)
Application Number:
PCT/US2018/029272
Publication Date:
November 01, 2018
Filing Date:
April 25, 2018
Export Citation:
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Assignee:
INTELLIGENT TECH INTERNATIONAL INC (US)
International Classes:
B60R16/02; B60R16/023; B60R16/03; B60R16/04; H01F38/28; H01F38/30; H04B3/54; H04B3/56
Foreign References:
US20120330597A12012-12-27
US6529120B12003-03-04
US5745027A1998-04-28
US20060076838A12006-04-13
US20160347269A12016-12-01
US20160274153A12016-09-22
US20120218114A12012-08-30
Attorney, Agent or Firm:
ROFFE, Brian (US)
Download PDF:
Claims:
CLAIMS

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

an electrical bus comprising a plurality of elongate wires;

an electrical source coupled to said bus;

control units each electrically coupled to at least one of the controllable vehicular devices;

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

at least one coupler that each couple a respective one of said at least one transceiver to said bus to enable messages generated by said at least one transceiver to be provided to said bus and messages on said bus to be retrieved by said at least one transceiver, each of said at least one coupler comprising:

an annular magnetic unit arranged around said wires; and

a coil wound around a part of said magnetic unit and connected to a respective one of said at least one transceiver, whereby power and communications are provided to the vehicular devices from a power source and communications source coupled to said bus through said bus, said at least one transceiver and said control unit coupled to said at least one transceiver to cause a change in operation of the vehicular devices based on messages on said bus.

2. The system of claim 1, wherein said magnetic unit comprises a ferrite core that surrounds a portion of said bus and a ferrite bar, said coil being wound around said ferrite bar.

3. The system of claim 1, wherein said at least one coupler further comprises a frame that holds said magnetic unit. 4. The system of claim 3, wherein said at least one coupler further comprises a spring to retain said magnetic unit in said frame.

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

6. The system of claim 5, wherein said magnetic unit comprises a ferrite core that surrounds a portion of said bus and a ferrite bar on said second side of said frame, said coil being wound around said ferrite bar, said ferrite bar being pressed by said spring against said second side of said frame. 7. The system of claim 1, wherein said at least one transceiver converts a digital signal into the message in the form of current.

8. The system of claim 1, wherein said at least one transceiver converts the message in the form of current into a digital signal.

9. The system of claim 1, wherein said electrical source is a battery.

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

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

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

13. The system of claim 1, wherein said at least one transceiver comprises a first transceiver that generates messages using said bus and a second transceiver that receives messages using said bus.

14. The system of claim 1, further comprising at least one sensor that senses a parameter relating to operating of the vehicle or a component of the vehicle, said at least one sensor being coupled to one of said control units, said one of said control units associating an identification code of said at least one sensor to data about the parameter sensed by said at least one sensor and generating a digital signal including the identification code and the data about the parameter sensed by said at least one sensor, said at least one transceiver coupled to said one of said control units converting the digital signal to a message and sending the message onto said bus.

15. The system of claim 14, wherein said control unit includes an analog to digital converter that generates a digital signal from the data about the parameter sensed by said at least one sensor, said control unit associating the identification of said at least one sensor with the digital signal to generate the digital signal including the identification code and the data about the parameter sensed by said at least one sensor. 16. The system of claim 1, wherein said at least one transceiver comprises a plurality of transceivers, each coupled to a respective one of said control units, each of said control unit including a microprocessor that determines whether messages on said bus provided by said at least one transceiver are directed to one of the vehicular devices coupled to said control unit by recognizing an identification code including in the messages and assigned to one of the vehicular devices coupled to said control unit, said microprocessor only processing messages from said bus to one of the plurality of vehicular devices coupled to said control unit in which said microprocessor is included when said microprocessor determines that messages on said bus are directed to that one of the plurality of vehicular devices coupled to said control unit.

17. An electrical system for a vehicle that provides power and communications to a plurality of controllable vehicular devices, comprising:

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

an electrical source coupled to said bus;

control units each electrically coupled to at least one of the controllable vehicular devices;

transceivers that generate and receive messages, each of said transceivers being coupled to a respective one of said control units; and

couplers that each couple a respective one of said transceivers to said bus to enable messages generated by said transceiver to be provided to said bus and messages on said bus to be retrieved by said transceiver, each of said at least one coupler comprising:

an annular magnetic unit arranged around said wires; and

a coil wound around a part of said magnetic unit and connected to a respective one of said transceivers.

18. The system of claim 17, wherein each of said transceivers converts a digital signal into the message in the form of current to be sent along said bus and converts any messages in the form of current on said bus into a digital signal.

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

20. The system of claim 17, further comprising at least one sensor that senses a parameter relating to operating of the vehicle or a component of the vehicle, said at least one sensor being coupled to one of said control units, said one of said control units associating an identification code of said at least one sensor to data about the parameter sensed by said at least one sensor and generating a digital signal including the identification code and the data about the parameter sensed by said at least one sensor, said at least one transceiver coupled to said one of said control units converting the digital signal to a message and sending the message onto said bus.

