Patent Publication Number: US-2023135176-A1

Title: Central Electronic Control Unit For A Vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority to U.S. Provisional Application No. 62/807,312, filed on Feb. 19, 2019. 
    
    
     BACKGROUND OI THE INVENTION 
     1. Field of the Invention 
     The present invention relates to an electronic control unit for an automotive vehicle having a plurality of vehicle seats. More particularly, the invention relates to a central electronic control unit configured to operate a plurality of electronic devices within the vehicle seats and within the vehicle. 
     2. Description of Related Art 
     Automotive vehicles include one or more automotive seat assemblies having a seat cushion and a seat back for supporting a passenger or occupant above a vehicle floor. Each seat assembly is commonly mounted to the vehicle floor by a riser assembly. The seat back is typically operatively coupled to the seat cushion by a recliner assembly for providing selective pivotal adjustment of the seat back relative to the seat cushion. The automotive seat assemblies may include one or more bi-directional direct current (DC) motors for repositioning the seat cushion and/or the seat back. The seat assemblies may further include other electronic devices such seat heating systems, venting systems, electrical switches, actuators, solenoids, and/or power latches. Further, a plurality of sensors may be integrated within each vehicle seat to provide feedback about the conditions of the electronic devices and/or conditions of each vehicle seat. 
     Automotive vehicles often include additional electronic devices operatively coupled to vehicle component systems, such as an adjustable vehicle steering wheel, adjustable accelerator and brake pedals, adjustable driver side and passenger side mirrors, and vehicle doors. These electronic devices typically include bi-directional direct current (DC) motors, actuators, solenoids, mirror defrosters, power mirrors, illumination devices, illuminated indicators, power latches, electrical switches, and sensors, as non-limiting examples. 
     It is commonly known for a vehicle seat assembly to include a power seat module that operates bi-directional DC motors within the vehicle seat. Further, it is commonly known for the power seat module to operate additional electronic devices within the vehicle seat such as a seat heating system or a seat venting system. For example, U.S. Pat. No. 6,590,354 discloses a vehicle seat motor assembly module comprising a power seat module integrated with a plurality of seat motors. The power seat module includes a micro-controller that receives feedback from seat temperature sensors and position sensors, receives command instructions through a local interconnect network (LIN) from a switch, and distributes power to a seat heating system, a seat bottom venting system, and a plurality of seat motors. The micro-controller triggers a relay to provide power to one of the bi-directional DC motors in response to feedback received from the switch. However, the power seat module appears to lack the capability to provide pulse width modulation (PWM) control of the seat motors. Further, the power seat module only provides power to electronic devices within the vehicle seat. As such, the power seat module lacks features allowing the power seat module to provide power to electronic devices within other vehicle component systems such as the steering column, acceleration and brake pedals, outer mirrors, and doors. Further, the power seat module lacks the capability of controlling electronic devices attached to other vehicle seats within the vehicle. Finally, since each vehicle seat includes a power seat module, a plurality of power seat modules are incorporated within each vehicle. Thus, the vehicle control architecture is complicated since the power seat modules must be incorporated within the vehicle wide communication network. Since each power seat module solely controls the electronic devices within the attached vehicle seat, there is no means of prioritizing actuation of electronic devices between the vehicle seats and vehicle component systems. 
     It is also commonly known for certain vehicles to include a central controller connected by a communication network to various electronic devices within the vehicle. For example, German Publication No. DE102007018419 discloses a central controller connected by a controller area network (CAN) bus to a diagnostic unit. The central controller is connected over a local interconnect network (LIN) to electronic devices within a driver seat, a passenger seat, a rear seat, a steering column, and outer mirrors. The central controller includes a position memory, an operating system, and a unit for retaining individual data. The central controller provides requests for changes of positions and provides other parameters to electronic devices attached to the driver seat, passenger seat, rear seat, steering column, and outer mirrors. Each vehicle seat includes a drive, such as a power seat module, for repositioning the vehicle seat in response to requests and parameters received from the central controller. While the central controller provides requests and parameters to various electronic devices, the central controller lacks an apparent capability to provide pulse width modulation (PWM) control of bi-directional direct current (DC) motors. Further, while the central controller provides requests and parameters to electronic devices within vehicle seats, steering column, and outer mirrors, the central controller does not appear to provide requests and parameters to other electronic devices that are part of vehicle doors or associated with an accelerator or brake pedal. In addition, the central controller lacks an apparent capability to provide PWM control of bi-directional DC motors associated with the steering column, outer mirrors, accelerator, and brake pedal. Thus, the central controller appears to rely on typical local control modules, such as the power seat module, to locally control electrical devices since the central controller provides requests and parameters to a plurality of distributed drive systems. 
     Current systems rely on a power seat module associated with a single vehicle seat to operate electronic devices within the vehicle seat. When a vehicle includes a driver seat, a passenger seat, and optionally, rear seats, with each vehicle seat having one or more bi-directional DC motors, each vehicle seat typically includes a power seat module for controlling the bi-directional DC motors within the vehicle seat. While the power seat modules may communicate through a vehicle-wide communication network (LIN/CAN) to remote switches and to a central controller, each power seat module provides power to bi-directional DC motors within the attached vehicle seat. Further, the central controller lacks the capability to provide PWM control of bi-directional DC motors attached to vehicle seats and merely transmits requests and parameters to the power seat modules attached to the vehicle seats. 
     It is desirable, therefore, to provide a central electronic control unit configured to provide pulse width modulation (PWM) control of bi-directional direct current (DC) motors within the vehicle seats and/or associated with other vehicle components such as an adjustable steering wheel, adjustable accelerator and brake pedals, and adjustable mirrors. It is also desirable to provide a central electronic control unit configured to provide power to one or more seat heating systems, seat venting systems, actuators, solenoids, illumination devices, and latches. Further, it is desirable to provide a central electronic control unit configured to prioritize actuation of the connected electronic devices. Finally, it is desirable to provide a central electronic control unit with a flexible architecture such that the central electronic control unit is reprogrammable to support a variety of end applications. 
     SUMMARY OF THE INVENTION 
     A central electronic control unit (ECU) is provided for controlling at least one bi-directional direct current (DC) motor attached to a first vehicle seat and at least one electronic device attached to a second vehicle seat. The central ECU includes a micro-controller configured to receive feedback on a positional status of the bi-directional DC motor from a Hall Effect sensor. The micro-controller is configured to receive input instructions for the bi-directional DC motor and the electronic device. The micro-controller creates command instructions based in part on the received feedback and received input instructions. The central ECU selectively provides pulse width modulated (PWM) power to the bi-directional DC motor attached to the first vehicle seat and selectively provides power to the electronic device attached to the second vehicle seat in response to the command instructions from the micro-controller. 
