Vehicular circuit body

Abstract

To provide a circuit body for a vehicle capable of simplifying a configuration of a trunk line portion and easily adding a new electric wire.SOLUTION: A vehicular circuit body comprising: a trunk line (BB _ LM) which extends at least in a front-rear direction of a vehicle; and a plurality of control boxes (CB (1), CB (2)) which are provided in the trunk line (BB _ LM), wherein each of the control boxes (CB (1), CB (2)) is provided with a connection portion (Cnx) for connecting an accessory (AE), the connection portion (Cnx) includes a plurality of connectors, and all of the plurality of connectors have a common shape, size, and configuration.SELECTED DRAWING: Figure 49

Description

[Technical Field]

[0001] The present invention relates to a vehicle circuit body that is arranged in a vehicle. [Background technology]

[0002] In a vehicle, it is necessary to appropriately supply power to a huge number of different electrical components from, for example, the alternator (generator) and battery, which are the main power sources. Furthermore, the system used to supply such power must also be equipped with a function to switch the power supply on and off as needed, and a function to cut off the current for each system when an excessive current flows through an electrical component.

[0003] In a typical vehicle, a wire harness, which is a collection of many electric wires, is routed throughout the vehicle, and power is supplied by connecting the main power source to each electrical component via this wire harness. It is also common to use junction blocks to distribute power from the power source to multiple systems, relay boxes to control the on / off of the power supply for each system, and fuse boxes to protect each wire in the wire harness and the load.

[0004] The vehicle also includes a plurality of control units for controlling these electrical components, and the control units and the electrical components are connected by wire harnesses so that they can communicate with each other. The wire harness disclosed in Patent Document 1 includes a network transmission line and circuits for supplying power, GND, and other signals. The wire harness also includes a wire harness trunk line, a sub-wire harness, an optional sub-wire harness, and a network hub device. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-78962 Summary of the Invention [Problem to be solved by the invention]

[0006] In recent years, vehicle systems, including power supply systems and communication systems, have become increasingly sophisticated due to an increase in the number of electrical components installed and the increasing complexity of control. In addition, autonomous driving technology has rapidly evolved, and safety requirements for various functions are increasing to accommodate this autonomous driving. Accordingly, the structure of the wire harnesses arranged on the vehicle body tends to become more complex. Therefore, as shown in Patent Document 1, for example, a wire harness main line, a sub-wire harness, and an optional sub-wire harness are combined to form a wire harness with a complex shape as a whole, which enables connection to various electrical components arranged in various places on the vehicle body.

[0007] Furthermore, as the number of electrical components installed in a vehicle increases, the diameter of each wire constituting the wire harness increases and the number of wires increases, which tends to increase the size and weight of the entire wire harness.Furthermore, as the number of vehicle models equipped with wire harnesses and the number of optional electrical components installed in vehicles increase, the number of types and product numbers of wire harnesses to be manufactured increases, making it difficult to standardize the parts that make up the wire harness, and resulting in increased part costs and manufacturing costs.

[0008] Furthermore, in the process of manufacturing a wire harness, in order to achieve a predetermined wiring configuration, the large number of wires constituting the wire harness must be routed over long distances along a pre-specified route, which takes a long time.Furthermore, since almost all of the wires gather at the trunk portion of the wire harness, the number of bundled wires is large, making the harness heavy.

[0009] Furthermore, for example, when a new electrical component that was not anticipated during the original design is installed in a vehicle, new wires must be added to the wire harness to ensure a path for transmitting special signals between that component and other components, or to supply power. However, wire harnesses have complex structures and shapes, making it extremely difficult to add new wires to an existing wire harness at a later stage. Therefore, it is necessary to design a new wire harness with a different type and part number and remake it into a separate product.

[0010] The present invention has been made in consideration of the above-mentioned circumstances, and its object is to provide a vehicle circuit body that simplifies the structure for electrically connecting various electrical components to a power source on a vehicle and between electrical components, particularly the configuration of the main line portion, and that also makes it easy to add new electrical wires. [Means for solving the problem]

[0011] In order to achieve the above-mentioned object, a vehicle circuit assembly according to the present invention has the following features. (1) A vehicle circuit assembly to be installed in a vehicle, a trunk line extending at least in the front-rear direction of the vehicle; a plurality of control boxes installed on the trunk line; The control box is provided with connection portions for connecting auxiliary devices, The connection portion includes a plurality of connectors, and the plurality of connectors all have a common shape, size, and configuration. Vehicle circuit body. [Effects of the Invention]

[0012] It is possible to provide a vehicle circuit body that simplifies the configuration of the main line portion and allows for easy addition of new electric wires.

[0013] The present invention has been briefly described above. The details of the present invention will become clearer by reading the following detailed description of the invention (hereinafter referred to as "embodiments") with reference to the accompanying drawings. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 1 is an exploded perspective view showing the layout and connection state of each part in a state in which a vehicle circuit body according to a first embodiment of the present invention is arranged on a vehicle body, and an overview of each module mounted on the vehicle body. [Figure 2] FIG. 2 is a perspective view showing a state in which each module shown in FIG. 1 is mounted on a vehicle body. [Figure 3] 3(a) is a perspective view showing the supply side control box shown in FIG. 1, and FIG. 3(b) is a cross-sectional view taken along the line AA in FIG. 3(a). [Figure 4] 4(a) to 4(c) are perspective views showing the assembly procedure of the supply side control box shown in FIG. [Figure 5] 5(a) and 5(b) are perspective views illustrating the circuit board according to this embodiment. [Figure 6] 6(a) is a perspective view showing the branch control box shown in FIG. 1, FIG. 6(b) is a perspective view showing the control box shown in FIG. 1, and FIG. 6(c) is a perspective view showing the intermediate control box shown in FIG. 1. [Figure 7] FIG. 7 is an enlarged perspective view of a main part of the instrument panel module shown in FIG. [Figure 8] FIG. 8 is a schematic diagram illustrating the configuration of the branching box according to this embodiment. [Figure 9] 9(a) to 9(c) are perspective views illustrating the structure of the branch box shown in FIG. [Figure 10] FIG. 10 is an exploded perspective view showing a modified example of the wiring material according to the present embodiment. [Figure 11] FIG. 11 is a perspective view of a main part showing a modification of the flat conductor according to the present embodiment. [Figure 12] FIG. 12 is a perspective view illustrating a fuse configured in a flat conductor according to this embodiment. [Figure 13]FIG. 13(a) is a perspective view illustrating an example of a battery connection between a power supply line and an earth line made of flat conductors according to this embodiment, and FIG. 13(b) is a cross-sectional view taken along the arrow BB in FIG. 13(a). [Figure 14] FIG. 14 is a perspective view illustrating an example of a connection structure of a wiring material made of a flat conductor according to this embodiment. [Figure 15] 15(a) to 15(c) are perspective views illustrating the arrangement of power lines according to this embodiment. [Figure 16] 16(a) to 16(d) are cross-sectional views illustrating the arrangement of wiring materials according to this embodiment. [Figure 17] 17(a) to 17(e) are cross-sectional views illustrating the arrangement of wiring materials according to this embodiment. [Figure 18] 18(a) and 18(b) are cross-sectional views illustrating the arrangement of wiring materials according to this embodiment. [Figure 19] 19(a) and 19(b) are perspective views illustrating the board connection structure of a round rod conductor according to this embodiment. [Figure 20] FIG. 20 is a perspective view illustrating the structure of a terminal formed from a twisted wire according to this embodiment. [Figure 21] 21(a) to 21(d) are enlarged views of the main part for explaining examples of the terminal structure of the power supply line according to this embodiment. [Figure 22] FIG. 22 is a perspective view illustrating an example of the formation of a round rod conductor according to this embodiment. [Figure 23] FIG. 23 is an explanatory diagram comparing the coated cross-sectional area of ​​a conventional wire harness with the coated cross-sectional area of ​​the wiring material according to this embodiment. [Figure 24] 24(a) and 24(b) are a perspective view and a cross-sectional view of the main part for explaining the terminal connection structure of the round rod conductor according to this embodiment. [Figure 25] 25(a) and 25(b) are a perspective view and a cross-sectional view of the main part for explaining the control box connection structure of the round rod conductor according to this embodiment. [Figure 26] 26(a) and 26(b) are perspective views of the main part illustrating modified examples of the round rod conductor according to this embodiment. [Figure 27] FIG. 27 is a cross-sectional view illustrating a modified example of the wiring material according to this embodiment. [Figure 28] FIG. 28 is a cross-sectional view illustrating a modified example of the wiring material according to this embodiment. [Figure 29] FIG. 29(a) is a vertical cross-sectional view illustrating a modified example of the wiring material according to this embodiment, and FIG. 29(b) is a cross-sectional view taken along the line CC in FIG. 29(a). [Figure 30] 30(a) to 30(d) are cross-sectional views illustrating modified examples of the wiring material according to this embodiment. [Figure 31] FIG. 31(a) is a vertical cross-sectional view illustrating a modified example of the wiring material according to this embodiment, and FIG. 31(b) is a cross-sectional view taken along the line DD in FIG. 31(a). [Figure 32] FIG. 32 is a plan view illustrating a modified example of the wiring material according to this embodiment. [Figure 33] 33(a) to 33(c) are partial perspective views and cross-sectional views for explaining examples of wiring forms of the wiring material according to this embodiment. [Figure 34] FIG. 34 is a partial cross-sectional perspective view illustrating a modified example of the vehicle circuit body according to the present embodiment. [Figure 35] FIG. 35 is a perspective view of a main part for explaining an example of a joining form of the wiring material according to this embodiment. [Figure 36] FIG. 36 is a perspective view of a main part for explaining an example of a joining form of the wiring material according to this embodiment. [Figure 37] 37(a) and 37(b) are exploded perspective views of essential parts illustrating a modified example of the control box according to this embodiment. [Figure 38] 38(a) and 38(b) are partial cross-sectional perspective views illustrating modified examples of the wiring material according to this embodiment. [Figure 39] 39(a) and 39(b) are perspective views for explaining examples of wiring forms of the wiring material according to this embodiment. [Figure 40] FIG. 40 is a schematic plan view illustrating a modified example of the vehicle circuit body according to the present embodiment. [Figure 41]41(a) to 41(e) are schematic plan views illustrating modified examples of the vehicle circuit body according to the present embodiment. [Figure 42] FIG. 42 is a schematic diagram illustrating a modified example of the vehicle circuit body according to the present embodiment. [Figure 43] FIG. 43 is a schematic diagram illustrating a modified example of the vehicle circuit body according to the present embodiment. [Figure 44] FIG. 44 is a schematic diagram illustrating a modified example of the vehicle circuit body according to the present embodiment. [Figure 45] FIG. 45 is a schematic perspective view showing the layout and connection state of each part when a vehicle circuit unit according to a modified example of this embodiment is installed on a vehicle body. [Figure 46] FIG. 46 is a cross-sectional view of a main part illustrating the dash panel penetration structure of the main line shown in FIG. [Figure 47] FIG. 47 is a schematic plan view showing the layout and connection state of each part in a state in which the vehicle circuit unit according to the second embodiment of the present invention is arranged on the vehicle body. [Figure 48] FIG. 48 is a perspective view showing a configuration example of main components of an in-vehicle device including a vehicle circuit body according to the third embodiment of the present invention. [Figure 49] FIG. 49 is a block diagram showing an example of the configuration of an in-vehicle system. [Figure 50] 50(a) and 50(b) are electrical circuit diagrams showing examples of the configuration of the backbone trunk. [Figure 51] FIG. 51 is a block diagram showing an example of the configuration of an electric circuit inside the control box. [Figure 52] FIG. 52 is a block diagram showing an example of the configuration of the functions provided in the control box. [Figure 53] FIG. 53 is a block diagram showing an example of the configuration of a communication system of an in-vehicle system. [Figure 54] FIG. 54 is a block diagram showing an example of the configuration of a communication system in an in-vehicle system equipped with a gateway. [Figure 55]55(a), 55(b), and 55(c) are perspective views showing examples of configurations for physically protecting unused connectors in the connection section of the control box. [Figure 56] FIG. 56 is a flow chart illustrating an example of a process for controlling and protecting unused connectors. [Figure 57] FIG. 57 is a block diagram showing an example of the configuration of a communication system inside the control box. [Figure 58] FIG. 58 is an electrical circuit diagram showing an example of a circuit configuration for supplying power to each communication system inside the control box. [Figure 59] FIG. 59 is an exploded view showing an example of the configuration of a wire harness in which a printed circuit board and electric wires are combined. [Figure 60] FIG. 60 is a perspective view showing an example of the appearance of a control box equipped with a USB port. [Figure 61] 61(a), 61(b), and 61(c) are plan views showing three configuration examples of a circuit board to be built into a control box or the like. [Figure 62] FIG. 62 is a perspective view showing a configuration example of a connection portion of a wiring member that constitutes a trunk line. [Figure 63] FIG. 63 is a plan view showing an example of connection between a control box on a main line and a branch line sub-harness. [Figure 64] FIG. 64 is a plan view showing an example of connection between a control box on a main line and a branch line sub-harness. [Figure 65] 65(a) and 65(b) are plan views showing examples of connections between a trunk line and a branch line sub-harness. [Figure 66] FIG. 66 is a perspective view showing an example of connection between a control box on a main line and a branch line sub-harness. [Figure 67] FIG. 67 is a perspective view showing an example of the arrangement of a main line and a plurality of branch sub-harnesses routed on a vehicle body. [Figure 68] 68(a) and 68(b) are block diagrams showing a plurality of control boxes and the communication trunk lines connecting them. [Figure 69] FIG. 69 is an electrical circuit diagram showing an example of the configuration of a control box equipped with a recovery function. [Figure 70] 70(a) and 70(b) are block diagrams showing examples of connections between a wire harness and a load. [Figure 71] FIG. 71 is a perspective view showing a specific example of the arrangement and connection of various components on a vehicle body. [Figure 72] 72(a), 72(b), and 72(c) are block diagrams showing specific examples of the connection state of the main line, the control box, the battery, etc. [Figure 73] Figures 73(a), 73(b), 73(c), 73(d), and 73(e) are block diagrams showing specific examples of connections between the mains and one or more batteries. [Figure 74] FIG. 74 is a block diagram showing a specific example of the connection state of the main line and a plurality of batteries. [Figure 75] FIG. 75 is an electric circuit diagram showing an example of the configuration of a power supply system of an in-vehicle system. [Figure 76] FIG. 76(a) is a block diagram showing an example of the configuration of an in-vehicle system, and FIG. 76(b) is a perspective view showing an example of the appearance of the same in-vehicle system. [Figure 77] 77(a) and 77(b) are longitudinal cross-sectional views showing different examples of the backbone trunk configuration. [Figure 78] FIG. 78 is a time chart showing an example of the correspondence between the power supply current and voltage when special power supply control is performed. [Figure 79] 79(a), 79(b), and 79(c) are longitudinal cross-sectional views showing different examples of the configuration of the backbone trunk. [Figure 80] FIG. 80 is an electric circuit diagram showing an example of the configuration of a power supply system of an in-vehicle system. [Figure 81] FIG. 81 is a longitudinal cross-sectional view showing an example of the configuration of a communication cable. [Figure 82] FIG. 82 is a block diagram showing an example of the configuration of a communication system of an in-vehicle system. [Figure 83]FIG. 83 is a block diagram showing an example of the configuration of a communication system of an in-vehicle system in which the communication systems are connected in a ring configuration. [Figure 84] FIG. 84 is a block diagram showing an example of the configuration of a communication system of an in-vehicle system in which the communication systems are connected in a star configuration. [Figure 85] Figures 85(a), 85(b), and 85(c) show the communication connection states between devices in different situations, with Figure 85(a) being a perspective view and Figures 85(b) and 85(c) being block diagrams. [Figure 86] FIG. 86 is an electric circuit diagram showing an example of the configuration of a power supply system of an in-vehicle system. [Figure 87] FIG. 87 is an electric circuit diagram showing an example of the configuration of a power supply system of an in-vehicle system. [Figure 88] FIG. 88 is an electrical circuit diagram showing an example of the configuration of a backup power supply circuit. [Figure 89] FIG. 89 is an electric circuit diagram showing an example of the configuration of a power supply circuit for a power load. [Figure 90] FIG. 90 is a block diagram showing an example of the configuration of an in-vehicle system. [Figure 91] FIG. 91 is a block diagram showing an example of the configuration of a control box capable of switching between a plurality of communication protocols. [Figure 92] FIG. 92 is a block diagram showing an example of the configuration of the control box. [Figure 93] 93(a) and 93(b) are block diagrams showing configuration examples of an in-vehicle system. [Figure 94] FIG. 94 is a block diagram showing an example of the configuration of a circuit module installed on the driver's door panel. [Figure 95] FIG. 95 is a block diagram showing an example of the configuration of a circuit module installed on the passenger door panel. [Figure 96] FIG. 96 is a block diagram showing an example of the configuration of a circuit module installed on a rear door panel. [Figure 97] FIG. 97 is a block diagram showing an example of the configuration of a circuit module installed on the roof of a vehicle. [Figure 98]FIG. 98 is a block diagram showing an example of the configuration of a smart connection connector. [Figure 99] 99(a) and 99(b) are block diagrams showing examples of the configuration of communication systems in different in-vehicle systems. [Figure 100] FIG. 100 is a block diagram showing an example of the configuration of a communication system of an in-vehicle system. [Figure 101] FIG. 101 is a block diagram showing an example of the configuration of a communication system in an in-vehicle system. [Figure 102] FIG. 102 is a vertical cross-sectional view showing an example of the configuration of the communication trunk line BB_LC. [Figure 103] FIG. 103 is a time chart showing an example of the configuration of an optical signal that undergoes wavelength multiplexing and time division multiplexing. [Figure 104] FIG. 104 is a block diagram showing an example of the configuration of a communication system in an in-vehicle system that performs optical multiplex communication. [Figure 105] FIG. 105 is a block diagram showing an example of the internal configuration of the control box. [Figure 106] FIG. 106 is a front view showing a specific example of a screen displayed when the power supply fails. [Figure 107] FIG. 107 is a flowchart showing an example of a process for a user to select a device to be used in the event of a power failure. [Figure 108] Each of Figures 108(a), 108(b), and 108(c) is a block diagram showing the configuration of three types of backbone trunks corresponding to different grades. [Figure 109] 109(a) and 109(b) are block diagrams showing configuration examples of different types of in-vehicle systems. [Figure 110] FIG. 110 is a block diagram showing an example of the configuration of an in-vehicle system. [Figure 111] FIG. 111 is a block diagram showing an example of the configuration of power lines included in a backbone trunk and the connection state of each device. [Figure 112] FIG. 112 is a block diagram showing an example of the configuration of an in-vehicle system. [Figure 113]FIG. 113 is a schematic plan view showing the layout of a backbone trunk portion of a vehicle circuit body according to the fourth embodiment of the present invention. [Figure 114] Figure 114(a) is a perspective view of the main part showing the instrument panel backbone trunk part of the backbone trunk part shown in Figure 113, and Figure 114(b) is a perspective view of the main part showing the floor backbone trunk part of the backbone trunk part shown in Figure 113. [Figure 115] 115(a) to 115(c) are a front view, a bottom view, and a left side view showing the supply side control box shown in FIG. 114(a). [Figure 116] 116(a) and 116(b) are a perspective view and a bottom view of the branch control box shown in FIG. 114(a) as seen from the bottom side. [Figure 117] 117 is an exploded perspective view of a main part for explaining an example of a connection structure between an instrument panel backbone trunk portion and a floor backbone trunk portion in the branch control box shown in FIG. [Figure 118] 118(a) is a cross-sectional view taken along the line FF in FIG. 117, and FIG. 118(b) is a cross-sectional view taken along the line GG in FIG. [Figure 119] 119(a) and 119(b) are a perspective view and a front view of the multi-connector shown in FIG. 114(a). [Figure 120] 120(a) is a cross-sectional view taken along the line EE in FIG. 116, and FIG. 120(b) is a cross-sectional view taken along the line HH in FIG. 120(a). [Figure 121] FIG. 121 is a cross-sectional view showing a state in which a multi-connector is connected to the branch control box shown in FIG. 120(a). [Figure 122] 122(a) and 122(b) are a perspective view and a bottom view of the control box shown in FIG. 114(a) as seen from the bottom side. [Figure 123] FIG. 123 is a perspective view of the intermediate control box shown in FIG. 114(b) with the upper case open. [Figure 124]FIG. 124 is an exploded perspective view of a main part for explaining an example of a connection structure between a circuit board in the intermediate control box shown in FIG. 123 and a floor backbone trunk part. [Figure 125] FIG. 125 is a cross-sectional view taken along the line JJ in FIG. [Figure 126] 126(a) and 126(b) are cross-sectional views showing the separated and assembled states of the circuit boards in the II cross section of FIG. [Figure 127] FIG. 127 is a front view showing another configuration of the backbone control box and its vicinity. [Figure 128] FIG. 128 is a plan view showing a configuration example of the main components of an in-vehicle device including a vehicle circuit body. DETAILED DESCRIPTION OF THE INVENTION