Description:
VEHICLE WIRE HARNESS

TECHNICAL FIELD

This invention is in the general field of wiring systems applied to vehicles such as boats, buildings such as houses and particularly to land-based motor vehicles such as automobiles. The present invention specifically addresses use of a common wire bus or data bus for supplying and receiving information and supplying power to multiple sensors and actuators in a motor vehicle.

BACKGROUND ART

It is not uncommon for an automotive vehicle today to have many motors, other actuators, lights etc., controlled by one hundred or more switches and fifty or more relays and connected by kilometers of wire and close to one thousand pin connections grouped in various numbers into connectors. It is not surprising therefore that the vehicular electrical system is a highly unreliable system of the vehicle and a probable cause of most warranty repairs.

Unfortunately, the automobile industry takes a piecemeal approach to solving this problem when a revolutionary approach is needed. Indeed, a current trend is to group several devices of the vehicle's electrical system together, located geometrically or physically in a common area of the vehicle, and connect them to a zone module, which is connected by communication and power buses to a remainder of the vehicle's electrical system. Resulting hybrid systems still contain substantially the same number and assortment of connectors with only about a 20% reduction in the amount of wire in the vehicle.

Possible definitions of terms used in the application are set forth in U.S. Pat. No. 7,663,502, and US 20160347269, both of which are contain relevant disclosure.

WO 2016191662 describes an electrical system for a vehicle that provides power and communications to vehicular devices includes a (singular) electrical bus having elongate wires, and connector assemblies situated at different locations along the wires. The connector assemblies include a splice housing defining an inlet and outlet for the wires, the wires passing from the inlet to the outlet through the splice housing without being interrupted, and a connector attached to the splice housing. An electrical conduit, such as one or more wires, is attached at one end region to each connector and at an opposite end region to a respective cluster or cluster control unit. Each cluster or cluster control unit is electrically coupled to at least one vehicular device. Power and communications are provided to the vehicular devices by a power source and communications source through the bus.

US 20120330597 describes a power and data delivery system includes a conductor 50 for transferring both power and data, and smart connectors 70 operably connecting the conductor 50 with the devices 60. Smart connectors 70 may also be characterized as processing nodes. Each device 60 may have its own smart connector 70, Fig. 2. Each of the smart connectors 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 a current and voltage, associated with the power and/or communication link.

Of interest are also US 8089345, US 20150280372, WO 03048829 and WO 2004054179. SUMMARY OF THE INVENTION

In an embodiment of a vehicle electrical wiring system of the invention, most to nearly all the devices are connected with a single communication bus and a single power bus. In a preferred embodiment, a single wire pair serves as both the power and communication buses. When completely implemented, each device on the vehicle will be coupled to the power and communication buses, or single combined bus, so that they will now have an intelligent connection and respond only to data that is intended for that device, that is, only that data with the proper device address or identification (ID).

Thus, an electrical system for a vehicle that provides power and communications to a plurality of controllable vehicular devices includes a (singular) electrical bus including an electrical bus having multiple elongate wires, an electrical source coupled to the bus, control units each electrically coupled to at least one of the controllable vehicular devices, and transceivers for generating and receiving a message using the bus. Each transceiver is coupled to a respective control unit and interposed between the control unit and a coupler (an electrical splices and current transformer) that couples the transceiver to the bus at different locations along the wires to enable messages generated by the transceiver to be provided to the bus and messages on the bus to be retrieved by the transceiver. The splices and current transformers permit power to be extracted from the bus without being interrupted. Each coupler includes an annular magnetic unit arranged around the wires, and a coil wound around a part of the magnetic unit and connected to the respective transceiver. Power and communications are provided to the vehicular devices from a power source and communications source coupled to the bus through the bus, the transceivers and the control units to cause a change in operation of the vehicular devices based on messages on the bus. The communications bus is preferably in the form of a complete loop of wire.

BRIEF DESCRIPTION OF DRAWINGS

The following drawings are illustrative of embodiments of the system developed or adapted using the teachings of at least one of the inventions disclosed herein and are not meant to limit the scope of the invention as encompassed by the claims.

FIG. 1 is a perspective view of a prior art wire harness of a vehicle.

FIG. 2 is a view of a replacement wire harness system of FIG. 1.

FIG. 3 is a block diagram of the power bus connected with various Spiders

FIG. 4 is a block diagram of the power bus connected with various Spiders as in FIG. 3 but with more detail of the connected devices and operations.

FIG. 5 is a drawing of the wire loop as it weaves around the vehicle.

FIGS. 6-8 are views of a splice used to connect the power bus to wires which provide power to the Spiders and their connected devices.

FIGS. 9 and 10 illustrate the principle of operation of a current transformer.

FIG. 11 is a schematic of a rectangular current transformer with the coil wound around a bar which connects magnetically with the remainder of the transformer structure.

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

FIG. 18 illustrates an optional configuration using two parallel but connected bus structures. FIG. 19 illustrates configurations for the power bus, one where the bus is located near the vehicle periphery and one where it is centrally located.

FIG. 20 illustrates a preferred Spider port assignment scheme.

FIGS. 21-23 illustrate preferred Spider message bit assignment schemes.