    
    
     
       BRIEF DESCRIPTION OF TILE DRAWINGS 
       Advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein: 
         FIG.  1    is a block diagram of an electrical/electronic system architecture having a central electronic control unit (ECU) for a vehicle, according to one embodiment of the present invention; 
         FIG.  2    is a side view of a vehicle seat, according to one embodiment of the present invention; 
         FIGS.  3 A and  3 B  are block diagrams of electrical inputs and electrical outputs of the central ECU, according to one embodiment of the present invention; 
         FIGS.  4 A and  4 B  are a high level block diagram of the central ECU, according to one embodiment of the present invention; 
         FIG.  5    is a block diagram of a known power seat module; 
         FIG.  6    is a block diagram of a known seat communication module; 
         FIG.  7    is a schematic diagram of a known power door control module; 
         FIG.  8    is a block diagram showing electrical inputs and electrical outputs of the central ECU of  FIGS.  4 A and  4 B , according to one embodiment of the present invention; 
         FIG.  9    is a block diagram showing electrical input and output connection blocks of the central ECU of  FIGS.  4 A and  4 B , according to one embodiment of the present invention; 
         FIG.  10    is a schematic diagram showing electrical output connections of the central ECU of  FIG.  9    to bi-directional direct current (DC) motors, according to one embodiment of the present invention; 
         FIG.  11    is a schematic diagram showing electrical output connections of the central ECU of  FIG.  9    to bi-directional DC motors and actuators, according to one embodiment of the present invention; 
         FIG.  12    is a schematic diagram of electrical connections between the central ECU of  FIG.  9    and communication networks, according to one embodiment of the present invention; 
         FIG.  13    is a schematic diagram of input feedback transmitted to the central ECU of  FIG.  9    from a plurality of motor position sensors, according to one embodiment of the present invention; 
         FIG.  14    is a schematic diagram of electrical output connections between the central ECU of  FIG.  9    and electronic devices, according to one embodiment of the present invention; 
         FIG.  15    is a schematic diagram of electrical input connections to the central ECU of  FIG.  9    from limit switches and electrical switches, according to one embodiment of the present invention; 
         FIG.  16    is a schematic diagram of electrical input connections to the central ECU of  FIG.  9    from a general user input interface, according to an embodiment of the present invention; 
         FIG.  17    is a schematic diagram of electrical input and output connections between the central ECU of  FIG.  9   , heating systems, and venting systems, according to one embodiment of the present invention; 
         FIG.  18    is a schematic diagram of electrical output connections between the central ECU of  FIG.  9    and bi-directional DC motors, according to one embodiment of the present invention; 
         FIG.  19    is a block diagram of a battery input function block of the central ECU of  FIGS.  4 A and  4 B , according to one embodiment of the present invention; 
         FIG.  20    is a block diagram of a power supply low drop out (LDO) module and a voltage tracker LDO module of the central ECU of  FIGS.  4 A and  4 B , according to one embodiment of the present invention; 
         FIG.  21    is a block diagram of communication interfaces and a voltage monitor interface of the central ECU of  FIGS.  4 A and  4 B , according to one embodiment of the present invention; 
         FIG.  22    is a block diagram of input interfaces of the central ECU of  FIGS.  4 A and  4 B , according to one embodiment of the present invention; 
         FIG.  23    is a block diagram of a portion of the central ECU of  FIGS.  4 A and  4 B  showing a first multiple metal oxide semiconductor field effect transistor (MOSFET) driver, according to one embodiment of the present invention; 
         FIG.  24    is a block diagram of a portion of the central ECU of  FIGS.  4 A and  4 B  showing a second multiple MOSFET driver, according to one embodiment of the present invention; 
         FIG.  25    is a block diagram of a portion of the central ECU of  FIGS.  4 A and  4 B  showing a third MOSFET driver, according to one embodiment of the present invention; 
         FIG.  26    is a block diagram of a portion of the central ECU of  FIGS.  4 A and  4 B  showing dual high side driver (HSD) modules, according to one embodiment of the present invention; 
         FIG.  27    is a block diagram of the central ECU of  FIGS.  4 A and  4 B  showing a low current H-bridge and a low power H-bridge, according to one embodiment of the present invention; and 
         FIG.  28    is a block diagram illustrating control architecture of the central ECU of  FIGS.  4 A and  4 B , according to one embodiment of the present invention. 
     
    
    
     DETAILED DESCRIPTION OF THE EMBODIMENTS 
     Referring to the Figures, like numerals indicate like or corresponding parts throughout the several views. 
     Referring to  FIGS.  1  through  4 B , one embodiment of electrical/electronic system architecture  10  is shown in the environment for which the present invention is to be operating. As shown in  FIG.  1   , the electrical/electronic system architecture  10  includes a central electronic control unit (ECU)  14  incorporated into a vehicle  18 , such as an automotive vehicle  18 .  FIG.  2    illustrates electronic devices  22  and electronic sensors  26  attached to a vehicle seat  30 , such as a driver seat  30 . Block diagrams of the electrical/electronic system architecture  10  are shown in  FIGS.  3 A and  3 B  illustrating electrical inputs  38 , electrical outputs  42 , and receive/transmit communications  44  of the central ECU  14 . A block diagram of the central ECU  14  is shown in  FIGS.  4 A and  4 B . 
     As shown in  FIG.  1   , the vehicle  18  includes the central ECU  14  electrically connected to the driver seat  30  on a driver side  48  of the vehicle  18 , a passenger seat  54  on a passenger side  56  of the vehicle  18 , a rear seat  58 , driver side  48  and passenger side  56  door assemblies  62 ,  62 ′, driver side  48  and passenger side  56  outer mirrors  66 ,  66 ′, a steering column  70 , an accelerator pedal  74 , a brake pedal  78 , and one or more switch modules  82  by a wiring harness  84 . Each switch module  82  includes one or more electrical input switches  86  for providing input instructions  86 A to the central ECU  14 . 
     Referring to  FIG.  2   , each of the driver, passenger, and rear vehicle seats  30 ,  54 ,  58  includes a seat cushion  94 , a seat back  98  rotationally coupled to the seat cushion  94 , and a head restraint  102  attached to the seat back  98 . As shown in  FIG.  1   , the driver seat  30 , passenger seat  54 , and the rear seat  58  are spaced apart from each other. The vehicle  18  includes a plurality of electronic devices  22 , with each electronic device  22  being designed to perform a specific function. Examples of electronic devices  22  attached to the vehicle seats  30 ,  54 ,  58  are shown in  FIG.  2   . The electronic devices  22  include bi-directional direct current (DC) motors  106 , heating systems  110 , and venting systems  114 . The heating systems  110  include seat heating elements  110  to heat seat surfaces  116  of the seat cushion  94  and seat back  98 . Likewise, the venting system  114  ventilates and/or cools the seat surfaces  116  of the vehicle seats  30 ,  54 ,  58 . The heating systems  110  and venting systems  114  are examples of seat surface temperature control systems. Each vehicle seat  30 ,  54 ,  58  optionally includes one or more bi-directional current (DC) motors  106  configured to reposition the seat cushion  94  fore/aft (arrow A) along a track  118 , adjust seat cushion  94  height (arrow B), adjust the seat cushion  94  tilt, and/or adjust the head restraint  102 . Certain vehicle seats  30 ,  54 ,  58  include an additional recline bi-directional DC motor  122  to adjust the inclination (arrow C) of the seat back  98  relative to the seat cushion  94 . 
     As shown in  FIGS.  2  and  3 A , the vehicle seats  30 ,  54 ,  58  include a plurality of electronic sensors  26 , with each electronic sensor  26  being designed to provide feedback to the central ECU  14  on a status of an associated electronic device  22 , an associated seat cushion  94 , and/or an associated seat back  98 . Weight sensors  126 , motor position sensors  130 , thermistors  134 , and limit switches  136  are examples of electronic sensors  26  included within vehicle seats  30 ,  54 ,  58 . The weight sensors  126  provide feedback  138  about an occupancy status of the vehicle seats  30 ,  54 ,  58 . The thermistors  134  provide feedback  142  about a thermal status of the associated heating system  110 . The limit switches  136  provide feedback  136 A to the central ECU  14 . Motor position sensors  130  provide feedback  146  about a positional status of an associated bi-directional DC motor  106 . An example of one type of a motor position sensor  130  is a Hall Effect sensor  130 . 
     Information and instructions are received and/or transmitted by the central ECU  14  through communication network interfaces  150 ,  154 , such as a local interconnect network (LIN) interface  150  and a controlled area network (CAN) interface  154 , as shown in  FIG.  3 A . The central ECU  14  receives instructions and information relayed through the LIN interface  150  and/or CAN interface  154  from other control modules  158 ,  162  within the vehicle  18 , and receives status indicators such as an ignition switch  166  being energized or de-energized. In addition, the central ECU  14  transmits instructions and information through the communication network interfaces  150 ,  154  to other control modules  158 ,  162 , such as a vehicle climate control module  158  and an occupancy classification system control module  162 . Further, the central ECU  14  is configured to receive feedback and input instructions from the plurality of electronic sensors  26  and input switches  86  within the vehicle  18 . 
     Also shown in  FIG.  3 A , the central ECU  14  selectively provides power output  42  to driver side  48  electronic devices  22 , including driver seat  30  heating systems  110 , venting systems  114 , and bi-directional DC motors  106 . The central ECU  14  also selectively provides power output  42  to electronic devices  22  associated with the driver side  48  outer mirror  66  and the driver side  48  door assembly  62 . In addition, the central ECU  14  selectively provides power output  42  to electronic devices  22  associated with the passenger side  56  of the vehicle  18 , including the passenger side  56  outer mirror  66 ′, the passenger side  56  door  62 ′, and the passenger seat  54  heating systems  110 , venting systems  114 , and bi-directional DC motors  106 . Further, the central ECU  14  selectively provides power output  42  to electronic devices  22  associated with the brake pedal  78 , the accelerator pedal  74 , and the steering column  70 . 
