Patent Application
20190173240
This application claims priority from Japanese Patent Application No. 2017-232892 filed on Dec. 4, 2017, the entire contents of which are incorporated herein by reference.
The present invention relates to an in-vehicle control system and a wire harness.
Generally, in a vehicle, electrical components such as various loads, switches, sensors, electronic control units (ECUs), and the likes are arranged in various areas such as a door, a roof, a floor, and a seat. Further, electrical components of the respective areas are connected to each other via a wire harness, so that necessary electric power is respectively supplied to such electrical components from a vehicle side, a plurality of electrical components can communicate with each other, and necessary signals can be input and output.
When a control function such as a microcomputer is arranged for each area, it is possible to cope with the difference of the electrical components in each area according to, for example, the difference in the type of a vehicle or the change in the specification only by changing the software of the microcomputer or the like. However, when the microcomputers in respective areas are commonly connected to the same network on the vehicle, it is necessary to assign identification information such as a unique ID or the like to the microcomputer of each area and perform appropriate control for each ID.
Meanwhile, in a vehicle, there is a possibility of adding various pieces of equipment besides basic equipment, as optional equipment, with specification change, or according to the needs of a user. Therefore, it is necessary to supply electric power to additional equipment, generate a signal for controlling the equipment, and enable communication.
For example, the patent document 1: JP-A-2014-166019 relates to a wire harness and an electronic control device and discloses a technique for easily adding an electronic device. In addition, a vehicle harness structure of the patent document 1 discloses a technique for achieving commonality of the wire harness article numbers and eliminating the attachment of a wire harness.
According to a related art, in an in-vehicle control system including a wire harness, when a power supply box which supplies electric power to a downstream side or a subordinate cable is designed, it is necessary to determine the number of circuits in each part, the function to be installed, the connection form, and the like in advance supposing various pieces of equipment which may be added.
Therefore, as in the configuration illustrated in
In other words, the total number of connectors to be equipped in a power supply box, the number of electric wires of a wire harness, and the like must be predetermined according to additional equipment supposed at the time of designing. Therefore, when supposed equipment is too much, unnecessary connectors and electric wires not used are increased, and thus the cost of the system is increased. In addition, when the supposed equipment is insufficient, the equipment which can be added is limited, and thus it becomes difficult to respond to the specification changes and the request from a user.
In addition, as illustrated in FIG. 1 of the patent document 1, for example, when a control function is installed in a joint box, it is necessary to respectively install a standard control unit and an extended control unit. Here, with respect to the extended control unit, design must be made previously assuming various pieces of equipment which may be added. Alternatively, when there is a necessity for a specification change or the like, it is necessary to decide the function and configuration of a new extended control unit as a design change.
In other words, it is difficult to optimize the configuration when a power supply box or a subordinate cable is designed, and it is necessary to design new power supply boxes and cables of different configurations and to increase the types of parts which is brought about by a specification change of a vehicle, addition of equipment to be connected, and the like. Therefore, there is a concern that development man-hours accompanying reservation design of additional equipment increase, or the management cost or the cost of parts increases as the number of the types of parts increases.
One or more embodiments provide an in-vehicle control system and a wire harness which can flexibly cope with additions and changes of equipment which are unexpected at the time of design without an accompanying substantial configuration change.
In an aspect (1), an in-vehicle control system includes a power distribution box which supplies electric power to a downstream side, an in-vehicle device having one or more loads, and a connection cable which connects the power distribution box to the in-vehicle device disposed in the downstream side of the power distribution box. The power distribution box includes a host controller. At least one connector attached to the connection cable includes a connector control unit. The host controller acquires via the connection cable and holds connector identification information previously assigned to the connector control unit.
According to the aspect (1), the host controller can acquire the connector identification information given to the connector control unit of the connector connected to the downstream side thereof. Therefore, information necessary for controlling the in-vehicle device actually connected to the further downstream side of the connector control unit can be specified by the connector identification information. Thus, even when a new in-vehicle device which is not supposed at the time of designing is connected to the downstream side of the host controller, the host controller can appropriately control the in-vehicle device. As a result, it is possible to reduce the development man-hours accompanying reservation design of additional equipment. In addition, since there is no need to preliminarily incorporate parts which are less likely to be used in the power distribution box, the cost of parts can be reduced.