FIG. 24 illustrates a preferred microprocessor and connector arrangement in a Spider.

FIG. 25 illustrates various representative message handling paths.

FIG. 26 illustrates a preferred Spider I/O pin assignments.

FIG. 27 illustrates a preferred Spider bit layout.

FIG. 28 illustrates a preferred transceiver block diagram.

FIG. 29 is a flow chart of a receive message from the power bus.

FIG. 30 is flow chart of the process in a Spider of the generation of a message.

FIG. 31 illustrates an exemplary Spider flow chart for a received message for the left rear door.

FIG. 32 illustrates a flowchart for message processing in the ECU Spider of FIG. 3.

FIG. 33 illustrates the application of the invention to a house or building AC power bus.

FIG. 34 is a Spider design for external and daisy chained input.

BEST MODE FOR CARRYING OUT INVENTION

All patents or literature referred to anywhere in this specification are incorporated by reference herein in their entirety. Also, although many of the examples below relate to a vehicle, namely, an automobile, the invention is not limited to any particular vehicle and is thus applicable to all relevant vehicles including all compartments of a vehicle including, for example, the passenger or other compartment of an automobile, truck, bus, farm tractor, construction machine, train, airplane and boat. Some implementations of this invention are also applicable to houses and buildings.

"Or" and "and" as used in the specification and claims shall be read in the conjunctive and in the disjunctive wherever they appear as necessary to make the text inclusive rather than exclusive, and neither of these words shall be interpreted to limit the scope of the text.

FIG. 1 is a perspective view showing a prior art wire bus or harness 10 of a vehicle presented to illustrate the complexity inherent in current wire harness. Connectors on the bus are illustrated at 12.

FIG. 2 is a view of a replacement for the wire harness system of FIG. 1 showing a wire harness system 20. Each connector 12 in the prior art wire harness system in FIG. 1 is replaced by a control unit referred as a Spider 22 that leads from a respective one of a plurality of splice and connector assemblies 16 that engage with a power and communication bus 18 (also referred to as couplers or connector assemblies). Although shown here with four wires 24 leading from each Spider 22, the actual number of wires 24 leading from each Spider 22 depends on the number of devices controlled by the Spider 22 (described below) and may vary from a minimum of one to a maximum determined by other requirements of the Spider 22, e.g., size. Each wire 24 can lead to a respective vehicular device (not shown in FIG. 2). Power and communication bus 18 is connected to a power source and communications source, which are known in the art to which this invention pertains and configured to direct power and/or communications along or over the bus 18. A Spider 22 may be considered for the purposes of this application as an electronic control unit or assembly comprising one processing unit or microprocessor for all the controllable vehicular devices, and other devices and sensors, connected to the Spider 22. A Spider microprocessor responds to its associated ID(s) (those of the devices, sensors, etc. connected thereto) and controls one or more of the vehicular devices based on one or more commands attached to the ID message passing on the power and communication bus 18. For a light, as an example of a vehicular device, the microprocessor provides power to the light when an "on" command is received. In the case of a window motor, as another example of a vehicular device, the microprocessor can provide power to the window motor until it receives a command to stop or for a fixed time period or when the window is sensed to have reached its fully open or closed position. Many different processes are controlled by the microprocessor as needed. The microprocessor can check for a shorted or open circuit prior to sending power to a device and if either condition is found, the microprocessor sends a fault message to the ECU over bus 18 thereby eliminating the need for all but a single vehicle master fuse.

Power and communication bus 18 may be a two-wire bus and may be the only bus in the vehicle. This does not preclude the possibility of using two or more such buses in the same vehicle. The number of splice and current transformers attached to the power and communication bus 18 depends on the number of Spiders 22 needed.

General theory and structure of the system

FIG. 3 is a block diagram of the power bus connected with various Spiders, collectively 30. Spiders 32, 34, 36, 38, 40, 42, 44, 46, 48, 50 are connected to the splices and current transformers 52 through wires 60, and the system is controlled by a Spider 50 called the ECU connected to the bus through a splice and current transformer 52. Wireless interfaces 62 are connected to the ECU 50 through wire 64 and the IP (instrument panel switches) 66 is connected to the ECU 50 through wire 68. Each Spider controls various devices that are preferably in its vicinity to reduce wire lengths. ECU 50 sends messages and interrogations to the various Spiders, and commands to specific Spiders to control specific functions of devices connected to the respective Spider. Wireless interface 62 provides the ability to control any desired Spiders, and devices connected thereto, from the Internet, a smart phone, or other wireless device programmed into the ECU 50. The bus is a complete loop of elongate wires.

FIG. 4 is a block diagram of the power bus connected with various Spiders as in FIG. 3 but with more details of the connected devices and operations. Left rear Spider 32 (ID5 and ID 10) controls various lights in its vicinity including the brake light, taillight, and left turn signal shown together as 33. Spider 34 controlling the devices situated in the left rear door has IDs of 4 and 11 and controls the devices shown at 35 including the window motor and door lock. When ID 4 is used, the ECU 50 is interrogating the Spider 34 and when ID 11 is used, it is commanding a group of Spiders. ID 11 would be used, for example, if all the doors are to be locked or unlocked. Switches are also contained within Spider 34 for requesting that the window go up or down or that the door is locked or unlocked.