     As shown in  FIG.  3 B , the central ECU  14  selectively provides power output  42  to mirror defrosters  170 , electro-chromatic mirrors  174 , blinkers and illumination devices  178 , door lock actuators  182 , uni-directional latches  186 , solenoids  190 , actuators  194 , and other bi-directional DC motors  198 . Further, the central ECU  14  provides pulse width modulated (PWM) power  200  to selected bi-directional DC motors  106 ,  122 . 
     The central ECU  14 , shown in  FIGS.  4 A and  4 B , integrates functions of a plurality of distributed electronic control units (ECU)  202 ,  206  into a single centralized system. One example of a distributed ECU  202 ,  206  is a generally known power seat module  202  illustrated in  FIG.  5   . The known power seat module  202  is configured to selectively provide power output to electronic devices  22  associated with a single vehicle seat  30 ,  54 ,  58 , such as bi-directional DC motors  106 L- 106 N,  122 M, heating systems  110 - 1 ,  110 - 2 , and venting systems  114 - 1 ,  114 - 2 . A vehicle  18  is typically configured with a separate power seat module  202  for each vehicle seat  30 ,  54 ,  58 . 
     As illustrated in  FIG.  5   , the known power seat module  202  selectively provides power output to bi-directional DC motors  106 L- 106 N,  122 M, heating systems  110 - 1 ,  110 - 2  attached to the seat cushion  94  and the seat back  98 , respectively, and venting systems  114 - 1 ,  114 - 2  attached to the seat cushion  94  and the seat back  98 , respectively, based in part on received digital inputs  210 , feedback  214 A from Hall Effect sensors  214 , feedback  142  from thermistors  134 , and command instructions received through a controlled area network (CAN) interface  222  and/or through a local interconnect network (LIN) interface  226 . The known power seat module  202  selectively provides power output to bi-directional DC motors  106 L- 106 N,  122 M with typical vehicle  18  seat functions such as mid-power control  106 L, low-power control  106 M, lumbar control  106 N, and seat back recline  122 M. The operatively connected bi-directional DC motors  106 L- 106 N,  122 M include a range of current draw requirements. For example, the lumbar bi-directional DC motor  106 N typically draws about 3 amps with a peak current draw of about 7 amps. In contrast, the seat back recline bi-directional DC motor  122 M can typically draw up to about 42 amps. Mid-power control bi-directional DC motors  106 L are typically associated with fore-aft track  118  movement, height adjustment, and cushion tilt. The mid-power control bi-directional DC motors  106 L typically draw between about 5 amps and 7 amps with peak current draw between about 13 amps and 18 amps. Typical low-power control bi-directional DC motors  106 M provide telescopic and tilt functions of a head restraint  102 . Certain bi-directional DC motors  106 L- 106 N include a Hall Effect sensor  214  providing feedback  214 A to the known power seat module  202  relating to movement and/or position of the bi-directional DC motors  106 L- 106 N. However, in other bi-directional DC motors, such as seat back recline motor  122 M, the Hall Effect sensor  214  is omitted since the known power seat module  202  does not require feedback for the seat back recline motor  122 M function. 
     Also shown in  FIG.  5   , the known power seat module  202  receives digital inputs  210  providing movement instructions for forward (+) and rearward (−) directional movement of recline, fore-aft tracks, height adjustment, cushion tilt, and lumbar bi-directional DC motors  106 L- 106 N,  122 M. Battery power  234  and ground  238  are supplied to the power seat module  202 . Communication external of the power seat module  202  is provided through the CAN interface  222  and/or LIN interface  226 . An ignition input  250  informs the power seat module  202  if the ignition  250  is energized or de-energized. The power seat module  202  selectively provides power output to the individual bi-directional DC motors  106 L- 106 N,  122 M based in part on preprogrammed instructions stored in the power seat module  202 , feedback  214 A received from the Hall Effect sensors  214 , received digital inputs  210  for each of the bi-directional DC motors  106 L- 106 N,  122 M, and/or command instructions received by way of the CAN interface  222  and/or LIN interface  226 . 
     The known power seat module  202  shown in  FIG.  5    selectively provides power output to heating systems  110 - 1 ,  110 - 2  and venting systems  114 - 1 ,  114 - 2  typically integrated within the seat cushion  94  and the seat back  98  of the associated vehicle seats  30 ,  54 ,  58 . The heating systems  110 - 1 ,  110 - 2  and venting systems  114 - 1 ,  114 - 2  include thermistors  134  that provide feedback  142  to the power seat module  202 . Thermistor  134  feedback  142  and command instructions  254  for the heating and venting systems  110 - 1 ,  110 - 2 ,  114 - 1 ,  114 - 2  are received as inputs to the power seat module  202 . The power seat module  202  provides power output to individual heating and venting systems  110 - 1 ,  110 - 2 ,  114 - 1 ,  114 - 2  based in part on received command instructions  254  and thermistor  134  feedback  142 . Heating and venting illumination indicator outputs  258  are selectively powered by the power seat module  202  to indicate a status of the heating and venting systems  110 - 1 ,  110 - 2 ,  114 - 1 ,  114 - 2 . 
     Referring to  FIG.  6   , the known power seat module  202  includes additional communication interfaces  262 , such as a vehicle CAN flexible data rate (CAN-FD) interface  262 . A LIN (slave  1 ) interface  246 A provides two-way communication with a distributed occupant classification system (OCS) control module  266 . The OCS control module  266  receives sensor input from a vehicle seat  30 ,  54 ,  58  and determines an estimated weight classification for an occupant in the vehicle seat  30 ,  54 ,  58 . Further, a LIN (slave  2 ) interface  246 B provides two-way communication with a distributed climate control system (heating and venting) control module  270 . 
     Vehicles  18  are typically configured with a separate power seat module  202  for each vehicle seat  30 ,  54 ,  58  requiring control of bi-directional DC motors  106 L- 106 N,  122 M, heating systems  110 - 1 ,  110 - 2 , and/or venting systems  114 - 1 ,  114 - 2 . 
     A second example of a distributed electronic control unit  202 ,  206  is a generally known door module  206 , illustrated in  FIG.  7   . An example of a known door module  206  is door module driver-IC part number NCV7707 manufactured by ON Semiconductor®. This known door module  206  includes electromechanical relays  208  providing power output to bi-directional DC motors  106 E- 106 G, a mirror defroster  170 , and electro-chromatic mirror  174  for a single outer mirror  66 ,  66 ′. The bi-directional DC motors  106 E- 106 G attached to the outer mirror  66 ,  66 ′ include a mirror x-axis motor  106 E, a mirror y-axis motor  106 F, and a mirror folding motor  106 G. Additional controlled outputs selectively provide power to illumination devices  178 A- 178 C, such as an integrated blinker  178 A, footstep light  178 B, and safety lights  178 C. Further, as indicated in  FIG.  7   , this known door module  206  selectively provides power output to a door lock actuator  182 A and a safety lock actuator  182 B for a single vehicle door  62 ,  62 ′. A LIN interface  150 , a CAN interface  154 , and a switch interface  278  transfer command instructions to the door module  206 . Internally, the door module  206  includes a pulse width modulation (PWM) generation unit  282  and a logic controller  286 . Thus, the door module  206  is capable of providing PWM power output to the mirror motors  106 E- 106 G. A typical vehicle  18  includes a plurality of door modules  206 , with each door module  206  configured to control electronic devices  22  within a single door assembly  62 ,  62 ′ and associated outer mirror  66 ,  66 ′. 