[0015] Specific embodiments of the present invention will be described below with reference to the accompanying drawings.

[0016] Description of the Invention and Potential Claims [Form-1] (1) a trunk line having a power supply line with a predetermined current capacity and a communication line with a predetermined communication capacity, the trunk line being arranged in a vehicle body; a branch line connected directly or indirectly to an auxiliary device; a control unit for distributing at least one of the power of the power supply line and the signal of the communication line supplied to the trunk line to the branch lines connected to the trunk line, and a plurality of control boxes distributed along the trunk line, The vehicle circuit assembly is characterized in that the trunk line is made of a wiring material having at least one type of conductor selected from the group consisting of a flat conductor, a round rod conductor, and a twisted wire.

[0017] According to the vehicle circuit body having the configuration (1) above, a vehicle circuit body having a simple structure can be constructed by a trunk line having a predetermined current capacity and a predetermined communication capacity that is arranged in the vehicle body, and branch lines that connect auxiliary equipment to the trunk line via multiple control boxes distributed along the trunk line. In addition, the vehicle circuit is configured with separate main lines that are common to multiple vehicle models, grades, or options, and branch lines that change depending on the accessories of the multiple vehicle models, grades, or options. Therefore, even if the number of vehicle models, grades, or optional accessories increases, it is only necessary to prepare branch lines that have different wiring depending on the multiple vehicle models, grades, or optional accessories, which makes it possible to simplify the manufacture of the vehicle circuit and reduce costs. Furthermore, trunk power lines require a large cross-sectional area to ensure a predetermined current capacity. Therefore, if the power line is constructed from a wiring material having a flat, band-shaped conductor with a flat cross-sectional shape, it becomes easy to bend in the thickness direction, facilitating the work of routing along a predetermined routing path. Furthermore, if the power line is constructed from a wiring material having a versatile round rod conductor or twisted wire, it becomes easier to manufacture and the bending direction is free, making it easier to route.

[0018] (2) The vehicle circuit body according to (1) above, wherein the wiring material is configured by mixing a plurality of types of the conductors.

[0019] According to the vehicle circuit body having the above-mentioned configuration (2), by constructing the wiring material by appropriately mixing flat conductors, round bar conductors, and twisted wires, it is possible to obtain a trunk line that is easy to manufacture and has good wiring properties according to the wiring route of the vehicle.

[0020] (3) The vehicle circuit assembly according to (1) or (2) above, wherein the trunk line between the plurality of control boxes is made up of wiring material having different types of conductors.

[0021] According to the vehicle circuit body having the configuration (3) above, it is possible to use wiring materials having conductors suitable for the wiring route of the vehicle for each main line between a plurality of control boxes, thereby further improving the ease of wiring. .

[0022] (4) The vehicle circuit body according to any one of (1) to (3) above, wherein the trunk line has a branching portion from which at least one of the power supply line and the communication line branches.

[0023] According to the vehicle circuit assembly having the configuration of (4) above, the main line is branched into multiple main lines at the branching section, so that the control boxes distributed on each main line can be installed in various parts of the vehicle, respectively. This makes it easy to supply power and send and receive communication data (signals) to the auxiliary devices installed in various parts of the vehicle via branch lines connected to these control boxes, and also makes it possible to shorten the branch lines.

[0024] (5) The vehicle circuit assembly according to any one of (1) to (4) above, wherein a sub-power supply separate from a main power supply of the power supply line is connected to the trunk line.

[0025] According to the vehicle circuit assembly having the configuration (5) above, the main power supply and the sub-power supplies are distributed along the main power line. Therefore, when the power demands of each auxiliary device are high, voltage fluctuations can be suppressed by the current supply from each power supply. Furthermore, if the power supply from one power supply is interrupted due to a vehicle collision or the like, power can be supplied from the other power supply, thereby forming a power supply line that will not be interrupted. Furthermore, by connecting the main power supplies and sub-power supplies distributed throughout the vehicle with a main power line, it becomes easier to recover regenerative energy in electric vehicles and hybrid vehicles, thereby improving the energy recovery rate. Furthermore, having multiple power sources allows for backup power supplies, minimizing the impact of power supply abnormalities.

[0026] (6) The vehicle circuit assembly according to any one of (1) to (5) above, wherein the trunk line further includes an earth line having a predetermined current capacity.

[0027] According to the vehicle circuit body having the above configuration (6), the earth line is routed parallel to the power supply line in the main line, thereby making it possible to prevent power supply noise from sneaking into the communication line. In addition, the power line and earth line are constructed using wiring material having flat conductors and arranged in a stacked configuration, which increases the surface area of ​​the opposing surfaces and reduces the gap between them, thereby further improving noise resistance.

[0028] [Power-1] In vehicles, there is a demand for improved reliability in the power supply system of the wire harness, for example, due to the need to accommodate autonomous driving technology. For example, even in the event of a vehicle collision resulting from a traffic accident, it is desirable for the power supply to important on-board equipment to be uninterrupted and for the vehicle to be able to avoid the problem by itself. In addition, there is a demand for vehicle circuit assemblies such as wire harnesses to have standardized components across various types of vehicles, to have simplified configurations, to reduce component and manufacturing costs, and to reduce the number of component part numbers. Therefore, the following configurations (1) to (7) are adopted.

[0029] (1) A vehicle circuit assembly to be installed in a vehicle, a trunk line extending at least in the front-rear direction of the vehicle; a plurality of control boxes installed on the trunk line; Equipped with The trunk line has two power supply lines and a communication line. A vehicle circuit assembly comprising:

[0030] This configuration creates two power lines between the control boxes, so that one of the power lines can be used as a backup to reduce the possibility of power supply interruptions, and the voltage of one of the lines can be increased as needed to provide stable power.

[0031] (2) The two power supply lines transmit power at the same voltage. The vehicle circuit assembly according to (1) above.

[0032] This configuration allows the two power lines to be used together depending on the situation, or one of them can be used as a backup.

[0033] (3) The two power supply lines transmit power at different voltages. The vehicle circuit assembly according to (1) above.

[0034] With this configuration, when a load with high power consumption is connected, a large power supply current flows and the voltage drop in the supply line increases, so by selecting a high power supply voltage, the increase in power loss can be suppressed.

[0035] (4) The plurality of control boxes include: a first control box and a second control box downstream of the first control box with respect to a power source; The first control box transmits power to the second control box using only one of the two power supply lines. The vehicle circuit assembly according to any one of (1) to (3) above.

[0036] With this configuration, one of the two power supply lines can be reserved as a backup, and if an abnormality occurs in the power supply line currently in use, it becomes possible to switch to the backup power supply system.

[0037] (5) Further provided with a branch line connected to an auxiliary device installed in the vehicle. The vehicle circuit assembly according to any one of (1) to (4) above.

[0038] This configuration makes it possible to supply power from the power source to the main line in a lump, and then distribute the power from this main line to each auxiliary device.

[0039] (6) One end of the branch line is connected to the control box. The vehicle circuit assembly according to (5) above,

[0040] This configuration allows the power to be supplied to the accessories to be distributed from the control box.

[0041] (7) The two power lines are installed parallel to each other. The vehicle circuit assembly according to any one of (1) to (6) above.

[0042] This configuration allows two power lines to be installed simultaneously by connecting the control boxes with one main line.

[0043] [Power-2] A vehicle may be connected to a different number or type of electrical equipment (auxiliary devices) depending on the vehicle model, grade, destination, optional equipment, etc. Furthermore, if the number or type of electrical equipment changes, the configuration of the wire harness may change. It is also possible that new types of electrical equipment not anticipated at the time of vehicle design may be added to the vehicle later. In such cases, it is desirable that the added electrical equipment can be used simply by connecting it to an existing wire harness or the like already installed in the vehicle. It is also desirable that the connection position of each electrical equipment can be changed as needed. It is also desirable that wire harnesses and the like can be configured using common components even if the type of vehicle or the number and type of electrical equipment to be connected changes. Therefore, the configuration is as shown in (1) and (2) below.

[0044] (1) A vehicle circuit assembly to be installed in a vehicle, a trunk line extending at least in the front-rear direction of the vehicle; a plurality of control boxes installed on the trunk line; a branch line connecting the control box and the auxiliary equipment; Equipped with the trunk line and the branch line each have a power supply line and a communication line, the control box has a branch line connection unit to which the branch line is connected, and a branch line control unit that distributes power from the trunk line to the branch line by controlling the branch line connection unit in accordance with a control program; The control program can be externally changed depending on the auxiliary equipment connected to the branch line. A vehicle circuit assembly comprising:

[0045] With this configuration, regardless of the type of auxiliary equipment connected to the branch line, appropriate power can be supplied to the auxiliary equipment from the main line via the branch line by changing the control program.

[0046] (2) The branch line connection portion has a plurality of connectors to which the ends of the branch lines are connected, The plurality of connectors have the same shape. The vehicle circuit assembly according to (1) above.

[0047] This configuration eliminates the need to use different connectors to connect the branch wires depending on the auxiliary equipment, making it easy to add or replace auxiliary equipment.

[0048] [Communication-1] In vehicles, for example, autonomous driving technology is required, and therefore there is a demand for improving the reliability of the communication system of the wire harness. For example, even in the event of a vehicle collision due to a traffic accident, it is desirable that the communication system used to control important on-board equipment can maintain a communication state and no abnormalities occur in the vehicle's control state. Furthermore, there is a demand for vehicle circuit bodies such as wire harnesses used as communication paths to have standardized components across various types of vehicles, have simplified configurations, reduce component costs and manufacturing costs, and reduce the number of component part numbers. Therefore, the configuration is as shown in (1) below.

[0049] (1) A vehicle circuit assembly to be installed in a vehicle, a trunk line extending at least in the front-rear direction of the vehicle; a plurality of control boxes installed on the trunk line; Equipped with the trunk line includes a power supply line and a communication line, The communication line is arranged to connect the plurality of control boxes in a ring shape. A vehicle circuit assembly comprising:

[0050] With this configuration, even if a failure occurs in one of the communication lines connecting the multiple control boxes, communication can be continued using a route in the opposite direction to the point where the failure occurred, thereby improving the reliability of communication on the main line of the vehicle circuit body.

[0051] [Communication-2] A variety of electrical components may be connected to a vehicle's wire harness, etc. It is also desirable to standardize the components used and to be able to freely change the connection positions of electrical component connectors, etc. For this reason, it is expected that commonly used communication standards will be adopted and numerous connectors of common shapes will be provided on the vehicle's wire harness. However, for example, from a security perspective, it may be required that some connectors be restricted from free use by vehicle users and third parties unless special permission is granted. However, if a standard communication method or standard connectors are adopted, there is a possibility that users, etc., may use unused connectors without permission, which may cause security issues. Therefore, the following configurations (1) to (5) are provided.

[0052] (1) A vehicle circuit assembly to be installed in a vehicle, A plurality of control boxes; a trunk line connecting a plurality of the control boxes to each other; a branch line directly or indirectly connecting the control box and an auxiliary device; Equipped with the trunk line and the branch line each have a power supply line and a communication line, the control box has a plurality of branch line connection parts to which the branch line communication lines can be attached and detached, A lock function unit that is physically or electrically locked when the branch wires are not connected is provided in each of the plurality of branch wire connection units. A vehicle circuit assembly comprising:

[0053] With this configuration, even if the control box is equipped with more branch line connectors than the number of branch lines currently connected so that additional branch lines can be connected in the future, it is possible to prevent a branch line that should not be connected from being connected to an empty branch line connector. Therefore, it is possible to prevent, for example, a program rewriting device from being connected to an empty branch line connector with the intent of maliciously rewriting the program in the control unit of the control box.

[0054] (2) Each of the plurality of branch line connection sections has a connector to which an end of the communication line can be detachably attached, The locking function portion includes a cover member that collectively covers the openings of the plurality of connectors, and a key portion that prevents the cover member from being detached from the connectors in a locked state. The vehicle circuit assembly according to (1) above.