Driver's door Spider 36 has IDs of 3 and 11 and similarly interrogates switches and controls the window motor, door lock and two mirror motors. Switches that can be provided in the door attached to the Spider 36 include switches for raising and lowering the window locking and unlocking the door and moving the mirror into a variety of positions. Spider 36 also controls the lock override and window override functions, as indicated at 37. Left front Spider 38 controls the high and low beam headlights and the left turn signal, as indicated at 39, and has the ID of 2 and a group ID of 10. Right rear Spider 40, with IDs of 6 and 10, controls the brake, taillight, and rear turn signals, as indicated at 41. Right rear door Spider 42 with IDs of 7 and 11 controls the window motor and door lock actuator and switches for raising and lowering the window and locking and unlocking the door, as indicated at 43. Passenger door Spider 44 with IDs of 8 and 11 controls the various window motors and door locks with switches for raising and lowering the window and locking and unlocking the door, as indicated at 45. Front right Spider 46 with IDs 9 and 10 controls the right headlight high and low beams and the right turn signal shown at 47. ECU 50 can have various switch connected directly thereto for controlling the high beam low beam left and right turn signals and emergency brakes shown at 51.

FIG. 5 shows the wire loop as it travels around the vehicle. It differs from that disclosed in US20160347269 in that the wire loop does not terminate at the battery but is continuous. The plus side of the battery is connected to one continuous loop of wire comprising the 12 volt side of the power bus and the second terminal of the battery is similarly connected to one continuous wire loop representing ground. Loops of wire can be fed through holes in the instrument panel rather than using connectors on either side of the firewall as in the above-referenced patent application. Periodically, splices and current transformers interact with the continuous wire loops. The two conductor wires of the power bus are shown passing around the periphery of the vehicle. A preferred implementation is to pass the wires closer to each other and down the center of the vehicle. Two advantages results. First, the power bus is better protected from damage during a vehicle crash and second, the data rate is increased.

FIGS. 6-8 are views of a splice used to connect the power bus to wires which provide power to the Spiders and their connected devices. A prior art device, illustrated in FIGS. 6-8, is described US20160347269. Any other commercially available splice ready to receive wires to be spliced may be used. Some include a metal piece which bridges the wires. Others include splices on the wires of a power bus and the current transformer surrounding both power bus wires. In some, the metal piece cuts through the installation of the wires to be spliced and makes electrical contact with the metal wires thereby electrically joining them together.

FIGS. 9-11 illustrate the principle of the current transformer. A primary conductor 62, which in this case are the two wires making up a power bus 74, passes through a hollow core 64. Primary current 66 travels in both power bus cables 74 in the same direction and interacts with a secondary winding 68 and carries current 66, while a coil or secondary winding 68 carries current 70. The two currents 66, 70 are related according to well-known transformer theory.

When assembled, a ferrite core 72 surrounds the two power bus conductors 74 and is coupled to the coil 68 by means of a ferrite bar 78, FIG. 11. The ferrite core 27 and ferrite bar 78 constitute a magnetic unit. The coil 68 is wound around part of the magnetic unit, i.e., the ferrite bar 78. As for the construction of the ferrite core 72 and/or ferrite bar 78, there could be two half circles of ferrite with the coil wound 68 around one of these two half circles of ferrite. Wires 80 lead from the coil 68 to an associated Spider, and specifically to a transceiver associated with a Spider (see FIGS. 12-17).

For assembly, the core 72 is put into a frame 71 and placed over bus wires 74. Leaf spring 76 is then compressed allowing the ferrite bar 68 containing the coil 68 to be positioned by sliding into the frame 71. Pressure on the leaf spring 76 can then be released and the compressed leaf spring 76 holds the assembly intact. Other structure for securely retaining the core 72 in the frame 71 is envisioned and within the scope of the invention, i.e., referred to as retaining means herein, specifics of which are known or readily ascertainable to those skilled in the art to which this invention pertains. Equations governing the current transformer are:

(1) Es=Ns*d(phi)/dt secondary many turns

(2) Ep=Np*d(phi)/dt primary one turn

(3) Es Ep=Ns/Np d(phi)/dt is same for both windings

(4) Es=Ep*Ns/Np

(5) Ep*Ip=Es*Is ideal case no losses

(6) Es/Ep=Ip/Is

(7) Ip/Is-Ns/Np

(8) Ip=Is*Ns since Np=l

(9) Ip=30* Is for Ns=30

phi = 5 + .5*sin(2*Pi*F*t) 5 is flux from DC current.

d(phi)/dt = -Pi*F*cos(2*Pi*F) The transformer does not pass DC (direct Current) from (9) if Ip is 120 ma. Is would be 3.6 amps. (Ideal case with 100% coupling) The transformer is bi-directional.