     The central ECU  14 , shown in  FIGS.  4 A and  4 B , integrates functions of the plurality of power seat modules  202  and, optionally, the plurality of door modules  206  into a single centralized system. Other electronic modules are optionally integrated within the central ECU  14  as desired for a specific application. The central ECU  14  is a centralized system consisting of multiple bi-directional DC motor control interfaces  302 , input interfaces  306 , communication network interfaces  310 , and high side power output interfaces  314 . The central ECU  14  has a flexible architecture for applications where bi-directional DC motor  106 ,  122  control is required, for functions such as: power seats  30 ,  54 ,  58 , power outer mirrors  66 ,  66 ′, adjustable pedals  74 ,  78 , and adjustable steering column  70 . The central ECU  14  controls the bi-directional DC motor  106 ,  122  adjustment speed and includes pulse width modulation (PWM)  318  motor control capabilities. Further, the central ECU  14  includes non-volatile random-access memory (NVRAM)  322 , allowing the central ECU  14  to provide memory functions for the various bi-directional DC motors  106 ,  122 . Single power outputs  314 A are included in the central ECU  14  to provide power output to system applications, such as heated seats  110 , vented seats  114 , illumination devices  178 , mirror defrosters  170 , electro-chromatic mirrors  174 , uni-directional latches  186 , solenoids  190 , and actuators  194 . 
     In contrast to typical control modules  202 ,  206  having electromechanical relays  208 , the central ECU  14  includes solid-state components  342 . Utilizing solid-state components  342 , including solid-state relays  342 , increases the diagnostic capability of the central ECU  14  for the growing smart safety systems and autonomous vehicle  18  applications. The central ECU  14  simplifies actual vehicle electrical/electronic system architecture  10  by decreasing the amount of control modules  202 ,  206  in the vehicle  18 . In addition, the central ECU  14  reduces the amount of engineering effort required to integrate the multiple control modules  202 ,  206  within the vehicle communication network interfaces  150 ,  154 . Replacing the multiple distributed control modules  202 ,  206  with a single central ECU  14  reduces the complexity of the vehicle communication network interfaces  150 ,  154 . The central ECU  14  provides a portable solution with the flexibility of interfacing with other electronic devices  22 , even beyond power seating applications. 
     Additional capabilities can be included in the central ECU  14  since the central ECU  14  utilizes traditional embedded types of communication network interfaces  150 ,  154  as well as additional communication network interfaces  310  supporting USB, Bluetooth, serial bus, RFID, high speed controlled area network (HS-CAN), Wi-Fi, cellular, as non-limiting examples. Status indicators and command instructions are transmitted from the central ECU  14  through one or more communication networks  150 ,  154 ,  310  to other electronic modules within the vehicle  18 , and optionally to electronic devices external of the vehicle  18 . 
     As will be further described below, the central ECU  14  is configured to selectively provide power output to the associated electronic devices  22  based on predefined sequences, power draw limits, and/or prioritization of actuations. 
     The central ECU  14  shown in  FIGS.  4 A and  4 B  is further illustrated in  FIGS.  8 - 28   .  FIGS.  8  and  9    illustrate electrical inputs  358  and electrical outputs  362  of the central ECU  14 .  FIGS.  10 - 18    illustrate schematic diagrams of electrical connections between the central ECU  14 , electronic devices  22 , electronic sensors  26 , and communication network interfaces  150 ,  154 ,  310 .  FIGS.  19 - 27    illustrate block diagrams of portions of the central ECU  14  shown in  FIGS.  4 A and  4 B .  FIG.  28    illustrates control architecture  374  of the central ECU  14 . 
     Referring to  FIGS.  4 A and  4 B , the central ECU  14  generally includes a micro-controller  386  operatively coupled to one or more communication network interfaces  150 ,  154 ,  310 , an analog input interface  390 , digital input interfaces  394 ,  398 ,  402 , multiple metal oxide semiconductor field effect transistor (MOSFET) drivers  406 A- 406 C, a low current H-bridge  410 , a low power H-bridge  414 , and dual high side driver relays  418 ,  422 . The digital input interfaces  394 ,  398 ,  402  include a 12-volt digital input interface  394 , a flexible digital input interface  398 , and a Hall Effect position sensor input interface  402 . Individual inputs  306  and outputs  302  of the central ECU  14  can be re-assigned to different electronic devices  22  and electronic sensors  26  within various vehicle  18  subsystems depending on specific requirements of an intended application. Further, the central ECU  14  can include more or less electrical inputs  306  and electrical outputs  302 ,  314  as desired for specific applications. Likewise, the central ECU  14  can include more or less interfaces  150 ,  154 ,  310 ,  390 ,  394 ,  398 ,  402 , MOSFET drivers  406 A- 406 C, H-bridges  410 ,  414 , etc., and can include other electronic modules as desired for specific applications. 
     A block diagram showing electrical connections between the central ECU  14  and the electrical/electronic system architecture  10  is illustrated in  FIG.  8   . Electrical inputs  38  to the central ECU  14  include battery power  234 , battery ground  238 , switch input instructions  86 A, thermistor feedback  142 , and Hall Effect sensor feedback  146 . Two way communication passes between the central ECU  14  and the LIN  150  and CAN  154  interfaces. High side power HS 1  and low side power LS 1  are provided to bi-directional DC motors  106  having associated Hall Effect sensors  130 . Additional high side power HS 2  and low side power LS 2  are provided to other bi-directional DC motors  106 A lacking Hall Effect sensors  130 . High current high side power HS 3  and low side power LS 3  is provided to recline bi-directional DC motors  122  having high current draw. High side power HS 4  and ground  238  are supplied to uni-directional latches/solenoids  186 ,  190 . High side driver power HS 5 , HS 6  is provided to heating systems  110  and venting systems  114 , respectively. High side driver power HS 7  and low side driver power LS 7  are supplied to other motors  198 . Other electrical outputs  42  from the central ECU  14  include 5-volt auxiliary power output  330  supplied to switches  86 , with ground  238  being supplied to thermistors  134 , switches  86 , and Hall Effect sensors  130 . 
       FIG.  9    illustrates the input and output connection blocks  434  of the central ECU  14 . The central ECU  14  includes a plurality of connection blocks  434 , including but not limited to: a power supply connection block  438 , a DC motor power stage connection block  442 , an actuator power stage connection block  446 , a high current motor power stage connection block  450 , a communication interface connection block  454 , an external position sensor interface connection block  458 , a general purpose digital output connection block  462 , one or more external user interface connection blocks  466 A,  466 B, a high current high side driver power stage connection block  470 , external temperature sensor interface connection block  474 , a medium current high side driver power stage connection block  478 , and/or a low current DC motor power stage connection block  482 . The central ECU  14  can include other combinations of input and output connection blocks  434  as desired for specific applications. The number and type of electrical inputs and electrical outputs for each connection block  434  are selected based in part on a desired application of the central ECU  14 . As such, various embodiments of the central ECU  14  may include more or less electrical input/output connections and may include different combinations and types of electrical inputs and electrical outputs. 
     The power supply connection block  438  of the central ECU  14 , shown in  FIGS.  9  and  10   , includes electrical input connections for battery supply voltage  430 A,  430 B and vehicle running battery supply voltage  430 C. 
     The DC motor power stage connection block  442  of the central ECU  14 , also shown in  FIGS.  9  and  10   , provides DC motor power outputs MP 1 -MP 9  for a plurality of bi-directional DC motors M 1 -M 9 . Each of the DC motor power outputs MP 1 -MP 9  includes high side and low side power HS 1 , LS 1  as further illustrated in  FIG.  8   .  FIG.  10    illustrates DC motor power outputs MP 1 -MP 8  operatively coupled to respective bi-directional DC motors M 1 -M 8  having a maximum running current draw of about 10 amps. An additional DC motor power output MP 9  is also operatively coupled to bi-directional DC motor M 9  having a maximum running current draw of about 5 amps. In one embodiment of the central ECU  14 , bi-directional DC motors M 1 -M 3  are attached to the driver seat  30 , bi-directional DC motors M 4 -M 6  are attached to the passenger seat  54 , bi-directional DC motors M 7  and M 8  are attached to the adjustable pedals  74 ,  78 , and bi-directional DC motor M 9  is attached to the adjustable steering column  70 . Any number of DC motor power outputs MP 1 -MP 9  can be included in the DC motor power stage connection block  442  as desired for a specific application. Further, the DC motor power stage connection block  442  can be configured to support bi-directional DC motors M 1 -M 9  with any combination of maximum running current based on the requirements of a specific application. 