[0055] With this configuration, when there is currently no need to connect a branch wire to any of the branch wire connection parts, the connectors of all of the branch wire connection parts can be covered collectively with the cover member, and the lock part makes the cover member unremovable, thereby preventing branch wires from being connected to the connectors by mistake or maliciously.

[0056] (3) Each of the plurality of branch line connection sections has a connector to which an end of the communication line can be attached or detached, The locking function portion includes a cover member that covers at least a part of the opening of any one of the connectors, and a key portion that prevents the cover member from being detached from the connector in a locked state. The vehicle circuit assembly according to (1) above.

[0057] This configuration allows cover members to be attached only to necessary locations of the multiple connectors and makes them unremovable. Therefore, if only some of the multiple connectors do not have branch wires connected to them, the cover members can be attached to those connectors to prevent branch wires from being connected to those connectors by mistake or maliciously.

[0058] (4) Each of the plurality of branch line connection sections has a connector to which an end of the communication line can be detachably attached, the locking function portion is a sealing member that covers an opening of at least one of the connectors, The sealing member has an opening indication means that can determine whether the sealing member has been opened or not. The vehicle circuit assembly according to (1) above.

[0059] With this configuration, the seal member has an opening indication means, which acts as a deterrent against anyone who maliciously attempts to connect a branch wire to the connector. Also, if a branch wire is fraudulently connected to the connector, it becomes easier for dealers and others to discover this fact.

[0060] (5) Each of the plurality of branch line connection units transmits a signal to the connected object, and determines whether to permit transmission and reception of the signal to and from the object based on a response from the object to the signal. The vehicle circuit assembly according to (1) above.

[0061] With this configuration, even if a branch line that should not be connected to the branch line connection section is connected, communication with the object connected to the branch line is made impossible, thereby preventing unauthorized communication from occurring and adversely affecting the function of the control box and each auxiliary device connected to the branch line.

[0062] [Communication-3] For on-vehicle communications, multiple standard interfaces, such as CAN, CXPI, and Ethernet (registered trademark), may be used. Furthermore, the communication standards adopted by the electrical components to be connected may differ depending on the vehicle type, grade, or area of ​​the vehicle. Furthermore, in order to interconnect communication devices that use different standards, special communication cables, connectors, communication interfaces, and other devices must be individually prepared, which may result in a complex wire harness configuration and complicated connection work. Therefore, the configuration is as shown in (1) and (2) below.

[0063] (1) A vehicle circuit assembly to be installed in a vehicle, a trunk line extending at least in the front-rear direction of the vehicle; a plurality of control boxes installed on the trunk line; a branch line directly or indirectly connecting the control box and an auxiliary device; Equipped with the trunk line and the branch line each include a power supply line and a communication line, The vehicle is divided into a plurality of regions, At least two of the control boxes are arranged in different areas, and each control box has a gateway that converts a communication method between the branch communication line and the trunk communication line, the plurality of gateways are capable of communicating with each other via the trunk communication line; A vehicle circuit assembly comprising:

[0064] With this configuration, a gateway that converts the communication method between the main communication line and the branch communication line is installed in each area of ​​the vehicle, so that by connecting the accessories installed in each area to the control boxes installed in those areas via branch lines, it becomes possible to send and receive signals between these accessories and the main line.

[0065] (2) The gateway changes the communication method to correspond to the communication method used by the auxiliary equipment connected via the branch line. The vehicle circuit assembly according to (1) above.

[0066] This configuration makes it possible to connect various types of accessories to a control box installed in the same area as the accessory, regardless of the communication method.

[0067] [Communication-4] In vehicles, it is desirable to be able to connect multiple devices that transmit large amounts of data, such as video signals captured by various cameras. In such an environment, it is expected that optical communications will be adopted to enable high-speed, large-volume communications. However, connecting the entire in-vehicle system with an optical communications network will inevitably result in a very expensive system. Therefore, the configuration is as shown in (1) and (2) below.

[0068] (1) A vehicle circuit assembly to be installed in a vehicle, a trunk line extending at least in the front-rear direction of the vehicle; a plurality of control boxes installed on the trunk line; a branch line directly or indirectly connecting the control box and an auxiliary device; Equipped with the trunk line includes a power supply line and a communication line, the branch line includes at least one of a power supply line and a communication line, the trunk communication line has a transmission path for optical signals; the branch communication line has a transmission path for an electrical signal; A vehicle circuit assembly comprising:

[0069] This configuration allows the trunk lines connecting the control boxes to have optical signal transmission paths, which increases the transmission capacity between the control boxes. In addition, the use of optical signals makes it less susceptible to electromagnetic noise generated by power lines in the trunk lines and external devices, improving the reliability of communications.

[0070] (2) at least one of the trunk communication lines directly connects two of the plurality of control boxes; The vehicle circuit assembly according to (1) above.

[0071] With this configuration, the two control boxes are directly connected by a transmission path for optical signals, enabling high-speed signal transmission and reception.

[0072] <Description of Examples> DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A specific embodiment of a vehicle circuit body according to the present invention will be described below with reference to the accompanying drawings.

[0073] First Embodiment (Vehicle circuit body) First, the basic configuration of the vehicle circuit body will be described. FIG. 1 shows an outline of the layout and connection state of each part when a vehicle circuit body 10 according to a first embodiment of the present invention is installed on a vehicle body. The vehicle circuit body of the present invention is used to supply power from a main power source such as an on-board battery to auxiliary equipment (electrical components) in various parts of the vehicle, and as a transmission path necessary for exchanging signals between electrical components (see Figure 1). In other words, while its function is similar to that of a general wire harness installed in a vehicle, its shape and structure are significantly different from those of a general wire harness.

[0074] Specifically, in order to simplify the structure, a trunk line having a power supply line with a predetermined current capacity, a communication line with a predetermined communication capacity, and an earth line is configured with a simple wiring material 20 having a backbone-like shape. Note that the "predetermined current capacity" refers to a current capacity necessary and sufficient when all the electrical equipment that can be mounted on a target vehicle is installed and used, and the "predetermined communication capacity" refers to a communication capacity necessary and sufficient when all the electrical equipment that can be mounted on a target vehicle is installed and used. Various auxiliary devices (electrical equipment) can be connected via branch lines connected to multiple control boxes distributed along this trunk line.

[0075] The vehicle circuit body 10 according to the first embodiment shown in Figures 1 and 2 comprises, as basic components, a trunk line (backbone trunk section 15) having a power supply line 21 and a communication line 29 and arranged in the vehicle body 1, branch lines connected to electrical equipment in various parts of the vehicle body (instrument panel branch line subharness 31, front door branch line subharness 63, rear door branch line subharness 65, center console branch line subharness 66, front seat branch line subharness 67, rear seat branch line subharness 68, luggage branch line subharness 69), and a plurality of control boxes (supply side control box 51, branch control box 53, intermediate control box 57, control boxes 55, 59) distributed along the trunk line and having a control unit for distributing the power of the power supply line 21 and the signals of the communication line 29 supplied to the trunk line to the branch lines connected to the trunk line.

[0076] Furthermore, the backbone trunk portion 15 of the vehicle circuit body 10 according to the first embodiment is roughly divided into an instrument panel backbone trunk portion 11 and a floor backbone trunk portion 13. The instrument panel backbone trunk portion 11 is disposed linearly in the left-right direction above the reinforcements (not shown) at a location along the surface of the dash panel 50, so as to be substantially parallel to the reinforcements. The instrument panel backbone trunk portion 11 may be fixed to the reinforcements. The floor backbone trunk 13 is disposed along the interior floor of the vehicle so as to extend in the longitudinal direction of the vehicle body 1 at approximately the center in the lateral direction of the vehicle body 1, and extends linearly in the vertical direction along the surface of the dash panel 50, with its tip connected to the middle part of the instrument panel backbone trunk 11. The connection between the instrument panel backbone trunk 11 and the floor backbone trunk 13 is electrically connectable to each other via a branch in a branch control box 53, which will be described later. In other words, the backbone trunk 15 is configured in a T-shape with the instrument panel backbone trunk 11 and the floor backbone trunk 13.

[0077] Furthermore, an Encopa sub-harness 61 is connected to the instrument panel backbone trunk section 11 via a supply side control box 51 located on the left side of the vehicle body 1, upstream of the backbone trunk section 15. The Encopa sub-harness 61 has a main power cable 81 that electrically connects the main battery 5 and alternator 3, which are the main power sources located in the engine room (engine compartment) 41, to each other.

[0078] Here, dash panel 50 is located at the boundary between engine compartment 41 and passenger compartment 43, and it is required to completely seal the points where electrical connection members pass through dash panel 50. In other words, in order to maintain comfort inside passenger compartment 43, dash panel 50 must have the functions of insulating vibrations from engine compartment 41, reducing vibrations and noise from the suspension, and blocking high heat, noise, odors, etc., and sufficient consideration must be given to the points where electrical connection members pass through so as not to impair these functions.

[0079] As described above, the vehicle circuit body 10 according to the first embodiment has its main components, the instrument panel backbone trunk 11 and floor backbone trunk 13, the supply control box 51, the branch control box 53, the intermediate control box 57, and the control boxes 55 and 59, all of which are arranged in the space on the passenger compartment 43 side. The main power cable 81 connected to the supply control box 51 provided at the left end of the instrument panel backbone trunk 11 is routed so as to pass through a grommet 85 inserted into a through-hole in the dash panel 50, and is connected to the Encopa sub-harness 61 in the engine compartment 41. This allows power from the main power source to be supplied to the supply control box 51. The main power cable 81 is made of a flexible material, has a circular cross-sectional shape, or has a cross-sectional area that is smaller than that of the instrument panel backbone trunk 1. 1, sealing by the grommet 85 can be easily performed, and deterioration of workability when performing wiring work can be avoided.

[0080] Furthermore, when connecting various electrical components in the engine compartment 41 to the instrument panel backbone trunk section 11 in the passenger compartment 43, a desired electrical connection path can be achieved, for example, by installing a sub-harness 71 connected to the supply-side control box 51 so that it passes through the dash panel 50, or by installing a sub-harness 73 connected to the control box 55 so that it passes through the dash panel 50. In this case, since the sub-harnesses 71, 73, etc. have small cross-sectional areas and can be easily bent, it is easy to seal the points where they pass through the dash panel 50.

[0081] Furthermore, an instrument panel branch line sub-harness (branch line) 31 and a front door branch line sub-harness (branch line) 63 are connected to the instrument panel backbone trunk section 11 via a supply side control box 51 and a control box 55 . The instrument panel branch line sub-harness 31 is electrically connected via a module connector C to a module driver 30b of an instrument panel harness 30a, which is electrically connected to the control units of electrical equipment such as a meter panel and an air conditioner mounted on the instrument panel module 30. It is desirable that the front door branch line sub-harness 63 be connected to the module driver 33b of the front door sub-harness 33a, which is electrically connected to the control units of electrical equipment such as door locks and power windows mounted on the front door 33, so that it can supply power wirelessly and communicate with wireless communication devices.

[0082] Furthermore, the floor backbone trunk section 13 is connected to a rear door branch line sub-harness (branch line) 65, a center console branch line sub-harness (branch line) 66, a front seat branch line sub-harness (branch line) 67, a rear seat branch line sub-harness (branch line) 68, and a sub-battery 7 via an intermediate control box 57.

[0083] It is desirable that the rear door branch line sub-harness 65 be connected to the module driver 35b of the rear door harness 35a, which is electrically connected to the control units of electrical equipment such as door locks and power windows mounted on the rear door 35, so as to be capable of contactless power supply and close-proximity wireless communication.

[0084] The center console branch line sub-harness 66 is electrically connected via a module connector C to a module driver 39b of a center console harness 39a, which is electrically connected to the control units of electrical equipment such as the air conditioner and audio control panel mounted on the center console 39.

[0085] The front seat branch line sub-harness 67 is electrically connected via a module connector C to a module driver 37b of the front seat harness 37a, which is electrically connected to the control units of electrical equipment such as an electric reclining mechanism and a seat heater mounted on the front seat 37.

[0086] The rear seat branch line sub-harness 68 is electrically connected via a module connector C to a module driver 38b of the rear seat harness 38a, which is electrically connected to the control unit of electrical equipment such as an electric reclining mechanism and a seat heater mounted on the rear seat 38.

[0087] Furthermore, a luggage branch line sub-harness (branch line) 69 is connected to the floor backbone trunk line portion 13 via a control box 59 arranged downstream of the trunk line and at the rear of the vehicle body 1. The luggage branch line sub-harness 69 is electrically connected via a module connector C to a module driver (not shown) of the luggage harness which is electrically connected to the control units of various electrical components in the luggage room. In addition, the module connector C can connect the power and signals of the power supply and earth together to the control box so that power and signals can be efficiently sent to the backbone trunk section 15 and each auxiliary device.

[0088] (Routing material) The backbone trunk section 15 of the vehicle circuit body 10 in this first embodiment has a power supply line 21, a communication line 29, and an earth line 27, each of which is composed of wiring material 20 having a flat conductor 100. In addition, the configuration shown in FIG. 1 assumes the presence of a sub-battery (sub-power source) 7, and therefore the backbone trunk section 15 of the vehicle circuit body 10 includes a main power supply system (power supply line) 23 and a sub-power supply system (power supply line) 25 as the power supply line 21.

[0089] The wiring material 20 according to the first embodiment employs flat conductors 100 made of a metal material (e.g., copper alloy or aluminum) with a flat, strip-like cross section for the power line 21, earth line 27, and communication line 29 in the backbone trunk section 15, and these flat conductors 100, each surrounded by an insulating coating 110, are stacked in the thickness direction (see FIG. 1). That is, the main power system 23 is stacked on the sub-power system 25 that constitutes the power line 21, and on the earth line 27 stacked on the main power system 23, for example, a communication line 29, which has a pair of flat conductors arranged side by side, is stacked.

[0090] This allows the wiring material 20 to allow a large current to pass through and makes it relatively easy to bend in the thickness direction. Furthermore, the wiring material 20 allows the power line 21 and the earth line 27 to be routed side by side, and the earth line 27 is layered between the communication line 29 and the power line 21, thereby preventing power noise from leaking in.

[0091] Furthermore, the power line 21 of the backbone trunk section 15 requires a large cross-sectional area to ensure a predetermined current capacity, but the power line 21 of this embodiment is composed of a wiring material 20 having a flat conductor 100 with a flat, band-like cross-sectional shape, which makes it easy to bend in the thickness direction and facilitates the work of wiring along a predetermined wiring path.

[0092] (control box) The vehicle circuit body 10 of this first embodiment has five control boxes: a supply side control box 51 arranged at the upstream end of the backbone trunk section 15 (the left end of the instrument panel backbone trunk section 11), a branch control box 53 arranged at a branch point midway along the backbone trunk section 15 (the connection point between the instrument panel backbone trunk section 11 and the floor backbone trunk section 13), an intermediate control box 57 arranged midway along the backbone trunk section 15 (the middle part of the floor backbone trunk section 13), and control boxes 55 and 59 arranged at the downstream end of the backbone trunk section 15 (the right end of the instrument panel backbone trunk section 11 and the rear end of the floor backbone trunk section 13).

[0093] 3(a), the supply-side control box 51 is provided with a main power connection portion 120 for connecting the main power cable 81 to the instrument panel backbone trunk portion 11, and a branch line connection portion 121 for connecting the front door branch line sub-harness 63 and the sub-harness 71. The supply-side control box 51 can interconnect the power supply system, earth system, and communication system of each circuit between the main power cable 81, the instrument panel backbone trunk portion 11, the front door branch line sub-harness 63, and the sub-harness 71.

[0094] 3(b), the supply-side control box 51 accommodates a circuit board 125 in a case defined by a lower case 122 and an upper case 124. Three female terminals 127 mounted on the circuit board 125 are fitted with male terminals 130 electrically connected to the flat conductors 100 of the sub-power supply system 25, the main power supply system 23, and the earth line 27. Furthermore, a plurality of board connectors 131 provided on one edge of the circuit board 125 to form the branch line connection section 121 are electrically branch-connected to the sub-power supply system 25, the main power supply system 23, the earth line 27, and the communication line 29 in the instrument panel backbone trunk section 11 via circuits and bus bars configured on the board.

[0095] The main power supply connector 120 has a power supply connector 133 to which the power supply line 82 of the main power supply cable 81 is connected, and an earth connector 135 to which the earth line 84 is connected. 4(a), the flat conductor 100 of the main power supply system 23 is connected to a stud bolt (power input terminal) 141 of the power supply connection part 133 embedded in the lower case 122. The flat conductor 100 of the earth line 27 is connected to a stud bolt (power input terminal) 143 of the earth connection part 135 embedded in the lower case 122. The communication line 29 is connected to the circuit board 125 via, for example, a board connector (not shown).