General Operation Principles

FIG. 12 is a configuration 100 illustrating principles of this invention. Two transceivers 102 and 104 interact with bus wires 112 and 114 using splice and current transformers 106, 108 described above. Bus wires 112, 114 also connect to a battery 110 using similar splices (the battery representing an electrical source). A message in the form of a digital signal is sent by some device, not shown (may be a Spider or control unit receiving data from a sensor), to transceiver 102 which converts the digital signal to current for placing on the power bus using the current transformer 106. The message travels through both conductors (wires 112, 114) simultaneously in the same direction and is received by current transformer 108, which is then received by transceiver 104 and converted into a digital message and transferred to its associated Spider not shown (or other control unit) based on an ID in the message (see FIG. 4). A transceiver is thus interposed between each splice and current transformer and the respective Spider or control unit. One of the Spiders may control the power from the bus wires 112 and 114 to a load 116. This control may be identification-specific as disclosed herein so that control is dependent on whether the message contains an ID assigned to the load 116.

FIG. 13 illustrates directions of the power and information current flows in the power bus wires 112 and 114 (120 being the current signal, 122 being the dc LOAD and 124 being the dc LOAD). Power current flow in the power bus wires 112, 114 goes from the plus side of the battery to the negative or ground side, and thus current in coil or wire 114 is in the opposite direction of the power current flow in 112. Information current flow, on the other hand, flows in the same direction in both wires. The effect of this is that when the wires pass through a current transformer, any spurious signals appearing on the power bus cancel in the current transformer whereas information signals in the two power bus wires add. The result is that extreme isolation occurs between the information signal and the power signal. This allows use of very low power levels for the information circuits. The nature of the power bus loops is that they can neither radiate nor receive electromagnetic signals since each coil is shorted to itself. Thus, no voltage difference can occur from one point in a wire to another and thus it cannot radiate energy nor can it absorb energy from the environment as an antenna.

FIG. 14 is an additional illustration of the above discussion.

FIG. 15 illustrates that a system 140 that can handle both analog and digital information. Two analog devices or sensors are connected to a control unit or Spider 150, for example, tire loading sensor 144 and brake temperature sensor 146. One of the inventions disclosed herein is a novel method of detecting the combination of vehicle overloading and tire pressure. When a vehicle is loaded, the tire flattens and the distance from the axle to the road gets smaller. Similarly, when a tire is under pressure, this distance also is reduced. Thus, a device which measures the distance from the axle to the road can simultaneously measure vehicle load and tire pressure. Both overloading of a vehicle and insufficient pressure in the tire can cause tire damage and this condition should be transmitted to the vehicle operator. Currently used systems use tire pressure gauges which measure the pressure inside of the tire. Such devices must be replaced when their battery runs out of energy or when the tire is replaced. The system for ascertaining which tire pressure monitor applies to which tire also complicates the electronics in the vehicle. By placing a distance measuring device, such as an ultrasonic sensor, on the axle near the tire, any cause of tire flattening can be measured. The vehicle operator can be notified that the tire is running flat and therefore the load in the vehicle should be lessened or the pressure increased in the tire. For most cases, the issue is low tire pressure and therefore this very simple invention accurately and adequately notifies the operator of a potential tire failure.

Monitoring of the brake temperature is important. In China, trucks are frequently overloaded and underpowered engines are in use. When such a vehicle descends a long hill, the operator will overly use the brakes to slow the velocity of the vehicle. This causes the brakes to overheat which, in some cases, results in the tire catching fire which can destroy the entire vehicle and its cargo. A brake temperature sensor, therefore, can notify the vehicle operator that the brakes are overheating and that he should pull over and allow the brakes to cool before proceeding down the hill.

Both sensors 144, 146 produce an analog output which in both cases can be converted to a digital signal by an A to D converter located within the control unit 150. Control unit 150 associates an identification code to the digital signal and then provides the digital signal with the identification code and sensor data to its associated transceiver. Between the splice and current transformer 52 and the spider 150, there is a transceiver as shown in FIG. 12 (but not shown in FIG. 15), which transceiver may be integrated into the control unit or spider 150.

For the Spider of FIG. 15, six IDs, e.g., ID1, ID2, ID3, ID4 and ID5, are assigned respectively to this Spider. ID3, ID4 and ID5 control respectively the turn signal or light 152, the taillight 154 and the brake light 156, respectively, used for control based on message reception. DDI and ID2 and those of the two sensors 144, 146 used for message generation.

An additional example is illustrated in FIG. 16 at 160. In this case, a fuel tank level sensor 162 is converted from an analog signal to a digital signal by A/D 164 which is associated with or part of Spider 169. Spider 169 can also control a fuel pump 166 and a license plate light 168. Thus, three IDs are used for this Spider. Between the splice and current transformer 52 and the spider 150, there is a transceiver as shown in FIG. 12 (but not shown in FIG. 16), which transceiver may be integrated into the spider 169.

In a further example shown in FIG. 17 at 170, an analog fan controller 172 is connected to Spider 174 through A/D 176. Spider 174 can also control the air conditioner, fan and wipers 178, 180, 182, respectively. In each case, the various motors need to be controlled to run at variable speeds which can be accomplished within the programming of the Spider 174. Between the splice and current transformer 52 and the spider 174, there is a transceiver as shown in FIG. 12 (but not shown in FIG. 17), which transceiver may be integrated into the spider 174.