     The actuator power stage connection block  446  of the central ECU  14 , shown in  FIGS.  9  and  11   , provides high side power output HS 8  to actuators A 1 , A 2  having a maximum running current draw of about 10 amps. The actuator power stage connection block  446  can include any number of power outputs HS 8  as desired for a specific application. 
     The high current motor power stage connection block  450  of the central ECU  14 , shown in  FIGS.  9  and  11   , includes two high current power outputs MP 10 , MP 11  providing high and low side power HS 3 , LS 3  to bi-directional DC motors M 10 , M 11  having a maximum running current draw of up to about 42 amps. The high current motor power stage connection block  450  can be configured to support any required number of high current power outputs MP 10 , MP 11 . In the embodiment shown in  FIG.  11   , the high current bi-directional DC motors M 10 , M 11  provide seat back recline motor  122 M function for the driver and passenger seats  30 ,  54 , respectively. 
     The communication interface block  454  of the central ECU  14 , shown in  FIGS.  9  and  12   , includes electrical input/output connections  484  for vehicle data lines which include communication networks, such as LIN interface  150  and CAN interface  154 . Other communication network interface connections for USB  486 , Serial  486 , RFID  490 , Bluetooth  490 , etc., can be included in the communication interface connection block  454  or as part of a separate communication interface connection block  454  as desired for a specific application. 
     The external position sensor interface connection block  458  of the central ECU  14 , shown in  FIGS.  9  and  13   , receives input feedback  146  from motor position sensors H 1 -H 9  associated with specific bi-directional DC motors M 1 -M 9 . The motor position sensors H 1 -H 9  are typically Hall Effect sensors  130 . In the embodiment shown in  FIG.  13   , each of the Hall Effect sensors H 1 -H 9  provide feedback of the positional status of the respective bi-directional DC motor M 1 -M 9 . 
     The general-purpose digital output connection block  462  of the central ECU  14 , shown in  FIGS.  9  and  14   , is configurable to selectively provide output power  494  to electronic devices E 1 -E 5  as desired for a specific application. For example, the general-purpose digital output connection block  462  can selectively provide power to illumination devices  178 . 
     The first external user interface connection block  466 A of the central ECU  14 , shown in  FIGS.  9  and  15   , receives input instructions  86 A from switches  86  and limit switches  86 S. A plurality of switches  86  can be incorporated into a switch module  82 . The switch input instructions  86 A include position adjustment instructions and thermal instructions for the individual electronic devices  22  attached to vehicle seats  30 ,  54 ,  58 . Additional input instructions  86 A can be received by the first external user interface connection block  466 A relating to adjustment requests for one or more of the steering column  70 , the accelerator and brake pedals  74 ,  78 , the outer mirrors  66 ,  66 ′, individual door locks  182 , and selection of specific memory settings, as non-limiting examples. 
     The second external user interface connection block  466 B of the central ECU  14 , shown in  FIGS.  9  and  16   , receives logic and/or analog inputs  498  from a general user input interface  502 . 
     The high current high side driver (HSD) power stage connection block  470 , the external temperature sensor interface connection block  474 , and the medium current HSD power stage connection block  478  of the central ECU  14  are shown in  FIGS.  9  and  17   . The high current HSD power stage connection block  470  selectively provides HSD power HS 5  to heating systems  110 A- 110 D associated with the vehicle seats  30 ,  54 ,  58 . In the embodiment shown in  FIG.  17   , heating systems  110 A,  110 B are attached to the seat cushion  94  and the seat back  98  of the driver seat  30 , respectively, with heating systems  110 C,  110 D attached to the seat cushion  94  and the seat back  98  of the passenger seat  54 , respectively. The heating systems  110 A- 110 D include heating elements configured to heat the seat surfaces  116 . The current drawn by each heating system  110 A- 110 D is generally about 10 amps or less. 
     In the embodiment shown in  FIG.  17   , the medium current HSD power stage connection block  478  selectively provides HSD power HS 6  to venting systems  114 A- 114 D associated with the vehicle seats  30 ,  54 ,  58 . In the embodiment shown in  FIG.  17   , venting systems  114 A,  114 B are attached to the seat cushion  94  and the seat back  98  of the driver seat  30 , respectively, with venting systems  114 C,  114 D attached to the seat cushion  94  and the seat back  98  of the passenger seat  54 , respectively. The venting systems  114 A- 114 D may include a blower and/or a ventilation fan that ventilates the seat surfaces  116 . In addition, the venting systems  114 A- 114 D can be configured to cool the vehicle seat  30 ,  54 ,  58 . The current drawn by each venting system  114 A- 114 D is generally about 5 amps or less. Thermistors  134 A- 134 D monitor the temperature near each of the heating systems  110 A- 110 D. In the embodiment shown in  FIG.  17   , each thermistor  134 A- 134 D provides feedback  142  to the external temperature sensor interface connection block  474  of a thermal status of each heating system  110 A- 110 D. 
     The low current DC motor power stage connection block  482  of the central ECU  14  is show in  FIGS.  9  and  18   . In the embodiment shown in  FIG.  18   , the low current DC motor power stage connection block  482  selectively provides power outputs MP 12 -MP 15  to bi-directional DC motors M 12 -M 15  having a maximum running current draw of about 1.5 amps. Each of the supplied power outputs MP 12 -MP 15  includes high side power HS 7  and low side power LS 7 . In the embodiment shown in  FIG.  18   , the low current power outputs MP 12 -MP 15  are operatively coupled to x-axis and y-axis mirror bi-directional DC motors  106 E,  106 F attached to each of the driver side  48  and passenger side  56  outer mirrors  66 ,  66 ′. 
     A battery input function block  506  within the central ECU  14  is shown in  FIG.  19   . Battery power  234  and ground  238  are provided to the battery input function block  506 . Included within the battery input function block  506  are electronic circuits relating to electrostatic discharge (ESD)  510 , load dump  514 , active reverse battery protection  518 , passive reverse battery protection  522 , and a PI filter  526 . Load dump  514  electronic circuitry suppresses voltage, spikes that occur when the battery power  234  is disconnected while an engine in the vehicle  18  is in operation. Active and passive reverse battery protection circuitry  518 ,  522  protects the central ECU  14  in the case that battery polarity is reversed. The PI filter  526  generally includes a shunt capacitor and an L-section filter electronically connected to reduce ripple in the battery power  234 . The battery input function block  506  provides filtered battery power BAT-F as well as protected battery power BAT-P. The protected battery power BAT-P passes through electronic circuitry to reduce the effects of overcharge, over discharge, short circuit, over current, and temperature effects. High side gate drive voltage V-CP is provided to the battery input function block  506  and to the active reverse battery protection  518 . The high side gate drive voltage V-CP is generated by one of the multiple MOSFET drivers  406 A- 406 C. 
     Referring to  FIG.  20   , the central ECU  14  includes a power supply low dropout (LDO) module  530  and a voltage tracker LDO module  534 . The protected battery power BAT-P is provided to the power supply LDO module  530  and to the voltage tracker LDO module  534 . In the embodiment shown in  FIG.  20   , the power supply LDO module  530  is rated for 150 milliamp (mA) and generates a 5-volt 5VO output. The voltage tracker LDO module  534  generates a 5-volt auxiliary power output  330  from the protected battery power BAT-P and an enable EN signal. The voltage tracker LDO module  534  is typically used to generate power for electronic devices  22  and electronic sensors  26  that require low current consumption and are permanently connected to the vehicle  18  battery. 