In an aspect (2), the power distribution box includes a plurality of standardized insertion ports to which one end of the connection cable is connectable. The host controller acquires the connector identification information via the connection cable according to a common control procedure even when the connection cable is connected to any of the plurality of standardized insertion ports.
According to the aspect (2), the specifications of the plurality of insertion ports are standardized. Thus, when each in-vehicle device is connected to the power distribution box via the connection cable, each connection cable can be connected to any of the plurality of insertion ports. Therefore, there is no mistake of the connection destination when the connection cable is connected and the cost of parts can also be reduced by standardized parts.
In an aspect (3), the connection cable includes a branch portion which branches to a plurality of paths. A plurality of the connectors are respectively connected to the plurality of the paths in the downstream side. A plurality of the connector identification information which is different is respectively assigned to the plurality of the connectors. A plurality of the in-vehicle devices are respectively connected to the plurality of the connectors.
According to the aspect (3), even when a plurality of insertion ports are not prepared in advance in the power distribution box, it is possible to connect a plurality of in-vehicle devices respectively or add in-vehicle devices by increasing the number of connectors connected to the branch destination of the connection cable.
In an aspect (4), the in-vehicle device includes a plurality of the loads or signal input devices. The connector control unit controls the plurality of the loads or the signal input device according to an instruction from the host controller.
According to the aspect (4), even when in-vehicle devices of various specifications with different number and types of loads and signal input devices are connected to the downstream side of the power distribution box, the difference in the specifications of respective in-vehicle devices can be absorbed by the control of the connector control unit. Therefore, it becomes easy to standardize the connection specifications between the host controller and the respective connector control units.
In an aspect (5), the host controller has a plurality of control operations which respectively correspond to the plurality of the connector identification information. The host controller controls the connector control unit with the control operation which is selected according to the connector identification information acquired via the connection cable.
According to the aspect (5), the host controller can execute appropriate control for each of a plurality of in-vehicle devices of different types and specifications by selecting one of the control operations according to the corresponding connector identification information. In addition, when a new control operation is added to the host controller, it also becomes possible to connect new additional equipment which is not supposed at the time of designing.
According to one or more embodiments, it is possible to flexibly cope with additions and changes of equipment which are unexpected at the time of designing, without substantial configuration changes. Therefore, it is possible to reduce the development man-hours accompanying reservation design of additional equipment. In addition, since there is no need to preliminarily incorporate parts which are less likely to be used in the power distribution box, the cost of parts can be reduced.
The invention has been briefly described above. Further, the details of the invention will be further clarified by reading the mode for carrying out the invention described below with reference to the accompanying drawings.
A specific embodiment relating to the invention will be described below with reference to the drawings.
A specific example of a layout of major electrical components on a vehicle is illustrated in
In the example illustrated in
The power output from an in-vehicle battery 55 is supplied to the other power distribution boxes 52-1, 52-2, 52-4, and 52-5 from the power distribution box 52-3 arranged on the left end side via the trunk line 51. Then, each of the power distribution boxes 52-1 to 52-4 distributes the electric power of the trunk line 51 and supplies it to the load of each part.
In the example illustrated in
Specifically, the equipment module MO1 includes a door lock motor 61a, a power window motor 61b, a lamp 61c, an outer mirror 61d, and the like. The equipment module MO2 includes a courtesy switch 62a, an outer mirror switch 62b, a seat heater 62c, a hazard switch 62d, and the like. The equipment module MO3 includes a roof LED 63a, a vanity switch 63b, a vanity lamp 63d, and the like. The equipment module MO4 includes a rear LED 64a, an E latch 64b, and the like.
In the example illustrated in
Therefore, the electric power required by the electrical components of respective equipment modules MO1 to MO4 can be supplied via one of the power distribution boxes 52-1 to 52-5 and the connection portions 53-1 to 53-4. In the following description, when it is not necessary to distinguish between the power distribution boxes 52-1 to 52-5, it will be described as the power distribution box 52.
A configuration example of an in-vehicle control system according to the embodiment is illustrated in
The in-vehicle control system illustrated in
The power distribution box 52 illustrated in
As illustrated in
The standard interface 14 has the insertion port 14a in a standardized shape which can be fitted with the connector CN11. Further, it is also possible to prepare a plurality of similar insertion ports 14a in the standard interface 14. In addition, the insertion port 14a has terminals respectively for connecting a power supply line, a ground wire, and two communication lines.