Optional configuration

FIG. 18 illustrates an optional configuration using two parallel but connected bus structures. Due to the data rate advantages of having the power bus coils enclosing the minimum area, while minimizing the length of the secondary power carrying wires to the Spider controlled devices, in some cases, it may be desirable to run two sets of power bus loops, one on the right side of the vehicle and the second on the left side. In FIG. 18, these are illustrated at 210 for loop A on the right side of the vehicle and 220 for loop B on the left side of the vehicle. Both loops are connected in parallel to the battery 112. Various Spiders 214 are shown connected to the loop A, 210, and Spiders 216 are shown connected to loop B, 220. ECU Spider 218 connects to both loops and thus all the messages sent to and from all of the Spiders appear on both loop A and loop B.

FIG. 19 illustrates two different configurations 230 for the power bus, one where the bus is located near the vehicle periphery 232 and one where it is centrally located 234. If the length of the loop is 2.94 meters, width 1.76 meters and wire thickness is 3 mm in 232, calculations show that the loop inductance is about 11 microhenry indicating that the maximum bit frequency is less than about 30 kHz. Similar calculations for loop 234 with a 10 mm loop width gives a maximum bit frequency of 224 kHz. Thus, there is an advantage to keep the area covered by the loops small where high data rates are desired.

Port and Message configuration

FIG. 20 illustrates a preferred Spider port assignment scheme. A microprocessor used in the example and this disclosure is illustrated in FIG. 24. There are several connector ports on this microprocessor, three of which are described in FIG. 20. Illustrated is one of many possible software controlled port and bit assignments. Most of these assignments are arbitrary and can be controlled by software either upon initial setup or dynamically, if necessary, after the system has been installed on a vehicle. Similarly, the message illustrated at the bottom of FIG. 20 is similarly arbitrary but of course must correspond to the port assignments. As illustrated, bit 9 has been allocated for the command bit specifying what the message will do. When that bit is set to 1, the switches corresponding to the ID, set in bits 15 through 10, are interrogated. If that bit 9 is set to 0, then the switches are set to the values indicated in bits 0 through 8.

FIG. 21 illustrates a preferred Spider message bit assignment scheme 250. FIG. 21 illustrates a slightly different configuration for the message bits. In this case, bit 11 (reference 256) is reserved for the interrogate or command message. Bits 0-7 (reference 252) are for switches/sensors, and bits 8-10 (reference 254) are for future expansion.

Software and the transceiver interpret a string of 200 to 250 cycles as the start of a message. The Spider ID is coded in bits 15 through 12 (reference 258). A Spider can have multiple IDs. Using bits 12 through 15 allows for 16 IDs. In the example of FIG. 20, the interrogate command bit was defined as bit 9 providing two more bits, 10 and 11, for IDs. Thus, rather than 16 IDs, 64 will be permitted. In the coding scheme, a 0 bit is defined as from 16 to 85 cycles and a 1 bit as from 120 to 165 cycles.

FIGS. 22 and 23 illustrate dual use of the message format. In FIG. 22, the message is used for interrogating and setting switches and FIG. 23, the message is used for analog messages. For example, if bit 16 is set as a command (256), then the device which should be operated, window up and window down for example, is set in bits 0 - 15 (252). If it is an analog function, bit 17 (ADC, reference 264) is set to 1 and bit 16 is set depending on whether the data is to be read or a device controlled, such as the speed of a fan, based on an analog output. Bits 0 through 9 in this case control the A to D value which is to be read or written (reference 262).

Spider Design

FIG. 24 illustrates a preferred microprocessor and connector arrangement 300 in a Spider. A power bus 302 supplies the power and information to the Spider and to the devices controlled by the Spider. Power splices 316 allow power to be extracted from the power bus 302 and fed to a load bus 304 and to a regulator 320 which supplies power to a microprocessor 324. Microprocessor 324 is programmed through port 322. An input connector 308 contains 20 pins and an output connector 310 similarly contains 20 pins. Although arbitrarily labeled as input and output connectors, the functions of each of these pins is under software control and therefore any pin can be either an input or an output pin. Transceiver 312 is shown as part of the Spider. It is connected to the power bus 302 using a current transformer 314, as described above, through a 2 pin connector 318, for example. The 3.3 V on a connector output pin signifies a value of 1, and 0 V a value of 0. PWM refers to pulse width modulation, the encoding scheme used.

Operational example

FIG. 25 illustrates various representative message handling paths 350. For example, starting at 352, the ECU requests the switch status of the door Spider at 354. Only the door Spider will respond to this request, although all the other Spiders will receive the request, but ignore it since it does not match their ID, at 356. The door Spider responds with the status of the switches at 358 to the ECU which receives this status at 360. Note that all other Spiders also receive this communication from the door Spider, but again they ignore the communication since it does not match their ID. When interrogating a Spider, the ECU must do this with a unique Spider ID. On the other hand, when sending a command to several Spiders, for example to flash the rear lights, an ID that is recognized by more than one Spider can be used and, thus, one message from the ECU can control actions at multiple Spiders. An example of this is shown in 364 where the ECU can send the message that affects all doors or a particular door, depending on the ID in the message. When the door Spider receives the message in 366, it will activate the drivers to perform the function requested by the ECU Spider. Again, all other Spiders will ignore the command in 368.