[0096] 4(b), the circuit board 125 is fixed to the lower case 122 so that the female terminals 127 are fitted into the male terminals 130 electrically connected to the flat conductors 100. A control unit 151 is mounted on the circuit board 125 for distributing the power of the power supply line 21 and the signals of the communication line 29 to the Encopa sub-harness 61, the front door branch line sub-harness 63, and the sub-harness 71. The circuit board 125 also has mounted thereon a switching circuit 153 having an FPGA (field-programmable gate array) device and a circuit module as components necessary for switching the connection states of a plurality of electrical components (auxiliary equipment) and the electrical components.

[0097] 4(c), a terminal 86 crimped onto the end of the power line 82 of the main power cable 81 is nut-fastened to the flat conductor 100 of the main power supply system 23 at the power supply connection portion 133. Also, a terminal 86 crimped onto the end of the earth line 84 of the main power cable 81 is nut-fastened to the flat conductor 100 of the earth line 27 at the earth connection portion 135. In this way, the main power cable 81 can be connected and fixed to the instrument panel backbone trunk portion 11. Furthermore, a module connector C connected to the ends of the instrument panel branch line sub-harness 31, the front door branch line sub-harness 63, and the sub-harness 71 is connector-connected to the board connector 131 of the branch line connection portion 121. The module connector C can transmit power from the power supply line 21 and the earth line 27 and signals from the communication line 29 to each electrical component.

[0098] 6(a), the branch control box 53 is disposed at a branch point midway along the backbone trunk 15, which is the connection point between the instrument panel backbone trunk 11 and the floor backbone trunk 13, and is provided with a branch line connection portion 121 for connecting a sub-harness (branch line) connected to an electrical component (not shown). The branch control box 53 can interconnect the power supply system, earth system, and communication system of each circuit between the instrument panel backbone trunk 11, floor backbone trunk 13, and sub-harness.

[0099] Like the supply-side control box 51, the branch control box 53 houses a circuit board 125 in a case defined by a lower case 122 and an upper case 124, and a plurality of board connectors 131 are provided on one edge of the circuit board 125. The sub-power supply system 25, main power supply system 23, earth line 27, and communication line 29 in the instrument panel backbone trunk section 11 are electrically branched and connected to the board via circuits and bus bars configured on the board. The sub-power supply system 25, the main power supply system 23, and the earth line 27 in the instrument panel backbone trunk 11 and the floor backbone trunk 13 can be electrically connected and fixed by, for example, welding or bolting (see FIG. 14) the respective flat conductors 100 together. Also, the communication lines 29 in the instrument panel backbone trunk 11 and the floor backbone trunk 13 can be electrically connected and fixed by, for example, connector connection.

[0100] As shown in Fig. 6(b), the control box 55 is disposed at the downstream end of the backbone trunk 15, which is the right end of the instrument panel backbone trunk 11, and includes a branch line connection portion 121 for connecting the front door branch line sub-harness 63 and the sub-harness 73. The control box 55 can interconnect the power supply system, earth system, and communication system of each circuit between the instrument panel backbone trunk 11, the front door branch line sub-harness 63, and the sub-harness 73.

[0101] Like the supply-side control box 51, the control box 55 houses a circuit board 125 in a case defined by a lower case 122 and an upper case 124, and three female terminals 127 mounted on the circuit board 125 are fitted with male terminals 130 electrically connected to the flat conductors 100 of the sub-power supply system 25, the main power supply system 23, and the earth line 27 (see FIG. 3(b)). In addition, a plurality of board connectors 131 provided on one edge of the circuit board 125 to form the branch line connection section 121 are electrically branch-connected to the sub-power supply system 25, the main power supply system 23, the earth line 27, and the communication line 29 in the instrument panel backbone trunk section 11 via circuits and bus bars formed on the board. The control box 59 disposed at the rear end of the floor backbone trunk section 13 has the same configuration as the control box 55 described above.

[0102] 6(c), the intermediate control box 57 is disposed midway along the backbone trunk section 15, which is the intermediate section of the floor backbone trunk section 13, and includes a branch line connection section 121 for connecting the rear door branch line sub-harness 65, the center console branch line sub-harness 66, the front seat branch line sub-harness 67, the rear seat branch line sub-harness 68, and the sub-battery 7. The intermediate control box 57 can interconnect the power supply system, the earth system, and the communication system of each circuit among the floor backbone trunk section 13, the rear door branch line sub-harness 65, the center console branch line sub-harness 66, the front seat branch line sub-harness 67, the rear seat branch line sub-harness 68, and the sub-battery 7.

[0103] Similar to the supply side control box 51, the intermediate control box 57 houses a circuit board 125 in a case defined by a lower case 122 and an upper case 124, and a plurality of board connectors 131 provided on one edge of the circuit board 125 are electrically branched and connected to the sub-power supply system 25, main power supply system 23, earth line 27, and communication line 29 in the floor backbone trunk section 13 via circuits and bus bars configured on the board.

[0104] Each of the above-mentioned control boxes (supply side control box 51, branch control box 53, intermediate control box 57, and control boxes 55, 59) can be made compatible with most vehicle models by appropriately changing the multiple types of circuit boards 125 having branch wire connection parts 121 according to the grade and destination specifications of the vehicle to be installed, and parts can be standardized to reduce the number of product numbers. For example, the circuit board 126 shown in FIG. 5( a ) includes three board connectors 131 that constitute the branch line connection section 121 , a control section 151 , and one switching circuit 153 . In contrast to this, the circuit board 125 shown in FIG. 5(b) includes six board connectors 131 that constitute the branch line connecting section 121, a control section 151, and three switching circuits 153. These circuit boards 126 and 125 can be housed in a case defined by a common lower case 122 and upper case 124 .

[0105] (module) In the vehicle circuit body 10 according to the first embodiment, the instrument panel branch line sub-harness 31, the front door branch line sub-harness 63, the rear door branch line sub-harness 65, the center console branch line sub-harness 66, the front seat branch line sub-harness 67, and the rear seat branch line sub-harness 68, which are connected as branch lines to the backbone trunk section 15, are configured as an integrated module with the instrument panel module 30, the front door 33, the rear door 35, the center console 39, the front seat 37, and the rear seat 38.

[0106] In other words, the instrument panel branch line sub-harness 31 can be configured as a module integrated with the instrument panel module 30 by being connected to the module driver 30b of the instrument panel harness 30a, which is electrically connected to the control unit of the electrical equipment mounted on the instrument panel module 30. In addition, the front door branch line sub-harness 63 can be configured as a module integrated with the front door 33 by being connected to the module driver 33b of the front door sub-harness 33a, which is electrically connected to the control unit of the electrical equipment mounted on the front door 33, so that it can supply power wirelessly and communicate via close proximity wireless communication.

[0107] In addition, the rear door branch line sub-harness 65 can be configured as a module integrated with the rear door 35 by being connected to the module driver 35b of the rear door harness 35a, which is electrically connected to the control unit of the electrical equipment mounted on the rear door 35, so as to be capable of contactless power supply and close-proximity wireless communication. In addition, the center console branch line sub-harness 66 can be configured as a module integrated with the instrument panel module 30 by being connected to the module driver 39b of the center console harness 39a, which is electrically connected to the control unit of the electrical equipment mounted on the center console 39.

[0108] In addition, the front seat branch line sub-harness 67 can be configured as a module integrated with the front seat 37 by being connected to the module driver 37b of the front seat harness 37a, which is electrically connected to the control unit of the electrical equipment mounted on the front seat 37. In addition, the rear seat branch line sub-harness 68 can be configured as a module integrated with the rear seat 38 by being connected to the module driver 38b of the rear seat harness 38a, which is electrically connected to the control unit of the electrical equipment mounted on the rear seat 38.

[0109] Furthermore, as shown in FIG. 1, the instrument panel module 30 according to this embodiment is made up of an instrument panel main body as well as a plurality of instrument panel sub-modules such as a glove box 32, a center cluster 34, a steering 36, and the like. As shown in FIG. 7, a supply side control box 51 disposed on the left side of the instrument panel backbone trunk section 11 is located on the left side of the vehicle body 1 of the instrument panel module 30 to which the glove box 32 is attached. Therefore, if mechanical relays and mechanical fuses for power distribution are provided inside the supply side control box 51 electrically connected to the main battery 5 via the main power cable 81, the mechanical relays and mechanical fuses inside the supply side control box 51 can be easily accessed by removing the glove box 32, making maintenance for replacing them easier.

[0110] (branch box) In the vehicle circuit body 10 according to this embodiment, a branch box 161 can be provided in the middle of the backbone trunk section 15 (for example, in the middle of the floor backbone trunk section 13) as shown in Fig. 8. The branch box 161 is connected to, for example, the sub-battery 7. To install a branch box 161 in the middle of the floor backbone trunk line 13, first, as shown in Figure 9(a), the insulating coating 110 is peeled off at predetermined locations of the sub-power supply system 25, the main power supply system 23, and the earth line 27 to expose the flat conductors 100, and then connection terminals 171, 172, and 173 are connected to each flat conductor 100 by welding or the like.

[0111] Next, as shown in FIG. 9(b), the sub-power supply system 25, the main power supply system 23, and the earth line 27 are stacked so that the connection terminals 171, 172, and 173 are arranged in parallel. Then, as shown in Figure 9(c), the case 162 with three stud bolts 167 installed covers the portion of the floor backbone trunk section 13 where the insulating coating 110 has been removed, and is attached so that the stud bolts 167 pass through the through holes of the connection terminals 171, 172, and 173, respectively.

[0112] 8, LA terminals 166 crimped to the ends of power cables 163, 164, and 165 connected to the sub-battery 7 are inserted into stud bolts 167 and secured with nuts. The positive pole of the sub-battery 7 is connected to the sub-power supply system 25 and the main power supply system 23 via the power cables 163 and 164, and the negative pole of the sub-battery 7 is connected to the earth line 27 via the power cable 165. In this way, by providing the branch box 161 midway along the floor backbone trunk 13, the sub-battery 7 can be reliably and easily connected to the floor backbone trunk 13.

[0113] (Effect of vehicle circuit configuration) As described above, according to the vehicle circuit body 10 of the first embodiment, a vehicle circuit body of simple structure can be constructed using a backbone trunk section 15 that has a predetermined current capacity and a predetermined communication capacity and is arranged in the vehicle body 1, and branch lines (instrument panel branch line subharness 31, front door branch line subharness 63, rear door branch line subharness 65, center console branch line subharness 66, front seat branch line subharness 67, rear seat branch line subharness 68, luggage branch line subharness 69, etc.) that connect electrical equipment in various parts of the vehicle body to the backbone trunk section 15 via five control boxes (supply side control box 51, branch control box 53, intermediate control box 57, and control boxes 55, 59) distributed along this backbone trunk section 15.

[0114] That is, the backbone trunk section 15, which has a simple overall shape and is easy to manufacture, is composed of an instrument panel backbone trunk section 11 extending in the left-right direction of the vehicle body 1 and a floor backbone trunk section 13 extending in the front-rear direction of the vehicle body 1 at approximately the center of the vehicle body 1. The backbone trunk section 15 may also have a split structure that can be split between the control boxes, and the sections may be connected to each other via the control boxes.

[0115] Furthermore, the branch wires (such as instrument panel branch wire subharness 31, front door branch wire subharness 63, rear door branch wire subharness 65, center console branch wire subharness 66, front seat branch wire subharness 67, rear seat branch wire subharness 68, and luggage branch wire subharness 69) connected to the multiple control boxes (supply side control box 51, branch control box 53, intermediate control box 57, and control boxes 55, 59) distributed along backbone trunk section 15 are divided into sections for each vehicle body area, which distributes the differences in circuit specifications between the areas and shortens the wire lengths. This improves productivity, and the smaller, divided branch wires improve the packaging rate, reducing transportation costs.

[0116] Furthermore, the vehicle circuit body 10 is configured by dividing it into backbone trunk section 15 that is used in common for a plurality of vehicle models, grades, or options, and branch lines that are changed depending on the auxiliary equipment of a plurality of vehicle models, grades, or options (instrument panel branch line subharness 31, front door branch line subharness 63, rear door branch line subharness 65, center console branch line subharness 66, front seat branch line subharness 67, rear seat branch line subharness 68, luggage branch line subharness 69, etc.). Therefore, even if the number of auxiliary equipment for a plurality of vehicle models, grades, or options increases, it is only necessary to prepare branch lines that have different wiring depending on the auxiliary equipment for a plurality of vehicle models, grades, or options, which makes it possible to simplify the manufacture of the vehicle circuit body 10 and reduce costs.

[0117] Moreover, the backbone trunk 15 according to the first embodiment is configured in a T-shape with the power supply line 21 and the communication line 29 branched at a branching portion, which is a connection portion between the instrument panel backbone trunk 11, in which the branch control box 53 is arranged, and the floor backbone trunk 13. Therefore, by branching the backbone trunk 15 into a plurality of portions at the branching portion, a plurality of control boxes (supply side control box 51, branch control box 53, intermediate control box 57, and control boxes 55, 59) distributed in the instrument panel backbone trunk 11 and the floor backbone trunk 13 can be arranged in various parts of the vehicle body 1. Therefore, the auxiliary devices (electrical equipment) arranged in various parts of the vehicle body 1 are connected to the branch lines (instrument panel branch line sub-harness 31, front door branch line sub-harness 63, rear door branch line sub-harness 64, etc.) connected to these control boxes. This makes it easier to supply power and send and receive communication data (signals) via the sub-harnesses (e.g., the front seat sub-harness 65, the center console branch line sub-harness 66, the front seat sub-harness 67, the rear seat sub-harness 68, the luggage sub-harness 69, etc.), and also makes it possible to shorten the branch lines. The trunk line of the present invention is not limited to a T-shape formed by the instrument panel backbone trunk line portion 11 and the floor backbone trunk line portion 13, but may take various other shapes such as an I-shape or an H-shape.

[0118] Furthermore, according to the vehicle circuit body 10 of the first embodiment, the main battery (main power source) 5 and the sub-battery (sub-power source) 7 are distributed along the power supply line 21 of the backbone trunk section 15. Thus, voltage fluctuations when the power required by each auxiliary device (electrical component) is high can be suppressed by the current supply from each power source. Furthermore, if the power supply from one power source is interrupted due to a vehicle collision or the like, power can be supplied from the other power source, thereby forming an uninterruptible power supply line 21. Furthermore, by connecting the main battery 5 and sub-batteries 7 distributed throughout the vehicle with the power line 21 of the backbone trunk section 15, it becomes easier to recover regenerative energy in electric vehicles and hybrid vehicles, thereby improving the energy recovery rate. Furthermore, having multiple power sources allows for backup power supplies, minimizing the impact of power supply abnormalities.

[0119] (Variation) Modifications of the respective configurations of the vehicle circuit body 10 according to the first embodiment will be described in detail below. FIG. 10 is an exploded perspective view showing a modified example of the wiring material according to the present embodiment. The wiring material 180 constituting the backbone trunk section is composed of a power line 181 and an earth line 183 made of flat conductors made of aluminum, and a communication line 185 made of FPC (Flexible Printed Circuits). Therefore, the wiring material 180 can be arranged so that the power line 181 and the earth line 183 run side by side, and by stacking the earth line 183 between the communication line 185 and the power line 181, it is possible to prevent power noise from leaking in. Furthermore, power line 181 and earth line 183 in wiring material 180 are formed from flat aluminum conductors, and communication line 185 is formed from FPC, thereby making it possible to obtain a lightweight and thin backbone trunk section.

[0120] FIG. 11 is a perspective view of a main part showing a modification of the flat conductor according to the present embodiment. As shown in FIG. 11, a flat conductor 190 for forming a power line or an earth line is A thin plate portion 191 is appropriately formed in a portion in the longitudinal direction. Therefore, the flat conductor 190 can be easily bent in the thickness direction at the thin plate portion 191, and can be easily bent to follow the shape of the car body when routing the backbone trunk portion to the car body 1. This improves the routing performance of the backbone trunk portion.

[0121] FIG. 12 is a perspective view illustrating a fuse configured in a flat conductor according to this embodiment. The power supply line 193 connected to the battery is made of a flat conductor, and has a mounting hole 197 formed at the tip thereof into which the battery post is inserted. A fuse 195 is integrally formed on the base end side of the mounting hole 197. The fuse 195 has a soluble body 199 made of a low-melting-point metal provided in a narrow diameter portion obtained by narrowing the width of a flat conductor. Furthermore, the fuse 195 is covered by a fuse housing 192 having a transparent lid 194. According to the power supply line 193 having such an integral fuse 195, it is not necessary to prepare a separate fuse when connecting the power supply line to a battery, and an increase in the number of parts can be suppressed.