     Communication network interfaces  150 A,  154 A, a voltage monitor interface  536 , and a 5-volt 5VO input to the micro-controller  386  are illustrated in  FIG.  21   . The 5-volt 5VO input is supplied by the power supply LDO module  530 . The voltage monitor interface  536  receives the protected battery power BAT-P and provides analog feedback  538  to the micro-controller  386  indicative of the instantaneous voltage level of the protected battery power BAT-P. The communication network interfaces  150 A,  154 A include a controller area network (CAN) physical layer (PHY) interface  154 A and a local interconnect network (LIN) physical layer (PHY) interface  150 A. Other optional communication network interfaces  150 A,  154 A can be included, such as universal serial bus (USB), serial, radio-frequency identification (RFID), Bluetooth, Wi-Fi (IEEE 802.11x), and high speed CAN (HS-CAN), as non-limiting examples and as desired for specific applications. The CAN PHY interface  154 A and the LIN PHY interface  150 A are supplied with protected battery power BAT-P. The CAN PHY interface  154 A receives and transmits status bytes STB and control system transactions CST with the micro-controller  386 . Data is also transmitted TX and received RX between the CAN PHY interface  154 A and the micro-controller  386 . Further, the CAN PHY interface  154 A also transmits and receives data with the high-speed CAN (HS-CAN) communication network  154 . Similarly, the LIN PHY interface  150 A transmits TX and receives RX data between the micro-controller  386  and the LIN communication network  150 . 
     The central ECU  14  includes a Hall Effect (HE) input interface  402 , a 12-volt digital input interface  394 , a flexible digital input interface  398 , and analog input interface  390 , as shown in  FIG.  22   . As shown in  FIG.  8   , a bi-directional DC motor  106  operatively coupled to the central ECU  14  includes a Hall Effect position sensor  130  providing feedback  146  about a positional status of the bi-directional DC motor  106 . The Hall Effect sensor feedback  146  is received by the HE input interface  402  shown in  FIG.  22   . The 5-volt auxiliary power output  330  is also supplied to the HE input interface  402 . Digital output  402 A from the HE input interface  402  is received by the micro-controller  386 . 
     Referring to  FIG.  22   , the 12-volt digital input interface  394  and the flexible digital input interface  398  generally receive input instructions  86 A from switches  86 , and transfer received instructions  86 B to the micro-controller  386 . The analog input interface  390  generally receives feedback  142  from thermistors  134  and transfers the received feedback  142 B to the micro-controller  386 . 
     Typical vehicle seats  30 ,  54 ,  58  include one or more electronic weight sensors  126  to detect if an occupant and/or an item is present on the seat surface  116  of the vehicle seat  30 ,  54 ,  58 . Further, vehicle seats  30 ,  54 ,  58  may include a seat belt sensor to detect if a seat belt is in a latched or unlatched condition. Feedback  138  from the weight sensors  126  can be provided to the analog input interface  390  with the analog input interface  390  transferring the received weight sensor  126  feedback  138 B to the micro-controller  386 . Other sensor feedback, such as a seat belt sensor, can be provided to one of the input interfaces  394 ,  398 ,  390  to be transferred to the micro-controller  386 . The micro-controller  386  can include the weight sensor  126  feedback  138 B and the seat belt sensor feedback when the micro-controller  386  creates command instructions. Further, the central ECU  14  can provide the seat belt sensor feedback and/or the weight sensor  126  feedback  138  to other electronic control modules  158 ,  162  within the vehicle  18  through the CAN interface  154  and/or LIN interface  150 . For example, the central ECU  14  can provide the seat belt sensor feedback, the weight sensor  126  feedback  138 , and/or a command instruction created by the micro-controller  386  indicating the occupancy status of a specific vehicle seat  30 ,  54 ,  58  through the CAN interface  154  to a distributed electronic control module  158 ,  162 , such as a vehicle climate control module  158  or an occupancy classification system module  162 . 
     The central ECU  14  includes pulse width modulation (PWM) motor control  318  and provides PWM power to a plurality of motor outputs HS 1 , LS 1 , as illustrated in  FIG.  23   . The electronic circuitry associated with the PWM motor control  318  includes one or more input interfaces  402 ,  394 , one or more multiple MOSFET drivers  406 A- 406 C, and solid-state relays  342 ,  342 ′. Some of the electrical inputs  38  to the central ECU  14  related to the PWM motor control  318  are filtered battery power BAT-F, Hall Effect sensor  130  position feedback  146 , and switch instructions  86 A. Non-volatile random-access memory (NVRAM)  322  is included in the micro-controller  386  for storage of memory settings, service information, and other data. The central ECU  14  receives Hall Effect sensor  130  position feedback  146  through the Hall Effect input interface  402 . Further, the central ECU  14  receives switch inputs  86 A through a 12-volt digital input interface  394 . The switch inputs  86 A provide instructions to the micro-controller  386  requesting a change in position of one or more of the bi-directional DC motors  106 ,  106 A,  122 . 
     Outputs from the micro-controller  386 , as shown in  FIG.  23   , include one or more PWM motor control  318  instructions and an enable signal EN. The multiple MOSFET driver  406 A provides high side gate drive voltage V-CP output. A serial peripheral interface  542  transfers signals and command instructions between the micro-controller  386  and the first multiple MOSFET driver  406 A. Further, the filtered battery power BAT-F is provided to the first multiple MOSFET driver  406 A. 
     The micro-controller  386  generates PWM motor control  318  instructions that are distributed to the first multiple MOSFET driver  406 A, as illustrated in  FIG.  23   . The PWM motor control  318  instructions are generated by the micro-controller  386  based in part on one or more of received switch instructions  86 B, received instructions through the CAN interface  154  and/or LIN interface  150 , received Hall Effect sensor  130  feedback  402 A, and preprogrammed instructions stored within the micro-controller  386 . 
     In the embodiment illustrated in  FIG.  23   , the multiple MOSFET driver  406 A is an 8-fold driver, i.e., a multiple MOSFET driver  406 A capable of driving eight pairs of high side and low side gate drivers HSG, LSG. Each of the high side and low side gate drivers HSG, LSG trigger a respective solid-state relay  342 ,  342 ′. Each solid-state relay  342 ,  342 ′ includes a relay output configured to provide high side power HS 1  or low side power LS 1  to one of the bi-directional DC motors  106 ,  106 A,  122 . Shunt resistors  546  monitor current draw through the solid-state relays  342 ,  342 ′. The multiple MOSFET driver  406 A transmits an analog shunt current feedback  546 A to the micro-controller  386  indicative of the amount of current drawn by the solid-state relays  342 . Further, the multiple MOSFET driver  406 A provides fault feedback  548  to the micro-controller  386  if the multiple MOSFET driver  406 A detects a fault condition. The micro-controller  386  can detect certain fault conditions since the micro-controller  386  receives analog shunt current feedback  546 A and fault feedback  548  from the multiple MOSFET driver  406 A. 
     The central ECU  14  includes a second multiple MOSFET driver  406 B configured to drive a combination of bi-directional DC motors  106 ,  106 A,  122  and uni-directional latches  186 , as illustrated in  FIG.  24   . The multiple MOSFET driver  406 B illustrated in  FIG.  24    is an 8-fold driver with four pairs of high side gate drivers HSG and low side gate drivers LSG operatively connected to high current solid-state relays  342 , and four pairs of high side gate drivers HSG and low side gate drivers LSG operatively connected to low current solid-state relays  342 ′. The high current solid-state relays  342  provide high side power HS 3  and low side power LS 3  to attached DC motors  106 ,  106 A,  122 . The low current solid-state relays  342 ′ provide high side power HS 4  to uni-directional latches  186 . Any combination of high and low current solid-state relays  342 ,  342 ′ may be selected for a particular multiple MOSFET driver  406 B depending on the specific requirements of a selected application. Further, the micro-controller  386  is configured to provide PWM motor control  318  instructions to the multiple MOSFET driver  406 B based in part on feedback  146  received from Hall Effect position sensors  130  associated with a specific bi-directional DC motors  106 ,  106 A,  122 . Optionally, the micro-controller  386  can generate the PWM motor control  318  instructions independent of feedback  146  received from Hall Effect position sensor  130  if a specific DC motor  106 ,  106 A,  122  lacks a Hall Effect position sensor  130 . Certain bi-directional DC motors  106 ,  106 A,  122  lack an associated Hall Effect position sensor  130  since feedback  146  is not required for certain applications. 
     The electrical connections between the micro-controller  386  and the second multiple MOSFET driver  406 B shown in  FIG.  24    are similar to the first multiple MOSFET driver  406 A shown in  FIG.  23   , i.e., they include PWM motor control  318  instructions, an enable signal EN, serial peripheral interface  542 , analog shunt current feedback  546 A, and fault feedback  548 . Shunt resistors  546  monitor the current draw of the solid-state relays  342 ,  342 ′, with the multiple MOSFET driver  406 B providing analog shunt current feedback  546 A and the fault feedback  548  to the micro-controller  386 . Another input to the second multiple MOSFET driver  406 B is filtered battery power BAT-F. The second multiple MOSFET driver  406 B also provides a high side gate drive voltage V-CP output. 