Another example is provided at 370 where the ECU sends messages to either all the Spiders at the four corners of the vehicle, or to the left rear Spider depending on the ID in the message. In the first case, four separate messages are sent in the second, only one. If the message sent by the ECU is a command, then only a single message needs to be sent to all four corners of the vehicle through a common ID. An example of this is where in an emergency, the vehicle desires to flash lights on all four corners of the vehicle. In either event, this is carried out at 372. Again, all other Spiders ignore messages which do not match their unique ID or one of their common IDs, at 374.

FIG. 26 illustrates another preferred Spider I/O pin assignments. Inputs may be logic or analog values, they may be the output of touch switches or from a communications receiver such as SPI, UART, I2C or USB2, all under software control. Inputs can also be made outputs and vice versa again, all under software control.

FIG. 27 illustrates a preferred Spider bit layout discussed elsewhere. Spider 380 in FIG. 27 can measure 2" x 2.3". Element 382 represents mounting holes for the Spider. Element 384 is connector 1 or the power connector. Element 386 is the current transformer connector 2. Element 392 is the input connector 3. Element 390 is the programming connector 4. Element 388 is the output connector 5.

FIG. 28 illustrates a preferred transceiver block diagram 400. 12 V from the power supply bus is fed to voltage regulators 402 which outputs 3.3 V to the microprocessor and 5 V to an amplifier detector 404. Amplifier detector 404 receives current pulses from a send and receive switch 406 and, if it is a message from the current transformer, it then converts the pulses into a message to be sent to the microprocessor inside the Spider. When there is a message from the microprocessor, it enters box 408 in the transceiver which converts the voltage to a series of current pulses and sends the data out to the current transformer.

Flow charts

FIG. 29 is a flow chart 500 of the handling of a received message from the power bus. The process starts at 502 with the receipt of a message from the power bus. In step 502, the power bus is continuously monitored for the presence of cycles of the appropriate frequency indicating a message. If no such cycles are sensed the monitoring continues in step 504. Upon receipt of the appropriate frequency cycles, the microprocessor in the Spider measures the width of the pulse of cycles at 506. If the width does not conform to a start pulse, then control is returned to the beginning of the cycle. If the pulse width is equal to a start pulse, as determined at 508, control is passed to box 510 where the pulse width of the next series of cycles is measured. If the pulse width is determined at 512 to be equal to the width representing a 1, then control is passed to box 526 at 512. If this is not the case, then at 514 the pulse width is tested to see if it is equal to a 0 and if so, control is again passed to box 526. If not, then an error message is set in 516 and the control is returned to the beginning of the cycle.

If control has passed to box 526, the bit in the message is set according to the determination at 512 or 514 to equal one or zero. At 524, the message is shifted and at 522, the bit count is incremented by one. At 520, a determination is made if this is the last bit based on the bit count. If not, control is returned to box 510. If it is, then the last message is returned at 518 to the power bus and thus to the ECU.

FIG. 30 is flow chart 530 of the process in a Spider of the generation of a message. This process starts with a start box 532 and the creation of the cycles which make up the message is started at 534. A delay is then inserted at 536 to allow for a space between message bursts and bit bursts. If the message is determined to start with bit having a value of 1, as determined at 538, then control is passed to the box 540 where cycles corresponding to a 1 is inserted in the message. Otherwise, control is passed to box 542 where the cycles representing a 0 is inserted in the message. At 454, the message is shifted and at 546, the bit count is incremented by 1. At 548, based on the bit count, a determination is made as to whether this is the last bit. If not, then control is returned to the box 536 for insertion of an inter-bit delay and the process repeated. If it is the last bit, then control is passed to box 550 and the process is completed.

FIG. 31 illustrates an exemplary Spider flow chart 560 for a received message for the left rear door. For the examples herein, the door is assumed to have an identification equal to 4 (ID = 4). The process is started at 562 where control is passed to 564 where an initiation process occurs. Control is then passed to box 566 where the message is received. At 568, a check is made as to whether the ID on the message is equal to 4. If not, then control is returned to box 566. If it is, then control passes to box 570 where bit 11 is interrogated. Bit 11 indicates whether the message is an interrogation message or a command message. If bit 11 is set, then control passes to box 572 where the switches are read in the Spider. These are the window and door lock switches. Control is then passed to box 574 where the message is set equal to the ID 1, the identification of the ECU, plus the switch settings and control is then passed to 576 where the send message is transferred to the power bus. If bit 11 was not set, then the drivers are set equal to the command message at 578. The message contains the driver's settings.