[0122] FIG. 13 is a perspective view and a cross-sectional view illustrating an example of battery connection of a power supply line and an earth line made of flat conductors according to this embodiment. As shown in FIG. 13, a power supply line 201 and an earth line 203 in the backbone trunk are made of flat conductors, and have through holes at their ends. An inwardly bent L-shaped bus bar 217 is electrically connected and fixed to the positive terminal 213 of battery 210, and an inwardly bent L-shaped bus bar 215 is electrically connected and fixed to the negative terminal 211. Furthermore, through holes formed at the tips of these intersecting bus bars 215, 217 are concentrically arranged so that bolt 221 can pass through them.

[0123] Then, insulating sheet 219 with holes is sandwiched between the tips of bus bars 215 and 217, power line 201 is placed on the upper surface of bus bar 217, and earth line 203 is placed on the lower surface of bus bar 215, and nuts 223 are tightened and fixed onto bolts 221 that pass through these. As a result, the power supply line 201 is connected to the positive terminal 213 of the battery 210 via the bus bar 217, and the earth line 203 is connected to the negative terminal 211 of the battery 210 via the bus bar 215, without a complex connection structure. According to such a battery connection structure, the power supply line 201 and the earth line 203 made of flat conductors can be connected to the battery 210 while being routed in parallel, thereby improving noise resistance.

[0124] FIG. 14 is a perspective view illustrating an example of a connection structure of a wiring material made of a flat conductor according to this embodiment. The connection structure shown in Figure 14 is, for example, in the branch control box 53 shown in Figure 6(a), in which the flat conductors 100 of the sub-power system 25, the main power system 23, and the earth line 27 in the instrument panel backbone trunk section 11 and the floor backbone trunk section 13 are electrically connected and fixed together by bolting.

[0125] First, the insulating coating 110 of each of the sub-power supply system 25, the main power supply system 23, and the earth line 27 in the instrument panel backbone trunk section 11 is partially peeled off to expose the flat conductors 100, and through holes are opened. Also, the insulating coating 110 at the tip of each of the sub-power supply system 25, the main power supply system 23, and the earth line 27 in the floor backbone trunk section 13 is peeled off to expose the flat conductors 100, and through holes are opened.

[0126] Next, the flat conductors 100 of the sub-power system 25, the main power system 23 and the earth line 27 in the floor backbone trunk section 13 are placed on top of the flat conductors 100 of the sub-power system 25, the main power system 23 and the earth line 27 in the instrument panel backbone trunk section 11, respectively.

[0127] Then, perforated insulating plates 237 are sandwiched between the overlapped sub-power supply systems 25 and the overlapped main power supply systems 23, and between the overlapped main power supply systems 23 and the overlapped earth lines 27, and with these in a stacked state, insulating bolts 238 passing through these are fastened and fixed with insulating nuts 239. Note that the insulating bolts 238 and insulating nuts 239 are preferably made of electrically insulating engineering plastic, ceramic, or the like. As a result, the flat conductors 100 of the sub-power supply system 25, the main power supply system 23 and the earth line 27 in the instrument panel backbone trunk section 11 and the floor backbone trunk section 13 are firmly fastened together with bolts.

[0128] FIG. 15 is a perspective view illustrating the arrangement of power lines according to this embodiment. The wiring material 240 shown in FIG. 15(a) has a sub-power supply system 241, a main power supply system 243, an earth line 245, and a communication line 247, each of which is made up of an electric wire having a twisted wire. The wiring material 240 is made of wires having highly versatile twisted wires, which makes it easy to manufacture and allows for freedom in bending direction, improving wiring properties.

[0129] Furthermore, the wiring material 240 has a sufficient current capacity to be used in both 12-volt and 48-volt backbone trunk sections. Therefore, 12 volts is normally supplied to the backbone trunk section, and when the power consumption of the accessories is high, 48 volts boosted by a DC / DC converter (high-voltage / low-voltage converter) is supplied from the backbone trunk section. In this way, the backbone trunk section can switch between 12 volts and 48 volts, making it easier to compensate for the power supply voltage for the accessories.

[0130] The wiring material 250 shown in Figure 15(b) has a 12-volt power supply system 251, a 12-volt earth line 255, a 48-volt power supply system 253, and a 48-volt earth line 257 arranged in parallel, each of which is made up of twisted wires. Therefore, the backbone trunk section having the wiring material 250 can also switch between using 12 volts and 48 volts, making it easier to compensate for the power supply voltage for the auxiliary equipment.

[0131] The wiring material 260 shown in Figure 15(c) comprises a 12-volt power supply system 251, a common earth line 259 for 12 volts and 48 volts, and a 48-volt power supply system 253, which are arranged in parallel, each of which is made up of twisted wires. Therefore, the backbone trunk section having the wiring material 260 can reduce the number of wires, thereby reducing space and weight.

[0132] FIG. 16 is a perspective view illustrating the arrangement of wiring materials according to this embodiment. The wiring material 270 shown in Figure 16(a) is configured by layering a twisted wire between a sub-power supply system 271 and an earth line 273 on top of a twisted wire between a main power supply system 272 and an earth line 274, and then layering the twisted wires of communication lines 275 and 276 on top of that. Therefore, the wiring material 270 can improve noise resistance by canceling out the noise through twisting.

[0133] The wiring material 280 shown in FIG. 16(b) is configured by laminating an earth line 283, a main power supply system 282, an earth line 283, and a communication line 285 in this order on a sub-power supply system 281 made of a flat conductor. Therefore, the wiring material 280 can improve its noise resistance by distributing the earth lines 283 therein.

[0134] The wiring material 290 shown in Figure 16(c) is constructed by covering the periphery of a sub-power supply system 291 and a main power supply system 292, each made of a flat conductor, with braids 293 and 294, respectively, and then stacking them in the thickness direction, and then layering the communication line 285 on top of that. Therefore, in the wiring material 290, the braids 293 and 294 serve as both an earth and a shield, improving noise resistance.

[0135] The wiring material 300 shown in Figure 16(d) shields the communication line 305 by sandwiching an earth line 303 between the sub-power supply system 301, which contains noise, and the communication line 305, and sandwiching an earth line 304 between the main power supply system 302 and the communication line 305. Furthermore, earth lines 304 and 303 are arranged above and below the communication line 305 to improve shielding performance. Furthermore, by configuring the sub-power supply system 301, the main power supply system 302, and the earth lines 303, 304 from flat conductors and stacking them, the opposing area between the power supply system and the earth lines is increased and the gap is narrowed, thereby improving shielding performance.

[0136] FIG. 17 is a perspective view illustrating the arrangement of wiring materials according to this embodiment. Figures 17(a) to (d) are cross-sectional views showing the wiring patterns of wiring materials 310, 320, 330, and 340, each of which is composed of a main power supply system 311 and a sub-power supply system 312, each of which is composed of electric wires having twisted wires, an earth line 313, which is composed of electric wires having twisted wires, and a communication line 314, which is composed of a plastic optical fiber. In this way, by using optical communication, which is resistant to noise, for the communication line 314 in the wiring materials 310, 320, 330, and 340, the degree of freedom in the wiring pattern of the backbone trunk can be improved.

[0137] The wiring material 350 shown in Figure 17(e) is composed of a main power supply system 351 and a sub-power supply system 352, each made of an aluminum round rod conductor, a pair of earth lines 313 made of twisted electric wires, and a communication line 314 made of plastic optical fiber. Therefore, the communication line 314 arranged in the gap between the sub-power supply system 352 made of a round rod conductor and the pair of earth lines 313 is prevented from being damaged, and can be easily routed to the vehicle body 1.

[0138] FIG. 18 is a cross-sectional view illustrating the arrangement of wiring materials according to this embodiment. As shown in Figure 18(a), the wiring material 360 is arranged such that a 12-volt main power supply system 361 and a main earth line 362, a 12-volt sub-power supply system 365 and a sub-earth line 366, a 48-volt main earth line 363 and a main power supply system 364, and a 48-volt sub-earth line 367 and a sub-power supply system 368 are arranged alternately. Therefore, the wiring material 360 has improved shielding performance, can be made shield-less, and can also reduce the number of noise filters.

[0139] As shown in Figure 18(b), the wiring material 370 is made up of a main power supply system 371 and a sub-power supply system 373, each of which is made up of twisted electric wires and arranged side by side, earth lines 375 and 377 made of braided wire that cover the outer surfaces of the main power supply system 371 and the sub-power supply system 373, respectively, and a pair of communication lines 376 and 378 that are laid in the gap above and below between the main power supply system 371 and the sub-power supply system 373, which are arranged parallel to each other.

[0140] Therefore, the wiring material 370 has the outer circumferential surfaces of the main power supply system 371 and the sub-power supply system 373 covered with earth lines 375 and 377, respectively, so that the influence of noise on the communication lines 376 and 378 can be suppressed. Furthermore, the shield and the earth are shared, and the communication lines 376 and 378 are routed through the gap between the two main power supply systems 371 and the sub-power supply system 373, thereby enabling space saving.

[0141] FIG. 19 is a perspective view illustrating the board connection structure of a round rod conductor according to this embodiment. As shown in Figure 19(a), when electrically connecting a wiring material 401 having, for example, a round rod conductor 403 to a circuit board 411 in a control box, first, the insulating coating 404 at the connection point of the wiring material 401 is peeled off to expose the round rod conductor 403. The crimp terminal 405 made of copper alloy has a pair of crimp pieces 407 and a pair of leads 409 to be inserted into through holes 413 in a circuit board 411 .

[0142] Then, after the crimping piece 407 of the crimp terminal 405 is crimped and fixed to the exposed round rod conductor 403 of the wiring material 401, the lead 409 of the crimp terminal 405 is inserted into the through hole 413 of the circuit board 411 and soldered, as shown in Figure 19(b). As a result, the round rod conductor 403 of the wiring material 401 is electrically connected to a predetermined circuit of the circuit board 411.

[0143] Therefore, according to the board connection structure of the round rod conductor 403 of this embodiment, there is no need to process the round rod conductor 403 to connect it to the circuit board 411, and dedicated processing equipment such as a dedicated press machine or press mold is not required, which reduces processing costs. In other words, in the past, in order to connect a round rod conductor to a mating terminal or electric wire, it was necessary to flatten the connection part and then perform welding or bolt tightening, which increased processing costs. In addition, by peeling off the insulating coating 404 at any position on the wiring material 401 to expose the round rod conductor 403, a crimp terminal 405 can be attached at any position on the round rod conductor 403, thereby increasing the layout freedom of the wiring material 401.

[0144] FIG. 20 is a perspective view illustrating the structure of a terminal formed from a twisted wire according to this embodiment. As shown in Figure 20, when fixing a wiring material 420 made of an electric wire having twisted wires 421 made of, for example, an aluminum alloy to a stud bolt of a battery terminal or the like, the insulating coating 404 is peeled off and the twisted wires 421 exposed at the end of the wiring material 420 are pressed into the shape of an LA terminal to form an LA terminal portion 425. Therefore, it is no longer necessary to connect an LA terminal to the end of the wiring material 420, and the number of parts can be reduced.

[0145] FIG. 21 is an enlarged view of a main part illustrating an example of the terminal structure of the power line according to this embodiment. As connection terminals for power lines in the backbone trunk according to this embodiment, for example, connection terminals with a terminal size called "1.5 terminal" and connection terminals with a terminal size called "4.8 terminal" are used. As shown in FIG. 21(a), a male tab terminal 430 called a "4.8 terminal" has a terminal width W of 4.8 mm, which is large, and the mating female terminal also becomes large.

[0146] Therefore, for example, by forming the terminal connection part with a three-dimensional U-shaped cross section, as in the male terminal 431 shown in Figure 21(b), the surface area (contact area with the mating terminal) is increased, resulting in a structure that can handle large currents even though it is small. Furthermore, by forming the terminal connection portion in a three-dimensional rectangular tube shape, such as the male terminal 433 shown in FIG. 21(c), the surface area is increased, resulting in a structure that can handle large currents even in a small size. Furthermore, by forming the terminal connection portion in a three-dimensional cylindrical shape, such as the male terminal 435 shown in FIG. 21(d), the surface area is increased, making it possible to achieve a structure that can handle large currents even in a small size.

[0147] FIG. 22 is a perspective view illustrating an example of the formation of a round rod conductor according to this embodiment. In the wiring material 401 shown in FIG. 22, a round rod conductor 403 made of aluminum is formed using a secondary intermediate 445 used in manufacturing a core wire 447 of an aluminum electric wire. That is, the core wire 447 in a known aluminum electric wire is formed, for example, by forming a cylindrical primary intermediate 443 from an aluminum ingot 441, stretching the primary intermediate 443 to form a long secondary intermediate 445, and further stretching the secondary intermediate 445 to a smaller diameter. Therefore, the wiring material 401 can be formed simply by forming an insulating coating 404 around the secondary intermediate 445, which is used as the round rod conductor 403, and the processing costs of the round rod conductor 403 can be reduced compared to when a round rod conductor is specifically processed and manufactured.

[0148] FIG. 23 is an explanatory diagram comparing the coated cross-sectional area of ​​a conventional wire harness with the coated cross-sectional area of ​​the wiring material according to this embodiment. As shown on the left side of Figure 23, a conventional wire harness W / H equipped with a power line, an earth line, and a communication line that is routed in a vehicle body is a bundle of electric wires made up of a large number of electric wires 452, and tends to have a large cross-sectional diameter. In contrast, the wiring material 450 of this embodiment shown on the right side of Figure 23 comprises a power line 451 and an earth line 453, each having an insulating coating 404 formed around an aluminum round rod conductor 403, and a communication line 456 made of a plastic optical fiber 454, which are held together by clamps 455 molded at predetermined intervals along the longitudinal direction.

[0149] Therefore, when the cross-sectional area configuration of the insulating coating R and conductor M in the wire harness W / H is compared with the cross-sectional area configuration of the insulating coating R and conductor M in the wiring material 450, although the cross-sectional area of ​​the conductor M is the same, the cross-sectional area of ​​the insulating coating R in the wire harness W / H is larger than the cross-sectional area of ​​the insulating coating R in the wiring material 450. That is, in the conventional wire harness W / H, each of the many electric wires 452 has an insulating coating, whereas in the wiring material 450, the power supply line 451, the earth line 453, and the communication line 456 are each integrated into one line, thereby reducing the cross-sectional area of ​​the insulating coating R, and as a result, the wiring material 450 can be significantly slimmed down.

[0150] Clamp 455, which is molded integrally with wiring material 450, has locking clips 459 protruding from both ends of clamp body 457. By inserting and locking these locking clips 459 into through holes in a body panel or the like, wiring material 450 can be easily routed and fixed to the vehicle body.

[0151] FIG. 24 is a perspective view and a cross-sectional view of a main part illustrating the terminal connection structure of a round rod conductor according to this embodiment. For example, when electrically connecting wiring material 401 having a round rod conductor 403 to a circuit board inside a control box, first, the insulating coating 404 at the connection point of wiring material 401 is partially peeled off to expose the round rod conductor 403. The copper alloy connection terminal 461 includes a fixed portion 463 having a cylindrical inner surface that contacts the outer surface of the round rod conductor 403 , and a tab terminal portion 465 that protrudes from the outer surface of the fixed portion 463 .

[0152] Then, the fixing portion 463 of the connection terminal 461 is fixed to the exposed round rod conductor 403 of the wiring material 401 by welding or ultrasonic waves. Then, by fitting the tab terminal portion 465 to a mating terminal provided on the circuit board, the round rod conductor 403 of the wiring material 401 is electrically connected to a predetermined circuit on the circuit board. Since the fixing portion 463 has a cylindrical inner surface that abuts the outer surface of the round rod conductor 403, the connection terminal 461 can secure a sufficient ground contact area with the round rod conductor 403, ensuring connection reliability.

[0153] 24(a), a backbone trunk portion 460 formed by arranging a plurality of wiring materials 401 in parallel is fitted with a mating terminal in a state in which each tab terminal portion 465 projects parallel to one another radially outward from the wiring material 401. Thus, the tab terminal portions 465 can be fitted with the mating terminal without changing the spacing of the plurality of wiring materials 401 arranged in parallel.