     A third multiple MOSFET driver  406 C is illustrated in  FIG.  25   . The third multiple MOSFET driver  406 C is a 4-fold driver  406 C with four pairs of high side gate drivers HSG and low side gate drivers LSG. The high side gate drivers HSG and the low side gate drivers LSG control solid-state relays  342 . Shunt resistors  546  monitor the current draw through the solid-state relays  342 . The third multiple MOSFET driver  406 C includes similar electrical inputs and electrical outputs to the first and second multiple MOSFET drivers  406 A,  406 B, i.e., it includes PWM motor control  318  instructions, an enable signal EN, serial peripheral interface  542 , analog shunt current feedback  546 A, fault feedback  548 , a filtered battery power BAT-F, and a high side gate driver voltage V-CP output. The power output HS 4  of the solid-state relays  342  are configured to provide power output to uni-directional latches  186 . In certain configurations, the multiple MOSFET driver  406 C can selectively control the high side and low side gate drivers HSG, LSG without using the PWM motor control  318 . 
     As illustrated in  FIGS.  23 - 25   , the central ECU  14  can include any number of multiple MOSFET drivers  406 A- 406 C, including combinations of 4-fold and 8-fold MOSFET drivers  406 A- 406 C, as desired for a specific application. Further, the high side gate drivers and low side gate drivers HSG, LSG can electrically operate combinations of high current and low current solid-state relays  342 ,  342 ′, as desired for a specific application. In one embodiment of  FIGS.  23 - 25   , high current solid-state relays  342  provide power output to a high current draw bi-directional DC motor  122 , such as a recline motor  122 , having a running current draw of up to about 42 amps. In addition, low current solid-state relays  342 ′ provide power output to a low current draw bi-directional DC motor  106 A, such as a seat mid-power motor  106 A, with a running current draw in the range of about 5 to 7 amps. 
     The central ECU  14  includes a plurality of dual high side driver (HSD) relays  418 ,  422  as shown in  FIG.  26   . The dual HSD relays  418 ,  422  include a first HSD relay  418  configured to provide high side power HS 5  to a heating system  110 , and a second HSD relay  422  configured to provide high side power HS 6  to a venting system  114 . The current draw out of each HSD relay  418 ,  422  is about 5 amps to 7 amps. The number of dual HSD relays  418 ,  422  can be selected to provide high side power HS 5 , HS 6  to a required number of heating and venting systems  110 ,  114 . For example, if the specific application requires support for (4) heating and venting systems  110 ,  114 , then the central ECU  14  can be configured with (4) dual HSD relays  418 ,  422 . 
     As illustrated in  FIGS.  17 ,  22 , and  26   , each heating system  110  includes a thermistor  134  configured to provide feedback  142 ,  142 B to the micro-controller  386 . The micro-controller  386  provides control instructions CS and an enable signal EN to the dual HSD relays  418 ,  422  in response to received feedback  142 ,  142 B from thermistors  134  and received inputs  86 A,  86 B from switches  86 . The dual HSD relays  418 ,  422  may include a current sensor such that an analog current feedback  546 A is provided to the micro-controller  386  indicative of the current draw through the dual HSD relays  418 ,  422 . The analog current feedback  546 A to the micro-controller  386  allows the micro-controller  386  to monitor the operating status of the dual HSD relays  418 ,  422  and determine the operating condition of the electronically coupled heating and venting systems  110 ,  114 . 
     The central ECU  14  includes a low current H-bridge  410  and low power H-bridge  414  as illustrated in  FIG.  27   . The low current H-bridge  410  includes integrated field effect transistors (FET) and supports up to four high side power HS 7  and low side power LS 7  outputs for bi-directional DC motors  106 ,  106 A,  122 ,  198 . Filtered battery power BAT-F is supplied to the low current H-bridge  410 . A serial peripheral interface  542  allows for two-way communication between the micro-controller  386  and the low current H-bridge  410 . Current monitoring capabilities are included in the low current H-bridge  410  with analog current feedback  546 A being transmitted to the micro-controller  386  indicating the current draw of the integrated FETs. The micro-controller  386  generates PWM motor control  318  instructions based in part on one or more of instructions  86 A,  86 B received through the 12-volt digital input interface  394 , instructions  86 A,  86 B received through the flexible digital input interface  398 , memory information stored in the NVRAM  322 , the analog current feedback  546 A, and/or internal preprogrammed instructions stored in the micro-controller  386 . Optionally, the micro-controller  386  can generate the PWM motor control  318  instructions based in part on received feedback  146  from a Hall Effect position sensor  130  if the specific application includes a Hall Effect position sensor  130 . In the embodiment shown in  FIG.  27   , the low current H-bridge  410  high and low side power outputs HS 7 , LS 7  provide power to bi-directional DC motors  198  having a maximum running current draw of about 1.5 amps and configured to provide x-axis and y-axis motion of outer mirrors  66 ,  66 ′. 
     The low power H-bridge  414 , shown in  FIG.  27   , is supplied with filtered battery power BAT-F. The low power H-bridge  414  includes current sensing capabilities and provides an analog current feedback  546 A to the micro-controller  386 . The micro-controller  386  creates control instructions CS and an enable signal EN based in part on one or more of instructions  86 A,  86 B received through the 12-volt digital input interface  394 , instructions  86 A,  86 B received through the flexible digital input interface  398 , memory information stored in the NVRAM  322 , the analog current feedback  546 A, and/or internal preprogrammed instructions stored in the micro-controller  386 . The micro-controller  386  transmits control instructions CS and an enable signal EN to the low power H-bridge  414 . The low power H-bridge  414  includes pairs of high side and low side motor power outputs HS 2 , LS 2 . In the embodiment shown in  FIG.  27   , high side and low side motor power outputs HS 2 , LS 2  are electronically coupled to a low current bi-directional DC motor  106 A having a peak current draw of about 3.5 amps to 6 amps. 
       FIG.  28    illustrates the control architecture  374  of the central ECU  14 . The central ECU  14  includes embedded USB/serial interface  486 , Bluetooth/RFID interface  490 , and CAN/LIN interface  150 B. Also included in the CAN/LIN interface  150 B is the capability to communicate with an inter-integrated circuit bus (I2C) and a universal asynchronous receiver-transmitter bus (UART). Other embedded module interfaces  486 ,  490 ,  150 B can be included in the central ECU  14  to support other communications methods. The central ECU  14  can utilize these communication methods as desired for specific applications. An analog-to-digital converter (ADC) and a general-purpose input/output (GPIO) interface  554  are included for handling electrical inputs and electrical outputs of the micro-controller  386 . The central ECU  14  provides modularity of communications by integrating various embedded communication interfaces  486 ,  490 ,  150 B,  554  within the central ECU  14 . The specific embedded communication interfaces  486 ,  490 ,  150 B,  554  included within the central ECU  14  can be adjusted to support various applications. The central ECU  14  provides a portable solution since the central ECU  14  has the flexibility to interface with other devices, including electronic devices  22  associated with automotive power seating applications  30 ,  54 ,  58 , door assemblies  62 , and adjustable outer mirrors  66 , as non-limiting examples. 
     The central ECU  14  includes electronic circuitry  558  to provide high side power HS 1 -HS 7 , low side power LS 1 -LS 7 , current and power H-bridges (HB)  410 ,  414 , and PWM motor control  318 , as shown in  FIG.  28   . Further, the central ECU  14  includes electronic circuitry  562  to provide low energy PWM motor control  318  for door lock actuators  182 . The central ECU  14  presents a flexible architecture  374  for applications where bi-directional DC motor control  106 ,  106 A,  122 ,  198  is required for functions such as: power seats  30 ,  54 ,  58 , power outer mirrors  66 , adjustable pedals  74 ,  78 , and adjustable steering column  70 , as non-limiting examples. The central ECU  14  also includes single power outputs for system applications such as heating systems  110 , venting systems  114 , uni-directional latches  186 , and door lock actuators  182 , as non-limiting examples. The central ECU  14  is a centralized system consisting of multiple bi-directional DC motor control interfaces  302  with external position sensor interfaces  402  to monitor the position of selected bi-directional DC motors  106 ,  106 A,  122 ,  198 . 