Each of the downstream load modules 20-1 and 20-2 illustrated in
A configuration diagram of the connection cable C1 illustrated in
The connector 21 of each of the downstream load modules 20-1 and 20-2 has an insertion port in a shape which can be fitted with the connector CN21 or CN22 of the connection cable C1. As illustrated in
Each of the connector control units EC21 and EC22 holds information of a unique connector ID assigned in advance to each of the connector control units EC21 and EC22 and has a function of communicating with the host ECU13 of the power distribution box 52 and a function of inputting/outputting necessary signals to/from the connector 21. Each of the connector control units EC21 and EC22 is constituted by a microcomputer or a dedicated electronic circuit. The specific operation of each of the connector control units EC21 and EC22 will be described below.
The information on the connector ID held by each of the connector control units EC21 and EC22 is predetermined in advance so as to reflect the difference in the configuration, type, specification, and the like of the downstream load modules 20-1 and 20-2 connected to the downstream side thereof.
In the example of
Further, the in-vehicle control system may be connected so as to have the configuration illustrated in
In the in-vehicle control system of
In the connection cable C2A, the connector CN11 is provided in one end and the connector CN21 is provided in the other end. The connector CN21 incorporates the circuit board of the connector control unit EC21. In the connection cable C2B, the connector CN11 is provided in one end and the connector CN22 is provided in the other end. The connector CN22 incorporates the circuit board of the connector control unit EC22.
In the configuration of
Similar to the configuration of
The plurality of insertion ports 14a and 14b of the standard interface 14A may be allocated to different communication ports independent from each other or communication lines of a plurality of insertion ports 14a and 14b may be connected in parallel to the same communication port.
A configuration diagram of another example of the connection cable C1 illustrated in
An operation example of the in-vehicle control system according to the embodiment is illustrated in
When power is supplied from the trunk line 51 to the host ECU 13, the host ECU 13 supplies electric power to the connector control unit EC21 via a power supply line of the connection cable C1 (S11).
The connector control unit EC21 starts its operation when the electric power is supplied from the connection cable C1, and acquires a connector ID held by itself from, for example, an internal memory (S12). Then, the connector control unit EC21 transmits its own connector ID to the host ECU 13 via a communication line of the connection cable C1 (S13).
The host ECU 13 receives the connector ID transmitted from the connector control unit EC21 and saves the connector ID in a connector ID table 13a in association with a communication port (S14) which has received the connector ID.
The connector ID table 13a is arranged in a nonvolatile memory in the host ECU 13 and used to hold a list of connector IDs of the respective connectors actually connected to the downstream side of the host ECU 13. For example, when the connectors CN21 and CN22 are connected to the power distribution box 52 by the connection cable C1, as illustrated in
The host ECU 13 incorporates a control software holding unit 13b. The control software holding unit 13b is a storage area allocated to the nonvolatile memory or the like in the host ECU 13 and holds the control software for each connector ID registered thereto in advance.
The host ECU 13 acquires the connector ID from each connector on the downstream side, and then the host ECU 13 executes control corresponding to the connector ID for each connected connector (S15). That is, the host ECU 13 refers to the connector ID table 13a, in such a manner that the connector ID of each connected connector is determined. Therefore, the control software corresponding to each of the determined connector IDs is acquired from the control software holding unit 13b and executed.
For example, when the connectors CN21 and CN22 are connected to the power distribution box 52 by the connection cable C1, as illustrated in
Here, in the host ECU 13, a transmission destination of a signal for control software can be specified by the corresponding connector ID and communication port. Further, on the connector control unit EC21 side, by referring to the connector ID included as information such as a destination in the signal sent from the host ECU 13, it is possible to distinguish a signal addressed to itself from a signal addressed to another connector control unit EC22.
Therefore, the connector control unit EC21 performs control of each load in the downstream load module 20-1 while communicating with the host ECU 13 (S16). That is, a signal generated by the switch 22 or the sensor 23 is input from a predetermined port and the signal is encoded in a format corresponding to its own connector ID, and then the signal is transmitted to the host ECU 13. Further, a signal received from host ECU 13 is decoded in a format corresponding to its own connector ID and is output to a predetermined port, so that the load 24 or the relay 25 is controlled.