[0154] FIG. 25 is a perspective view and a cross-sectional view of a main part illustrating the control box connection structure of the round rod conductor according to this embodiment. As shown in Figures 25(a) and (b), when the main power supply system, sub-power supply system, and earth line that make up the backbone trunk section are each composed of aluminum round rod conductors 473, a small-diameter terminal connection portion 475 is formed at the tip of each round rod conductor 473, and a mating female terminal 477 made of aluminum alloy that fits into the terminal connection portion 475 is placed in each terminal accommodating chamber 471.

[0155] When the tip of the round rod conductor 473 is inserted as a male terminal into each terminal receiving chamber 471 of the control box 470 , the backbone trunk line is electrically connected to the control box 470 . Therefore, there is no need to attach a separate connection terminal to the tip of each round rod conductor 473 electrically connected to the control box 470, and the number of parts can be reduced.

[0156] FIG. 26 is a perspective view of a main part illustrating a modified example of the round rod conductor according to the present embodiment. The wiring material 480 shown in Figure 26(a) is formed by connecting a circular cross-sectional portion 481 made of an aluminum round rod conductor, a plate-shaped portion 483 made of a thick flat aluminum conductor, and a thin plate-shaped portion 485 made of a thin flat aluminum conductor so that the shape changes seamlessly along the longitudinal direction. Plate-shaped portion 483 bends easily in the thickness direction, and thin plate-shaped portion 485 bends even more easily. Also, circular cross-section portion 481 is less likely to bend than plate-shaped portion 483 and thin plate-shaped portion 485, but can be bent in any direction. Therefore, the backbone trunk portion formed by the wiring material 480 can be easily routed three-dimensionally in accordance with the wiring route of the vehicle body.

[0157] The wiring material 490 shown in Figure 26(b) is formed by connecting a plate-shaped portion 493 made of a thick flat conductor made of aluminum and a circular cross-sectional portion 495 made of a round rod conductor made of aluminum so that the shape changes seamlessly along the longitudinal direction. The plate-like portion 493 is lower in height than the circular cross-section portion 495 and is used in a portion where wiring needs to be performed with a reduced height. Therefore, the backbone trunk section, which is constructed by stacking multiple pieces of wiring material 490, uses plate-shaped sections 493 in areas where wiring needs to be performed with reduced height, and uses circular cross-section sections 495 in areas that make it easier to route wiring in three dimensions, making it easy to perform three-dimensional wiring according to the wiring route of the vehicle body. Furthermore, these wiring materials 480, 490 can be formed from aluminum round bars or rectangular bars without using aluminum wires, which reduces manufacturing costs.

[0158] FIG. 27 is a cross-sectional view illustrating a modified example of the wiring material according to this embodiment. The wiring material 500 shown in Figure 27 is a coaxial cable having a central conductor 501, an insulating layer 505 arranged coaxially outside the central conductor 501, and an earth line 503 made of braided wire covering the outer surface of the insulating layer 505.

[0159] Then, a current flows through the central conductor 501 as a power supply line, and a signal flows through the central conductor 501 by PLC (power line communication) technology. Therefore, the wiring material 500 can perform the three functions of the power line, earth line, and signal line with just two components: the central conductor 501 and the earth line 503, and by configuring it in a coaxial structure and making it a thick coaxial cable, it is possible to pass a large current.

[0160] FIG. 28 is a cross-sectional view illustrating a modified example of the wiring material according to this embodiment. The wiring material 510 shown in Figure 28 is composed of a power line 515 made of a twisted wire of multiple Litz wires (enameled wires) 511, and an earth line 513 arranged as a braided wire surrounding the outside of the power line 515. Therefore, the wiring material 510 is a compact yet noise-resistant electric wire.

[0161] FIG. 29 is a cross-sectional view illustrating a modified example of the wiring material according to this embodiment. As shown in Figure 29, the wiring material 520 has a power line 521 consisting of a plurality of core wires 524 and an earth line 522 consisting of a plurality of core wires 524 arranged in parallel at a predetermined interval and covered with an insulating coating 523 having an oval cross section. Terminals 525 are connected to both ends of the power supply line 521 and the earth line 522, respectively, and these terminals 525 are housed in a connector housing 527. Therefore, the wiring material 520 can cover the power line 521 and the earth line 522 with a single insulating coating 523, which reduces the wiring space and manufacturing costs compared to conventional wire harnesses in which multiple core wires are each covered with an insulating coating.

[0162] FIG. 30 is a cross-sectional view illustrating a modified example of the wiring material according to this embodiment. The wiring material 530 shown in Figure 30(a) has a power line 531 made up of multiple Litz wires (enameled wires) 533 and an earth line 532 made up of multiple Litz wires (enameled wires) 533, which are closely spaced and covered by an insulating coating 534 with an oval cross section. That is, power line 531 and earth line 532 are not coated with each other, but are made of Litz wire 533, so they will not short-circuit even when placed close to each other. Therefore, wiring material 530 can be made compact by covering power line 531 and earth line 532, which are not coated with each other, with insulating coating 534 while they are placed close to each other.

[0163] The wiring material 540 shown in Figure 30(b) has a power line 531 made up of multiple Litz wires 533 and an earth line 532 made up of multiple Litz wires 533, which are close to each other and covered with an insulating coating 543 having a circular cross section.

[0164] The wiring material 550 shown in Figure 30(c) is made up of a power line 551 with a semicircular cross section made up of multiple Litz wires 533 and an earth line 553 with a semicircular cross section made up of multiple Litz wires 533, which are combined to form a circular cross section and covered with an insulating coating 554 with a circular cross section.

[0165] The wiring material 560 shown in Figure 30(d) has a sub-power line 561 made up of multiple litz wires 533, a main power line 562 made up of multiple litz wires 533, and an earth line 563 made up of multiple litz wires 533, which are closely spaced and covered with an insulating coating 564 having an elliptical cross section.

[0166] FIG. 31 is a cross-sectional view illustrating a modified example of the wiring material according to this embodiment. As shown in Figure 31, the wiring material 570 has a power line 571 made up of multiple Litz wires 533 and an earth line 573 made up of multiple Litz wires 533, which are twisted together to improve the noise cancellation effect and covered with an insulating coating 574 having an oval cross section. Terminals 578 are connected to both ends of the power supply line 571 and the earth line 573, respectively, and these terminals 578 are housed in a connector housing 579. Therefore, the wiring material 570 can cover the twisted power line 571 and earth line 573 with a single insulating coating 574, thereby reducing the wiring space compared to conventional twisted cables in which multiple core wires are each covered with an insulating coating. Furthermore, the wiring material 570 can tightly bond the litz wires 533 to each other, thereby efficiently suppressing noise. Furthermore, since the insulating coating 574 can be formed while twisting the power line 571 and earth line 573, the wiring material 570 can be manufactured in a single wire manufacturing process, thereby reducing processing costs.

[0167] FIG. 32 is a plan view illustrating a modified example of the wiring material according to this embodiment. 32, a power line 581 made up of a plurality of litz wires 584 and an earth line 583 made up of a plurality of litz wires 584 are woven together like a braided wire. Terminals 585 are connected to both ends of the power line 581 and the earth line 583 by soldering or ultrasonic waves. Since the litz wires 584 of the woven power line 581 and earth line 583 are not conductive to each other, they can maintain independent current paths. Therefore, in the wiring material 580, the power line 581 and the earth line 583 are woven together so that the litz wires 584 are in close contact with each other, thereby efficiently suppressing noise.

[0168] FIG. 33 is a partial perspective view and a cross-sectional view illustrating an example of the wiring form of the wiring material according to this embodiment. 33(a), wiring material 590, in which power line 591, earth line 593, and communication line 595 are covered with insulating coating 596 having a semicircular cross section, is laid out integrally by overlapping it with reinforcement 597 also having a semicircular cross section. Thus, wiring material 590 can be made more space-efficient and smaller in size.

[0169] As shown in Figure 33(b), the wiring material 600 is arranged in a reinforcement 601 having a rectangular cross section, with the sub-power supply system 25, the main power supply system 23, the earth line 27, and the communication line 29 stacked one on top of the other. Therefore, the wiring material 600 has improved space efficiency and can be made smaller.

[0170] As shown in Figure 33(c), in the wiring material 610, an earth line 617 is layered on top of a communication line 619, and on top of the earth line 617, a sub-power supply system 615 is layered on top of a main power supply system 613 that constitutes a power supply line 611. An outer skin 612 covers the entire structure to unite these elements. Therefore, the wiring material 610 is shielded by the earth line 617, and the intrusion of noise from the power line 611 is suppressed.

[0171] FIG. 34 is a partial cross-sectional perspective view illustrating a modified example of the vehicle circuit body according to the present embodiment. In the backbone trunk section 620 shown in FIG. 34, the trunk between a plurality of control boxes 621, 623, and 625 is composed of wiring material 627 having a round rod conductor and wiring material 629 having a flat conductor. According to the backbone trunk section 620 of this embodiment, wiring materials 627, 629 having conductors suitable for the wiring route of the vehicle can be used for each trunk between the plurality of control boxes 621, 623, 625, further improving the ease of wiring.

[0172] FIG. 35 is a perspective view of a main part for explaining an example of a joining form of the wiring material according to this embodiment. 35, the wiring material 630 is configured so that two thin plate-shaped wiring materials 631, 632 can be integrated by butting their opposing surfaces together and connecting them. Specifically, a protrusion 634 is formed on the right end surface of the wiring material 631, and a recess 636 having a shape complementary to the protrusion 634 is formed on the left end surface of the wiring material 632.

[0173] Furthermore, the electrodes of the power supply line 633, the earth line 635, and the signal line 637 are arranged so as to be exposed on the right end surface of the wiring material 631. Similarly, although not shown, electrodes that can come into contact with the power supply line 633, the earth line 635, and the signal line 637 are arranged on the left end surface of the wiring material 632 as well.

[0174] In this way, by selecting multiple types of wiring materials 631, 632, etc., for which the shapes of the connection points and electrode specifications have been standardized in advance, and combining the selected components, it is possible to configure wiring material 630 that corresponds to various specifications. In this case, it is possible to reduce the number of types of standardized wiring material 630, and the number of product numbers can also be reduced.

[0175] FIG. 36 is a perspective view of a main part for explaining an example of a joining form of the wiring material according to this embodiment. 36, the wiring material 640 is configured so that two thin plate-shaped wiring materials 642, 646 can be integrated by butting their opposing side surfaces together and connecting them. Specifically, a plurality of recesses 636 are formed at predetermined intervals along the longitudinal direction on the right side of the wiring material 642, and a plurality of protrusions 648 having a shape complementary to the recesses 636 are formed at predetermined intervals along the longitudinal direction on the left side of the wiring material 646.

[0176] Furthermore, the wiring material 642 has a 12-volt main power supply system 641, a 12-volt sub-power supply system 643, a 12-volt earth line 645, and a signal line 647 arranged in parallel, each of which is made up of twisted electric wires. In addition, the wiring material 646 has a 48-volt power supply system 651 and a 48-volt earth line 649 arranged in parallel, each of which is made up of an electric wire having a twisted wire.

[0177] Thus, according to this embodiment, wiring materials 642, 646 of different voltages can be combined into one wiring material 640. Also, wiring materials of different voltages can be easily added later. Furthermore, wiring materials 642, 646 can be fixed by the simple operation of fitting protrusions 648 and recesses 636 together.

[0178] FIG. 37 is an exploded perspective view of a main part illustrating a modification of the control box according to this embodiment. As shown in Figure 37(a), the control box 650 arranged along the backbone trunk section 661 comprises a control box main body 658 connected to the backbone trunk section 661, and cartridges 653, 655 that can be attached and detached to the tab terminal 656 of the control box main body 658. Cartridge 653 has four connector ports 652 that constitute a branch line connection section to which a module connector of a branch line (not shown) is connected, while cartridge 655 has six connector ports 652 that constitute a branch line connection section to which a module connector of a branch line is connected.

[0179] Therefore, by appropriately selecting cartridges 653, 655 and attaching them to a common control box body 658, the control box 650 can have a variety of module connections, and a control box that suits the vehicle equipment grade can be easily set to the backbone trunk section 661.

[0180] As shown in Figure 37(b), a control box 660 arranged along a backbone trunk section 661 includes a control box main body 658 connected to the backbone trunk section 661, and cartridges 657, 659 that are detachable from the control box main body 658. Cartridge 657 is configured to be compatible with a 48-volt power supply, with connector port 654 and other components compatible with "4.8 terminals." Cartridge 659 is configured to be compatible with a 12-volt power supply, with connector port 652 and other components compatible with "1.5 terminals."

[0181] Therefore, the control box 660 can accommodate a 12-volt power supply, a 48-volt power supply, and both power supply variations by selecting cartridges 657 and 659 and mounting them in a common control box body 658. Therefore, the backbone trunk section 661 equipped with the control box 660 can step up or step down one voltage to accommodate devices of different voltages.

[0182] FIG. 38 is a partial cross-sectional perspective view illustrating a modified example of the wiring material according to this embodiment. 38(a), wiring material 670 includes an earth line 671 made of a flat conductor, and a main power supply system 673 and a sub-power supply system 675 made of round rod conductors arranged on both sides of earth line 671. Earth line 671 has a semi-cylindrical concave surface 672 formed on the surface facing main power supply system 673 and sub-power supply system 675 in order to increase the facing area with main power supply system 673 and sub-power supply system 675.

[0183] Therefore, the area of ​​the wiring material 670 facing the main power supply system 673 and the sub-power supply system 675 increases, improving noise resistance. Although the earth line 671 has a semi-cylindrical concave surface 672 formed thereon because the main power supply system 673 and the sub-power supply system 675, which are made of round rod conductors, face each other, a flat surface is formed if the main power supply system 673 and the sub-power supply system 675 are made of flat conductors. In other words, the facing surface of the earth line 671 has a shape complementary to the shapes of the opposing main power supply system 673 and the sub-power supply system 675.

[0184] As shown in Figure 38(b), the wiring material 674 is made up of a main power supply system 677 and a sub-power supply system 678, each made up of twisted wires and arranged side by side in close proximity, a pair of earth lines 676, 676 made of flat conductors arranged above and below the main power supply system 677 and the sub-power supply system 678 in parallel with the direction in which the main power supply system 677 and the sub-power supply system 678 are arranged side by side, and a pair of communication lines 679, 679, each made of twisted wires and arranged in the gap above and below between the flat earth line 676 and the adjacent main power supply system 677 and the sub-power supply system 678, are arranged parallel to each other.

[0185] Therefore, the wiring material 674 is configured so that the top and bottom of the main power supply system 677 and the sub-power supply system 678 are covered with a pair of earth lines 676 made of flat conductors, thereby suppressing the influence of noise on the communication lines 679, 679. Furthermore, the communication lines 679, 679 are laid in the gaps above and below between the flat earth line 676 and the adjacent main power supply system 677 and sub-power supply system 678, thereby making it possible to save space.

[0186] FIG. 39 is a perspective view illustrating an example of the wiring form of the wiring material according to this embodiment. 39(a), a thin wiring material 680 in which a main power supply system 681, an earth line 683, and a sub-power supply system 685 arranged in parallel are covered with an insulating coating 687 can be bent in the thickness direction. However, when wiring the wiring material 680 in the vehicle body, the wiring material 680 tries to return to a straight shape due to an elastic repulsive force, making it difficult to wire the wiring material in corners, etc. 39(b), by arranging splint members 682, 684 bent at a predetermined angle on the front and back surfaces of the wiring material 680, it is possible to maintain the desired shape along the wiring path of the wiring material 680. This improves the ease of wiring the wiring material 680.

[0187] FIG. 40 is a schematic plan view illustrating a modified example of the vehicle circuit body according to the present embodiment. As shown in Fig. 40, a backbone trunk section 700 having a power supply line 711 and an earth line 713 is connected to a battery 706 as a power supply and an alternator 707. Furthermore, a plurality of control boxes 701, 703, 705 are distributed in the backbone trunk section 700. An auxiliary device 715 and a motor 717 are connected to each of the control boxes 701, 703, and 705. Furthermore, a plurality of sub-batteries 720 are connected to the power supply line 711 and the earth line 713 within each of the control boxes 701, 703, and 705 and in their vicinity.

[0188] Therefore, the backbone trunk section 700 can easily absorb noise by placing the sub-battery 720 close to the noise source, thereby suppressing noise from reaching the ECU. Furthermore, by distributing a plurality of control boxes 701, 703, 705, there is no problem regardless of the location of the noise-emitting or noise-affected items in the backbone trunk section 700, and noise resistance is improved.