FIG. 32 illustrates a flowchart 600 for message processing in the ECU Spider of FIG. 3. This is the process for the ECU which has an ID equal to 1. Initiation takes place at 610 after which control is transferred to box 612 where the switches that are connected directly to the ECU are interrogated. This includes the headlamps, turn signals, brake light and emergency flashers. Next, control is passed to box 614 where the current values of the switches are compared to the previous values. If the values have not changed, indicating that no new switch has been activated, then control passes to box 622. If there is a change, then a message is created at 616 equal to an ID of 10 plus the switch settings plus setting the command bit as 11 indicating a command. Four messages are then sent, one to each of the four corners of the vehicle at 618. New values of the switches are set then at 620. The next four series of boxes relate to the four corners of the vehicle. The first group starting with box 622 creates a message containing the ID 3 which is the ID of the driver's door and bit 11 indicating that this is an interrogation message. Control is then sent to box 624 where the message is sent followed by 626 where the message is received. If the message is the same as it was the last time that an interrogation occurred, then, as determined at 628, control is passed to the end of this group of steps indicated by a circled 1. If this is not the same as the previous interrogation, then the message indicating the new values of the switches is assembled at 630 and sent to the ECU at 632. In the next three series of boxes, the right front door followed by the right rear door followed by the left front door are each interrogated by a similar series of steps and messages returned to the ECU if there are changes in the switch settings indicating, for example, that the passenger wishes to have his window raised. These sequences occur at 634 through 668 (i.e., steps 634 to 644 are the same as steps 622 to 632 but related to the right front door, steps 646 to 656 are the same as steps 622 to 632 but related to the right rear door, and steps 658 to 668 are the same as steps 622 to 632 but related to the left front door).

Applications to Buildings and houses

FIG. 33 illustrates application of the invention to a house AC power bus 900. A main difference between this application and the vehicle application is that the power is supplied as an AC voltage rather than DC in the vehicle case. This implementation can be used for houses and buildings where the power source is AC. Operation is the same as above with AC substituted for DC. Since the AC appears on both the bus wires and travels simultaneously in different directions on those wires, the AC signal totally cancels out in the current transformers. Additionally, as above, if any devices in the home add noise onto the power bus, this noise is subtracted from each other in the current transformers and is not sensed as an information signal.

Operation from external commands

FIG. 34 illustrates a system design for external input and daisy chained operation. Several different protocols can be enabled to allow external devices to interface with the master ECU Spider and thereby control devices connected thereto. These external devices can be in the form of a Wi-Fi enablement, Bluetooth enablement, cell phone enablement, any USB device connected anywhere on the system and, for vehicle applications, the vehicle computer. The external devices are connected to a master ECU 1002 via a UART connection. In addition to inputs and outputs to and from a power bus 1008, various analog devices can be connected via A D (analog to digital) converters at 1010 or switches at 1012. Similarly, and most importantly, one or more slave ECUs 1004 can be provided and both analog and digital inputs can be supplied to the slave ECUs 1004 generally. Slave ECUs 1004 would have their own power bus and various Spiders would be connected to that local power bus. An illustrative example might be a tall building where each floor has a slave ECU that handles all operations on that floor, but nevertheless connects to a building-wide master ECU which similarly connects to external devices. Of course, the slave ECUs 1004 can also connect to external devices. Each slave ECU 1004 would preferably have its own local power bus and current and splice connectors 1006 attached thereto. Naturally, in a building there can be multiple power busses on each floor.

Thus, one embodiment of the vehicle electrical system in accordance with the invention includes a plurality of electrical devices used in the operation of the vehicle, and a single power and communication bus, with all the devices being connected to this bus. The devices are preferably connected to Spiders which are provided with individual Spider addresses such that each device will respond only to the Spider address and the appropriate command. Each bus may comprise a pair of wires with each wire forming a loop and connected to all the devices through the various Spiders. The devices are, e.g., actuators, sensors, lights and switches as well as, if desired, all other data gathering or actuating apparatus. If each Spider is assigned one or more unique addresses, the bus may be arranged to transfer data in the form of messages each having an address of a respective Spider such that only the respective Spider assigned to that address is responsive to the message having the address. Each Spider thus includes means for determining whether the messages of the communication bus include the address assigned to the Spider and a command relative to a device. Each Spider may be configured to acknowledge receipt of a communication and indicate operability of the devices connected to each Spider upon ignition of the vehicle.

With a single pair of wires the connector problem can now be addressed because a single design can be used for all connections on the bus in the form of a splice and current transformer and each connection to the bus for power and communications may or may not need a connector and if a connector is used will only be connecting at most two wires.

An alternate arrangement substitutes a conductor loop as an information bus separate and apart from the power bus wires. Although not the preferred implementation, there are cases where information does not need to be transferred to one or more devices or, for some other reason, the information bus either does not need to connect to every device or it is preferably separated from the power wires.

Preferred embodiments of the invention are described above and unless specifically noted, it is the applicant' s intention that the words and phrases in the specification and claims be given the ordinary and accustomed meaning to those of ordinary skill in the applicable art(s). If the applicant intends any other meaning, they will specifically state they are applying a special meaning to a word or phrase.

Although several preferred embodiments are illustrated and described above, there are possible combinations using other geometries, sensors, materials and different dimensions for the components that perform the same functions. At least one of the inventions disclosed herein is not limited to the above embodiments and should be determined by the following claims. There are also numerous additional applications in addition to those described above. 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 the 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 following claims.