     The micro-controller  386  of the central ECU  14  includes a microprocessor  566 , as shown in  FIG.  28   . The microprocessor  566  includes non-volatile random-access memory (NVRAM)  322 , random-access memory (RAM)  570 , and read only memory (ROM)  570 . An operating system (OS)  574 , application software  578 , and low-level drivers  582  are preloaded into RAM/ROM  570  of the microprocessor  566 . Additional application software  578  includes control diagnostics and functionality monitoring. Further, the microprocessor  566  includes software to handle services and diagnostics event management  586 . Aging compensation and online calibration for vehicle seat  30 ,  54 ,  58  applications can be incorporated into the central ECU  14  since the central ECU  14  includes a number of communication interface options, as well as includes NVRAM  322 . The flexibility of including specific communication interfaces  486 ,  490 ,  150 B, as well as the micro-controller  386  receiving analog current feedback  546 A and fault feedback  548  from the multiple MOSFET drivers  406 A- 406 C, current and power H-bridges  410 ,  414 , and dual HSD relays  418 ,  422 , allows the micro-controller  386  to perform functional safety checks and redundancy verification. Further, the micro-controller  386  can store service data in the NVRAM  322  and communicate service data through one or more of the available communication network interfaces  150 ,  154 . As such, the central ECU  14  can be configured to include service data communication readiness for specific applications desiring this feature. 
     The micro-controller  386  of the central ECU  14  includes preprogrammed instructions in the application software  578  that include a prioritized ranking of the plurality of attached electronic devices  22 . The prioritized ranking can categorize specific electronic devices  22  into groups of high priority, medium priority, and low priority, as a non-limiting example. Thus, the micro-controller  386  can sequence created command instructions based on a pre-assigned priority ranking, assuring that certain electronic devices  22  are provided power before other electronic devices  22 . For example, the micro-controller  386  can be preprogrammed to create prioritized command instructions for the door lock actuators  182 . Further, the micro-controller  386  can selectively delay creating command instructions for the bi-directional DC motors  160 E,  106 F attached to the outer mirrors  66 ,  66 ′ until after the micro-controller  386  has created command instructions for high priority electronic devices  22 . 
     In addition to sequencing the creation of command instructions, the micro-controller  386  can be preprogrammed to selectively delay creating command instructions for selected electronic devices  22 . For example, the micro-controller  386  can be preprogrammed to selectively restrict the total amount of electronic devices  22  receiving power output during a specific time period in order to restrict the total current draw through the solid-state relays  342 ,  342 ′. Similarly, the micro-controller  386  can delay creating command instructions for selected electronic devices  22  until after the micro-controller  386  ceases creating command instructions for other electronic devices  22 . In effect, the micro-controller  386  can limit the total amount of current draw through the central ECU  14  by selectively sequencing providing power output among the plurality of electronic devices  22 . In essence, the central ECU  14  can avoid providing power output simultaneously to every attached electronic device  22  since the micro-controller  386  can selectively sequence providing power output to individual electronic devices  22 . 
     Further, since the micro-controller  386  receives analog current feedback  546 A and fault feedback  548  from the multiple MOSFET drivers  406 A- 406 C, the current and power H-bridges  410 ,  414 , and the dual HSD relays  418 ,  422 , the micro-controller  386  can detect faults that occur in connected electronic devices  22 . The analog current feedback  546 A and the fault feedback  548  enable the micro-controller  386  to confirm that the attached electronic devices  22  have functioned as expected. Thus, if the micro-controller  386  detects analog current feedback  546 A and/or fault feedback  548  that are out of preprogrammed expected ranges, the micro-controller  386  can transmit an error instruction through the CAN interface  154  and/or LIN interface  150 . In addition, when the micro-controller  386  detects an error condition, the micro-controller  386  can retain a service flag indicator in the NVRAM  322 . Finally, the micro-controller  386  can create alternate command instructions based on the detection of an error condition. For example, if the micro-controller  386  receives an instruction  86 A requesting an increase in a temperature setting for a heating system  110  and the micro-controller  386  detects an error condition with the heating system  110 , the micro-controller  386  can selectively create a command instruction providing power output to an illumination device  178  in lieu of creating a command instruction requesting the central ECU  14  to provide power output to the heating system  110 . 
     The central ECU  14  is customizable such that the central ECU  14  can be incorporated into a number of different vehicles  18  and/or vehicles  18  with different electronic devices  22  since the central ECU  14  includes multiple MOSFET drivers  406 A- 406 C, current and power H-bridges  410 ,  414 , dual HSD relays  418 ,  422 , and solid-state relays  342 ,  342 ′. Individual electrical outputs  42  can be assigned to electronic devices  22  as required for a specific application. For example, if the central ECU  14  is configured to provide eight pairs of high side/low side power outputs HS 1 , LS 1  providing PWM motor control  318 , the eight pairs of power outputs HS 1 , LS 1  can be assigned to provide power output to six bi-directional DC motors  106  attached to the driver seat  30  and two bi-directional DC motors  106  attached to the passenger seat  54  in a first vehicle  18 . In a second vehicle  18  having a different configuration of driver and passenger seats  30 ,  54 , four pairs of high side/low side power outputs HS 1 , LS 1  can be assigned to provide power output to four bi-directional DC motors  106  attached to the driver seat  30 , with the remaining four pairs of power outputs HS 1 , LS 1  being assigned to provide power output to four bi-directional DC motors  106  attached to the passenger seat  54 . Thus, by changing the application software  578  stored in memory of the micro-controller  386  and changing the wiring harness  84 , the same central ECU  14  can be used for two different vehicle  18  applications. 
     One benefit of the central ECU  14  is the reduction in the number of power seat modules  202  and/or door modules  206  in a vehicle  18 , which also reduces the complexity of the electrical/electronic system architecture  10 . A second benefit is the central ECU  14  provides PWM motor control  318  to bi-directional DC motors  106 ,  106 A,  122 ,  198 , which are attached to the driver seat  30 , passenger seat  54 , and rear seat  58  of the vehicle  18 , and optionally attached to the adjustable steering column  70 , the adjustable accelerator and brake pedals  74 ,  78 , and adjustable outer mirrors  66 ,  66 ′. A third benefit is the central ECU  14  selectively provides power output to one or more seat heating systems  110 , seat venting systems  114 , door lock actuators  182 , solenoids  190 , illumination devices  178 , and uni-directional latches  186 . A fourth benefit is the central ECU  14  includes non-volatile random-access memory (NVRAM)  322 , allowing the central ECU  14  to retain memory settings, service data, and diagnostic information. A fifth benefit is the central ECU  14  can prioritize actuation of the connected electronic devices  22  attached to the vehicle seats  30 ,  54 ,  58 , the steering column  70 , accelerator and brake pedals  74 ,  78 , outer mirrors  66 ,  66 ′, and door locks actuators  182  based on preprogrammed prioritizing criteria. A sixth benefit is the use solid-state components, including solid-state relays  342 ,  342 ′, that provide analog current feedback  546 A and fault feedback  548  to the micro-controller  386  of the central ECU  14 , allowing for diagnostics and fault recovery within the micro-controller  386 . A seventh benefit is the central ECU  14  can be reconfigured with changes to pre-programmed application software  578  to utilize the central ECU  14  for a variety of vehicle  18  applications since individual electrical inputs  38  and electrical outputs  42  can be reassigned to different electronic devices  22  and electronic sensors  26  within a vehicle  18 . An eighth benefit is the central ECU  14  can be reconfigured by populating or depopulating individual electrical inputs  38  and electrical outputs  42  within a common control architecture  374 . By using a common control architecture  374 , multiple central ECUs  14  can be created for a variety of vehicle  18  applications while saving on manufacturing costs. 
     The invention has been described in an illustrative manner, and it is to be understood that the terminology, which has been used, is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present invention are possible in light of the above teachings. It is, therefore, to be understood that within the scope of the appended claims, the invention may be practiced other than as specifically described.