[0189] FIG. 41 is a schematic plan view illustrating a modified example of the vehicle circuit body according to the present embodiment. 41(a) to 41(d), the battery 732 can be connected to any position on the backbone trunk, depending on the vehicle conditions, etc. In this case, in order to eliminate the effects of voltage fluctuations and noise, it is desirable to use low-impedance wiring materials (power line 735 and earth line 737) for the backbone trunks 730, 740, 750, 760 routed between the control box 731 and the control box 733. Also, as in the backbone trunk section 770 shown in FIG. 41(e), the battery 732 can be installed inside the control box 771.

[0190] FIG. 42 is a schematic diagram illustrating a modified example of the vehicle circuit body according to the present embodiment. 42, a backbone trunk section 780 having a power supply line 782 and an earth line 784 is connected to a battery 790, which serves as a power source, and an alternator 791. Furthermore, a plurality of control boxes 781, 783, and 785 are dispersedly arranged on the backbone trunk section 780. Auxiliary devices 787, 788, and 789 are connected to each of the control boxes 781, 783, and 785. A sub-battery can also be connected to the backbone trunk section 780 at the rearmost position of the vehicle.

[0191] Furthermore, battery 790 and alternator 791 are body-grounded to vehicle body 792. Large current accessories 788 and 789 are also body-grounded to vehicle body 792. Accessory 788 is body-grounded to vehicle body 792 via earth wire 793, and accessory 789 is body-grounded to vehicle body 792 via bracket 794 that fixes the case to vehicle body 792. That is, by routing the large current auxiliary devices 788 and 789 through the body earth, the influence of noise can be reduced, and fluctuations in earth voltage and noise from the alternator 791 can be suppressed.

[0192] FIG. 43 is a schematic diagram illustrating a modified example of the vehicle circuit body according to the present embodiment. 43, backbone trunk section 800 has wiring material 810 in which power supply line 811 and earth line 813, each made of, for example, an aluminum round rod conductor or twisted wire, are twisted together. Wiring material 810 is connected to battery 790, which serves as a power source, and alternator 791. Furthermore, backbone trunk section 800 has a plurality of control boxes 801, 803, and 805 dispersedly arranged therein. By twisting the power supply line 811 and the earth line 813, the noise cancellation effect is improved, and resistance to external noise can be improved.

[0193] FIG. 44 is a schematic diagram illustrating a modified example of the vehicle circuit body according to the present embodiment. 44, a backbone trunk section 820 having a power supply line 828 and an earth line 829 is connected to a battery 790, which is a power supply, and an alternator 791. Furthermore, a plurality of control boxes 821, 823, 825, and 827 are distributed and arranged in the backbone trunk section 820. An auxiliary device 833 is connected to each of the control boxes 821, 823, and 825.

[0194] Furthermore, an annular ferrite 830 is attached to the backbone trunk section 820 between the control boxes 821, 823, 825, and 827. Therefore, noise downstream of each control box 821, 823, 825, 827 can be prevented from spreading through the backbone trunk section 820.

[0195] FIG. 45 is a schematic perspective view showing the layout and connection state of each part when a vehicle circuit unit according to a modified example of this embodiment is installed on a vehicle body. The vehicle circuit body 900 shown in Figure 45 has, as its basic components, a trunk line (backbone trunk section 915) having a power supply line 931, an earth line 933, and a communication line 935 and arranged in a vehicle body 901, branch lines connected to electrical equipment in various parts of the vehicle body (instrument panel branch line sub-harness 965, front door branch line sub-harness 963, rear door branch line sub-harness 977, luggage branch line sub-harness 979), and a plurality of control boxes (supply side control box 951, branch control box 953, intermediate control box 961, control boxes 955, 957, 959, 966) which have a control unit for distributing the power of the power supply line 931 supplied to the trunk line and the signals of the communication line 935 to the branch lines connected to the trunk line and which are distributed along the trunk line.

[0196] Furthermore, the backbone trunk portion 915 of the vehicle circuit body 900 is roughly divided into an instrument panel backbone trunk portion 911 , a floor backbone trunk portion 913 , and an encopa backbone trunk portion 919 . The instrument panel backbone trunk portion 911 is disposed linearly in the left-right direction above a reinforcement (not shown) at a location along the surface of the dash panel 950 so as to be substantially parallel to the reinforcement. The instrument panel backbone trunk portion 911 may be fixed to the reinforcement.

[0197] Floor backbone trunk portion 913 is disposed so as to extend in the front-rear direction of vehicle body 901 at approximately the center in the left-right direction of vehicle body 901 along the interior floor of the vehicle, and the tip of rising portion 917 extending linearly in the up-down direction at a location along the surface of dash panel 950 is connected to joint box (registered trademark) 920 attached to a through-hole in dash panel 950. Furthermore, the tip of rising portion 918 branched and connected to floor backbone trunk portion 913 is connected to the middle portion of instrument panel backbone trunk portion 911.

[0198] Furthermore, an Encopa backbone trunk part 919 is connected to the floor backbone trunk part 913 via a joint box (registered trademark) 920 attached to a through-hole in the dash panel 950 . The Encopa backbone trunk line 919 routed in the engine compartment 41 of the vehicle is connected to the main battery 5, which is the main power source, via a branch sub-harness 975 connected to the supply side control box 951. Branch sub-harnesses 971 and 973 are connected to the supply side control box 951 and the control box 959.

[0199] Here, dash panel 950 is located at the boundary between engine compartment 41 and passenger compartment 43, and it is required to completely seal the points where electrical connection members penetrate dash panel 950. In other words, in order to maintain comfort inside passenger compartment 43, dash panel 950 needs to have the functions of insulating vibrations from engine compartment 41, reducing vibrations and noise from the suspension, and blocking high heat, noise, odors, etc., and sufficient consideration must be given to the points where electrical connection members penetrate so as not to impair these functions.

[0200] As shown in FIG. 46, a joint box (registered trademark) 920 includes relay terminals 923, 925, and 927 that penetrate through a housing 921, and a packing 922 that seals between the housing 921 and a dash panel 950. The power line 931, earth line 933, and communication line 935 in the rising portion 917 of the floor backbone trunk section 913 and the power line 931, earth line 933, and communication line 935 in the Encopa backbone trunk section 919 are connected to both ends of the relay terminals 923, 925, and 927 by bolting them together with bolts 941 and connecting them together with connectors 943.

[0201] Therefore, the floor backbone trunk portion 913 and the Encopa backbone trunk portion 919 are liquid-tightly connected via a joint box (registered trademark) 920 attached to a through-hole in the dash panel 950 .

[0202] Second Embodiment FIG. 47 is a schematic plan view showing the layout and connection state of each part in a state in which the vehicle circuit unit according to the second embodiment of the present invention is arranged on the vehicle body. The vehicle circuit body 1000 shown in Figure 47 has, as its basic components, a backbone trunk section 1015 which is a trunk line arranged in the body 1001 of a so-called plug-in hybrid vehicle, branch lines (front door branch line sub-harness 1063, rear door branch line sub-harness 1065, etc.) connected to electrical equipment in various parts of the body, a plurality of control boxes (supply side control box 1051, branch control box 1053, intermediate control box 1057, control boxes 1055, 1059) which have a control unit for distributing the power of the power line and the signals of the communication line supplied to the trunk to the branch lines connected to the trunk, and which are distributed along the trunk, and a high-voltage cable 1300 arranged under the body to connect the high-voltage battery pack 1110 and the power control unit 1220.

[0203] The high-voltage battery pack 1110 transmits high-voltage power from the high-voltage battery 1130 to the high-voltage cable 1300 via the high-voltage J / B 1140. The power transmitted from the high-voltage cable 1300 to the power control unit 1220 is sent to the motor generator and the engine 1210 via the DC / DC converter 1230. The high voltage J / B 1140 is connected to the floor backbone trunk section 1013 and the instrument panel backbone trunk section 1011 of the backbone trunk section 1015 via a DC / DC converter 1120 .

[0204] The power cable connected to the supply side control box 1051 is connected to the main battery 1005 via a fusible link 1020. The main battery 1005 is also connected to a DC / DC converter 1230 of the power control unit 1220 via a fusible link 1022. In vehicle circuit body 1000, DC / DC converter 1230 and DC / DC converter 1120 are disposed at the front and rear of the vehicle, respectively, thereby achieving power supply redundancy.

[0205] Therefore, the power of the high voltage battery pack 1110 can be stepped down by a DC / DC converter 1120 and supplied to the backbone trunk section 1015 as a sub-power source. That is, fusible links 1020, 1022 are arranged at the ends of the backbone trunk section 1015, and in the event of a short circuit at the front or rear, the circuit is interrupted and power supply can be continued (backed up) from either the DC / DC converter 1230 or the DC / DC converter 1120.

[0206] Therefore, according to the above-mentioned vehicle circuit body 10, 900, 1000, the structure for electrically connecting various electrical components to the power source on the vehicle and between electrical components, particularly the configuration of the main line portion, is simplified, making it easy to add new electrical wires and enabling miniaturization and weight reduction.

[0207] <Third embodiment> <Example of main parts configuration> FIG. 48 shows a configuration example of the main components of an in-vehicle device including a vehicle circuit body according to the third embodiment of the present invention.

[0208] The vehicle circuit body shown in Figure 48 is used as a transmission line required to supply power from a main power source such as an on-board battery to various auxiliary devices in the vehicle, i.e., various electrical components, and to exchange signals between the electrical components. In other words, while its functionality is similar to that of a general wire harness, its structure is significantly different from that of a general wire harness.

[0209] The on-vehicle device shown in FIG. 48 shows the configuration of the inside of the vehicle cabin near a dash panel 2016 that separates an engine compartment 2011 from a vehicle interior (passenger compartment) 2013 of the vehicle body. As shown in FIG. 48, a reinforcement (not shown) is installed in an instrument panel portion (part of the instrument panel) located slightly rearward of the dash panel 2016 so as to extend in the left-right direction of the vehicle body. The main components of the vehicle circuit body are disposed near this reinforcement. Note that the vehicle circuit body at the portion extending in the left-right direction of the vehicle body may be fixed to the reinforcement, fixed to the dash panel 2016, or fixed to a dedicated fixture.

[0210] The vehicle circuit assembly shown in Figure 48 includes multiple backbone trunk sections 2021, 2022, and 2023 and multiple backbone control boxes 2031, 2032, and 2033. Each of the backbone trunk sections 2021, 2022, and 2023 includes lines such as power lines, earth lines, and communication lines. Furthermore, the power lines and earth lines within each backbone trunk section are made of a flat, strip-shaped metal material (e.g., copper or aluminum) in a cross section, and these metal materials are laminated in the thickness direction while being electrically insulated from each other. This allows for the passage of large currents and makes bending in the thickness direction relatively easy.

[0211] Backbone trunk portions 2021 and 2022 are arranged linearly in the left-right direction above the reinforcements and approximately parallel to the reinforcements in a location along the surface of dash panel 2016. Backbone trunk portion 2023 is arranged approximately in the center of the vehicle body in the left-right direction, and extends linearly in the up-down direction in a location along the surface of dash panel 2016. Backbone trunk portion 2023 is also bent approximately 90 degrees in the thickness direction near the boundary between dash panel 2016 and the vehicle interior floor, and is arranged to extend in the front-rear direction of the vehicle body along the vehicle interior floor.

[0212] The backbone control box 2032 is located approximately in the center of the vehicle body in the left-right direction, the backbone control box 2031 is located near the left end in the left-right direction, and the backbone control box 2033 is located near the right end in the left-right direction.

[0213] The left end of backbone trunk section 2021 is connected to the right end of backbone control box 2031, and the right end of backbone trunk section 2021 is connected to the left end of backbone control box 2032. The left end of backbone trunk section 2022 is connected to the right end of backbone control box 2032, and the right end of backbone trunk section 2022 is connected to the left end of backbone control box 2033. The front end of backbone trunk section 2023 is connected to the bottom end of backbone control box 2032.

[0214] That is, the backbone trunk sections 2021 to 2023 and the backbone control boxes 2031 to 2033 are configured in a T-shape as shown in Fig. 48. The internal circuits of the backbone trunk sections 2021 to 2023 are electrically connectable to each other via the backbone control box 2032.

[0215] <Backbone control box details> A backbone control box 2031 disposed on the left side of the vehicle body is provided with a main power supply connection portion 2031a, a trunk line connection portion 2031b, and a branch line connection portion 2031c. As shown in Fig. 48, a main power supply cable 2041 is connected to the main power supply connection portion 2031a of the backbone control box 2031, the left end of the backbone trunk line 2021 is connected to the trunk line connection portion 2031b, and multiple branch line sub-harnesses 2042 are connected to the branch line connection portion 2031c.

[0216] 48, two power lines, an earth line, and a communication line are included inside the backbone trunk section 2021. Also, two connection terminals are provided in the main power connection section 2031a to connect to the power line and earth line of the main power cable 2041.

[0217] For example, one of the two power supply lines included in the backbone trunk section 2021 is used as a path for supplying power from the main power supply, and the other power supply line is used as a path for supplying backup power in the event of an abnormality, for example.

[0218] In addition, the backbone control box 2031 contains circuit boards for interconnecting the power supply system, earth system, and communication system of each circuit between the main power cable 2041, the backbone trunk section 2021, and the branch line sub-harness 2042.

[0219] For the main power cable 2041, the terminals connected to the ends of the power line and earth line can be connected to the terminals of the main power connection part 2031a and secured using bolts and nuts, thereby connecting these circuits.

[0220] The connectors at the ends of the branch line sub-harnesses 2042 are detachable from the branch line connecting portion 2031c, allowing circuits to be connected as needed. Each of the branch line sub-harnesses 2042 is configured to include all or part of a power line, earth line, and communication line. In the backbone control box 2031 shown in Figure 48, the branch line connecting portion 2031c is provided with six connectors, so a maximum of six branch line sub-harnesses 2042 can be connected.

[0221] As shown in Figure 48, by combining backbone trunk sections 2021 to 2023 with backbone control boxes 2031 to 2033 and further connecting various branch line sub-harnesses 2042 to 2044 to the backbone control boxes 2031 to 2033, it becomes possible to arrange various transmission lines with a simple structure similar to a backbone.

[0222] For example, various optional or additional electrical equipment installed in a vehicle can be accommodated simply by adding or changing the branch sub-harnesses 2042-2044 connected to one of the backbone control boxes 2031-2033, so there is no need to change the structure of the trunk line of the vehicle circuit body. Note that, although this embodiment assumes that the branch sub-harnesses 2042-2044 are connected to the backbone control boxes 2031-2033, for example, another branch sub-harness (not shown) may be connected to an appropriate relay point on the backbone trunk sections 2021-2023.

[0223] In an actual in-vehicle device, for example, as shown in Fig. 48, an electronic control unit (ECU) 2051 provided in a vehicle can be connected to a backbone control box 2031 and other electrical equipment via a branch sub-harness 2042. Also, electronic control units 2051, 2052, 2053 and other electrical equipment can be connected to the backbone control box 2032 via a branch sub-harness 2043. Furthermore, various electrical equipment can be connected to the backbone control box 2033 via a branch sub-harness 2044. Then, each of the electronic control units 2051, 2052, 2053 can control various electrical equipment on the vehicle via the communication lines of the branch sub-harnesses 2042, 2043, 2044 and the backbone control boxes 2031 to 2033, etc.

[0224] On the other hand, the vehicle circuit assembly shown in Fig. 48 is required to perform electrical connections not only with electrical equipment inside the passenger compartment 2013, but also with the main power source and electrical equipment inside the engine compartment 2011. Furthermore, a dash panel 2016 is located at the boundary between the engine compartment 2011 and the passenger compartment 2013, and it is required to completely seal the points where electrical connection members penetrate the dash panel 2016. In other words, in order to maintain comfort inside the passenger compartment, the dash panel must have the functions of insulating vibrations from the engine compartment, reducing vibrations and noise from the suspension, and blocking high heat, noise, odors, etc., and sufficient consideration must be given to the points where electrical connection members penetrate so as not to impair these functions.

[0225] However, if a part such as backbone trunk sections 2021-2023, which has a large cross-sectional area and is difficult to bend in any direction other than a specific direction, is configured to penetrate dash panel 2016, sealing the penetration point becomes very difficult, and the wiring work of the vehicle circuit body also becomes difficult.

[0226] In the vehicle circuit body shown in Figure 48, all of its main components, the backbone trunk sections 2021 to 2023 and the backbone control boxes 2031 to 2033, are arranged in the space on the passenger compartment 2013 side, so the problem of the points where they penetrate the dash panel 2016 can be easily solved.