For example, in the downstream load module 20-1 illustrated in
In the operation example of
In the operation example of
In a case of the in-vehicle control system illustrated in
In addition, when the number of downstream load modules 20-1 and the like connected to the power distribution box 52 is increased, it is possible to add the downstream load modules 20-1 and the like without changing the configuration of the power distribution box 52 by adding connectors and electric wires branching in the course of a cable as similar to the connection cable C1.
For example, even when unexpected changes are made to the configuration and specifications of the downstream load module 20-1 or the like, if the connection cable is substituted with the connection cable C1 including the connector control unit EC21 to which a new connector ID is given and control software corresponding to the new connector ID is added to the control software holding unit 13b of the host ECU 13, it can be used as it is without changing other configurations.
Therefore, when the power distribution box 52 is designed for the first time, there is no need to suppose the possibility of change or addition in the future and carry out reservation design, and thus it is possible to greatly reduce development man-hours. Moreover, it is not necessary to preliminarily incorporate components with low possibility of use in the power distribution box 52, and thus it is possible to eliminate waste and to reduce the cost of parts.
Further, difference in the configuration, type and the like of the downstream load modules 20-1, 20-2, and the like connected to the downstream side of the connection cable C1 and the like can be distinguished by the connector ID given in advance to each of the connector control units EC21 and EC22, and thus a common standardized standard interface (14, 14A) can be adopted for the output of the power distribution box 52. With such commonality, the types of parts and the number of article numbers are reduced, and thus the management cost and the manufacturing cost of parts are reduced.
Here, the features of the in-vehicle control system and the wire harness according to the embodiment of the invention described above are briefly summarized in the following [1] to [6] and listed below.
[1] An in-vehicle control system comprising:
a power distribution box (52) which supplies electric power to a downstream side;
an in-vehicle device (downstream load module 20-1 or 20-2) having one or more loads; and
a connection cable (C1, C2A, or C2B) which connects the power distribution box to the in-vehicle device disposed in the downstream side of the power distribution box,
wherein the power distribution box includes a host controller (host ECU 13),
wherein at least one connector attached to the connection cable includes a connector control unit (EC21 or EC22), and
wherein the host controller acquires via the connection cable and holds connector identification information (connector ID) previously assigned to the connector control unit.
[2] The in-vehicle control system according to [1],
wherein the power distribution box includes a plurality of standardized insertion ports (14a and 14b) to which one end of the connection cable (C2A or C2B) is connectable, and
wherein the host controller acquires the connector identification information via the connection cable according to a common control procedure even when the connection cable is connected to any of the plurality of standardized insertion ports (S14).
[3] The in-vehicle control system according to [1],
wherein the connection cable (C1) includes a branch portion (C1a) which branches to a plurality of paths,
wherein a plurality of the connectors (CN21 and CN22) are respectively connected to the plurality of the paths in the downstream side,
wherein a plurality of the connector identification information which is different is respectively assigned to the plurality of the connectors, and
wherein a plurality of the in-vehicle devices are respectively connected to the plurality of the connectors.
[4] The in-vehicle control system according to any one of [1] to [3],
wherein the in-vehicle device includes a plurality of the loads or signal input devices (switch 22, sensor 23, load 24, relay 25, and the like), and
wherein the connector control unit controls the plurality of the loads or the signal input device according to an instruction from the host controller (S16).
[5] The in-vehicle control system according to any one of [1] to [4],
wherein the host controller has a plurality of control operations (respective types of control software in control software holding unit 13b) which respectively correspond to the plurality of the connector identification information, and
wherein the host controller controls the connector control unit with the control operation which is selected according to the connector identification information acquired via the connection cable (S15).
[6] A wire harness comprising:
a power distribution box (52) which supplies electric power to an in-vehicle device (downstream load module 20-1 or 20-2) disposed in a downstream side and including one or more loads;
a connection cable (C1, C2A, or C2B) which connects the power distribution box to the in-vehicle device; and
a connector including a circuit board which is built in the connector and holds connector identification information (connector ID) referred by a host controller (host ECU 13) which the power distribution box includes.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2017-232892 | Dec 2017 | JP | national |