[0227] In practice, as shown in Fig. 48, main power cable 2041 connected to the left end of backbone control box 2031 is routed so as to pass through through-hole 2016a in dash panel 2016, and the main power circuit in engine room 2011 and the power circuit of backbone control box 2031 are connected via main power cable 2041. This makes it possible to supply power from the main power source to backbone control box 2031. Furthermore, main power cable 2041 can be made of an easily bendable material, have a circular cross-sectional shape, or be configured so as to have a relatively small cross-sectional area, which makes it easy to seal through-hole 2016a and avoids deterioration of workability when carrying out the routing work.

[0228] Furthermore, when connecting various electrical components in the engine compartment 2011 to a vehicle circuit body in the passenger compartment 2013, a desired electrical connection path can be achieved, for example, by installing branch line sub-harness 2042 connected to backbone control box 2031 so that a portion thereof passes through dash panel 2016, or by installing branch line sub-harness 2044 connected to backbone control box 2033 so that a portion thereof passes through dash panel 2016. In this case, branch line sub-harnesses 2042, 2044, etc. have small cross-sectional areas and can be easily bent, so that it is easy to seal the portions where they pass through dash panel 2016.

[0229] Since the main power supply is present on the engine room 2011 side, the branch sub-harness installed at the point penetrating the dash panel 2016 may be limited to a communication line only, omitting the power line and earth line. Furthermore, such a special branch sub-harness may be configured as a special communication trunk line separate from the branch sub-harnesses 2042 to 2044 branching off from the backbone trunk line.

[0230] The in-vehicle device of this embodiment is based on the configuration shown in Figure 48 above, but for further improvement, various changes and additions can be made to the configuration and operation, as described below.

[0231] <Characteristic technologies related to power supply> <System configuration example> The system shown in Figure 49 is equipped with a backbone trunk line BB_LM to ensure a main path for power supply and communication. Multiple control boxes CB(1) and CB(2) are connected along the backbone trunk line BB_LM. The main battery MB and alternator ALT, which are the vehicle's main power sources, are connected upstream of the backbone trunk line BB_LM.

[0232] Each control box CB(1) and CB(2) has a connection Cnx for connecting various auxiliary equipment AE, which correspond to various loads, electronic control units (ECUs), and other electrical equipment mounted on the vehicle.

[0233] In the configuration shown in Figure 49, the auxiliary equipment AE(1) is connected to one connector at the connection point Cnx of the control box CB(1) via a branch line sub-harness LS(1). Also, the auxiliary equipment AE(2) is connected to one connector at the connection point Cnx of the control box CB(1) via a branch line sub-harness LS(2). Similarly, the auxiliary equipment AE(3) and AE(4) are connected to one connector at the connection point Cnx of the control box CB(2) via branch line sub-harnesses LS(3) and LS(4), respectively.

[0234] Furthermore, the connection part Cnx of each control box CB is equipped with multiple connectors not shown in Fig. 49, but these multiple connectors all have the same shape, size, and configuration. Therefore, when connecting each branch line sub-harness LS to the connector of the connection part Cnx, any of the multiple connectors may be selected.

[0235] Therefore, the power supply electricity supplied to the backbone trunk line BB_LM from the main power source or the like is branched at the control box CB(1) or CB(2) and supplied to each auxiliary equipment AE via the branch line sub-harness LS connected to the branched point.

[0236] <Example of trunk line configuration> Configuration examples of the backbone trunk BB_LM are shown in Figures 50(a) and 50(b). In the example shown in Figure 50(a), the backbone trunk BB_LM includes two independent power supply lines L1 and L2, an earth line L3, and communication lines L4 and L5 each consisting of two electric wires. These power supply lines L1 and L2, earth line L3, and communication lines L4 and L5 are arranged so as to run parallel to one another, i.e., as parallel tracks. Note that if each auxiliary equipment AE can be connected to the power supply earth via another route, such as the vehicle body earth, the earth line L3 can be excluded from the components of the backbone trunk BB_LM.

[0237] In the example shown in Figure 50(a), the two power supply lines L1 and L2 are configured to handle a common DC power supply voltage of 12 V. The control box CB has the function of selecting only one of the two power supply lines L1 and L2 and supplying it downstream. Therefore, for example, if only one of the power supply lines L1 and L2 is disconnected along the backbone trunk line BB_LM, each control box CB can continue to supply power using the remaining normal path.

[0238] In the example shown in Figure 50(b), the backbone trunk BB_LM is equipped with two independent power supply lines L1 and L2B, an earth line L3, and two communication lines L4 and L5 consisting of electric wires. Of the two power supply lines L1 and L2B, one power supply line L1 is configured to handle a DC power supply voltage of 12 [V]. The other power supply line L2B is configured to handle a DC power supply voltage of 48 [V].

[0239] Therefore, in the configuration shown in Figure 50(b), the control box CB can select one of two power supply voltages and supply it to the subordinate auxiliary equipment AE. Therefore, it is possible to automatically select an appropriate power supply voltage depending on the characteristics and situation of the load, for example. For example, in the case of a load with high power consumption, a large power supply current flows, causing a large voltage drop in the supply line. Therefore, by selecting a high power supply voltage, it is possible to suppress the increase in power loss. Also, as in the example shown in Figure 50(b), if only one of the power supply lines L1 and L2B is disconnected, each control box CB can continue to supply power using the remaining normal path.

[0240] When using two types of power supply voltages, the voltage can be boosted from 12[V] to 48[V] on the main power supply side and supplied to the backbone trunk line BB_LM, or the 12[V] power supplied from the backbone trunk line BB_LM can be boosted inside one of the control boxes CB to generate 48[V] power.

[0241] <Example of power supply circuit configuration> A specific example of the configuration of the power supply system inside the control box CB is shown in Fig. 51. In this configuration, the control box CB is equipped with a microcomputer (CPU) CBa, a switch circuit CBb, and a bridge circuit CBc.

[0242] In addition, since the microcomputer CBa is configured with an FPGA (field-programmable gate array), its configuration and operation can be reconfigured by external program rewrite instructions (reprogramming). Note that the FPGA configuration in this specification is just an example.

[0243] A predetermined diagnostic tool DT is also connected to the microcomputer CBa via a communication line Lx. In practice, the diagnostic tool DT may be connected only when adjustments or maintenance are performed at the vehicle factory, or the diagnostic tool DT may be installed in the vehicle as standard equipment so that it can perform continuous diagnosis and automatically avoid problems.

[0244] The communication line Lx can be the communication lines L4 and L5 in the backbone trunk BB_LM, or a dedicated communication line can be prepared separately.A designated administrator can use the diagnostic tool DT to give instructions, or by executing a designated repair program, the diagnostic tool DT can rewrite the programs related to the configuration and operation of the microcomputer CBa.

[0245] The switch circuit CBb splits the DC power supply voltage (+B) supplied from the power line L1 or L2 of the backbone trunk BB_LM into multiple output systems and includes multiple switching elements for switching the power on and off for each output system. In the example shown in Figure 51, six power field-effect transistors (FETs) are used as switching elements. Each of these switching elements is configured to be turned on and off by the output of the microcomputer CBa. Furthermore, in addition to simple on / off operation, these switching elements can also be given an output power adjustment function by, for example, performing on / off pulse width modulation (PWM). Furthermore, while the +B load, ACC load, and IG load previously had to be connected to specific locations, reprogramming the power FETs can give them the same functionality as ACC relays and IG relays, allowing the +B load, ACC load, and IG load to be connected anywhere.

[0246] The bridge circuit CBc includes a plurality of switching elements for connecting the plurality of output systems on the output side of the switch circuit CBb as a bridge, and these switching elements are also configured to be turned on and off by the output of the microcomputer CBa.

[0247] <Example of power control function configuration> A specific example of the power control function CBx provided in the control box CB is shown in Fig. 52. In this example, the control box CB is provided with six types of functions CBx0, CBx1, CBx2, CBx3, CBx4, and CBx5 shown in Fig. 52 as representative power control functions. These functions are realized by processing executed by the microcomputer CBa.

[0248] Function CBx0: The microcomputer CBa detects various conditions and, depending on the detected conditions, selectively supplies all or only one of the multiple power systems supplied from the backbone trunk line BB_LM downstream, i.e., to the auxiliary equipment AE. For example, if the backbone trunk line BB_LM has the configuration shown in Figure 50(a), and detects a break in one of the power lines L1 or L2, only the power supplied from the normal path of the power lines L1 or L2 is supplied to the output path. Also, for example, if the backbone trunk line BB_LM has the configuration shown in Figure 50(b), for an output system connected to an auxiliary equipment AE with a large specified or actual load current, the high-voltage (48 [V]) power supplied from the power line L2B is preferentially selected and supplied to the output.

[0249] Function CBx1: The microcomputer CBa identifies the type of power to be supplied to each branch line. Specific types of power include "+B," which is always supplied with power; "ACC," which controls whether power is supplied in conjunction with the on / off state of the accessory switch; and "IG," which controls whether power is supplied in conjunction with the on / off state of the ignition switch. The microcomputer CBa identifies the type of auxiliary equipment AE connected to it and selectively supplies the most appropriate type of power from "+B, ACC, IG" to the corresponding branch line. Note that the type of power supplied to each branch line may be predetermined by program constant data, or the type of power may be identified by obtaining information such as the ID of the auxiliary equipment AE that is actually connected.

[0250] Function CBx2: The microcomputer CBa monitors the on / off states of the accessory switch and ignition switch provided on the vehicle and controls the on / off of power for each output system by type. That is, for the branch lines of the output system assigned the power type "ACC: Accessory," the switch circuit CBb is made conductive to supply power only when the accessory switch is on, and power is cut off when the accessory switch is off. Also, for the branch lines of the output system assigned the power type "IG: Ignition," the switch circuit CBb is made conductive to supply power only when the ignition switch is on, and power is cut off when the ignition switch is off.

[0251] Function CBx3: The microcomputer CBa changes (reprograms) the types of power supply "+B, ACC, IG" supplied to each branch line in accordance with instructions from the diagnostic tool DT. For example, the type of power output by the element "FET4" in the switch circuit CBb is assigned to "IG" in the standard state. Then, when a need arises to change the type of power, the microcomputer CBa reprograms the element "FET4" to "ACC." This change affects the control conditions of the control signal given by the microcomputer CBa to the element "FET4." In other words, if the power type is assigned to "IG," the control signal to the element "FET4" changes depending on the state of the ignition switch. If the power type is assigned to "ACC," the control signal to the element "FET4" changes depending on the state of the accessory switch.

[0252] Function CBx4: The microcomputer CBa protects the corresponding wire for each branch line connected to the output side. Specifically, it measures the actual current flowing through each output system, calculates the amount of heat from this current flow, and shuts off the corresponding system of the switch circuit CBb before the temperature rises above a predetermined level.

[0253] Function CBx5: The microcomputer CBa detects whether or not there is a failure in each element of the switch circuit CBb, and if a failure is detected, automatically avoids it and maintains functionality. Specifically, it uses a bridge circuit CBc to connect adjacent output systems, and temporarily uses a path that does not pass through the failed element to continue supplying power to the output side.

[0254] Note that instead of the above "+B, ACC, IG," new classifications of power types can be adopted: "+BA," "IGP," and "IGR." "+BA" represents the power system that is turned on when the user approaches the vehicle. "IGP" represents the power system that is turned on when the ignition is turned on and the engine is running at full speed. "IGR" represents the power system that is turned on when the tires are turning. Even when adopting such new classifications of power types, the functions CBx1 and CBx2 shown in FIG. 52 can be similarly realized by obtaining the information necessary for control.

[0255] <Characteristic communication technologies> <Technology for uninterrupted communication> An example of the configuration of a communication system installed on a vehicle is shown in Fig. 53. The configuration shown in Fig. 53 uses a communication trunk line BB_LC formed in a ring shape. Although not shown in Fig. 53, this communication trunk line BB_LC is configured integrally with a wire harness for power supply or a backbone trunk line including a specially prepared power line.

[0256] In the configuration shown in Fig. 53, a plurality of control boxes CB(1) to CB(4) are connected in a dispersed manner along the communication trunk line BB_LC. In addition, auxiliary equipment AE(1) to AE(4) are connected below the control boxes CB(1) to CB(4) via branch line sub-harnesses LS(1) to LS(4), respectively. These auxiliary equipment AE correspond to various loads and electrical equipment such as electronic control units (ECUs) arranged on the vehicle.

[0257] Each of the control boxes CB(1) to CB(4) has a function to supply power branched from the main line to the auxiliary equipment AE via a branch sub-harness LS and to branch the communication path via the communication main line BB_LC. Each branch sub-harness LS has a power line and a communication line. In some cases, the branch sub-harness LS also includes an earth line.

[0258] Assume that communication is performed between auxiliary equipment AE(1) and auxiliary equipment AE(2) in the system configured as shown in Figure 53. In this case, communication can be performed via the shortest route by using the route between control boxes CB(1) and CB(2) on the ring-shaped communication trunk line BB_LC.

[0259] However, there may be a disconnection in a portion of the communication trunk line BB_LC. However, even if the communication trunk line BB_LC is disconnected in the path between the control box CB(1) and the control box CB(2), because the entire path is ring-shaped, another path can be used. In other words, the communication path from the control box CB(1) to the control box CB(2) via the control boxes CB(4) and CB(3) can be used, so the communication path between the auxiliary equipment AE(1) and the auxiliary equipment AE(2) is not interrupted.

[0260] It should be noted that the ring-shaped communication trunk BB_LC shown in Fig. 53 can be applied as is to a communication system with a linear route such as the backbone trunk BB_LM shown in Fig. 49. For example, by arranging a pair of an outbound communication trunk BB_LC and a return communication trunk BB_LC in parallel on the linear backbone trunk BB_LM and connecting the outbound and return communication trunks BB_LC at their ends, a ring-shaped, i.e., closed-loop, communication route can be configured.

[0261] <Connection security technology> <Protection using physical means> Specific examples of techniques for physically protecting the connection parts Cnx of each control box CB are shown in Figures 55(a), 55(b), and 55(c), respectively. The circuit boards CBd shown in Figures 55(a), 55(b), and 55(c) are mounted inside each control box CB.

[0262] Each of the control boxes CB(1) to CB(4) has a connection portion Cnx as a branch line connection portion having a plurality of connectors so that various auxiliary devices AE can be connected thereto via branch line sub-harnesses LS, etc. These connectors are configured to comply with a predetermined standard such as USB (Universal Serial Bus), and the plurality of connectors are arranged side by side so that multiple devices can be connected at the same time.

[0263] However, for a particular control box CB, all or some of the connectors of the connection unit Cnx may not be used due to differences in vehicle model, grade, destination, options selected by the user who purchased the vehicle, etc. Furthermore, if the configuration of each control box CB is changed to reflect differences in vehicle model, grade, destination, etc., these configurations cannot be standardized, which increases the number of part numbers of the control box CB and increases manufacturing costs.

[0264] On the other hand, if there is an empty connector at the connection section Cnx to which no branch sub-harness LS or the like is connected in the default state at the time of shipping the vehicle, there is a possibility that a user or a third party may connect some kind of device to the empty connector without permission. To prevent such fraud, the physical configurations shown in Figures 55(a), 55(b), and 55(c) are used.

[0265] 55(a) is based on the assumption that all six connectors of the connection part Cnx will not be used. Therefore, to prevent unauthorized use of all the connectors of the connection part Cnx, a lockable cover Kc1 is used as a lock function part that is physically locked, and the openings of all the connectors are closed.

[0266] The lockable cover Kc1 is a cover that covers the outside of the connection part Cnx and can be firmly fixed to the connection part Cnx. The lockable cover Kc1 also has a built-in key mechanism, and is designed so that the lockable cover Kc1 cannot be released unless it is operated using a specific physical release key Kk that has been prepared in advance. Therefore, anyone who does not possess the release key Kk cannot illegally connect any device to the connector of this connection part Cnx.

[0267] 55(b), it is assumed that some of the connectors of the connection part Cnx are connected to predetermined branch line sub-harnesses LS, etc., and the remaining connectors are left empty. Therefore, for the empty connectors of the connection part Cnx, a lockable cover Kc2 is used as a lock function part that is physically locked to prevent unauthorized use, and the openings of the connectors are individually closed.

[0268] The lockable cover Kc2 is designed to be attached to one of six connectors of the same shape and size at the connection part Cnx, and can be fixed to the connector while closing the corresponding opening. Also, like the lockable cover Kc1, it has a built-in key mechanism, and the lockable cover Kc2 cannot be released unless it is operated using a specific physical release key Kk prepared in advance.

[0269] In the configuration shown in Figure 55(c), it is assumed that some connectors of the connection portion Cnx are connected to predetermined branch line sub-harnesses LS, etc., and the remaining connectors are left empty. Therefore, for the empty connectors of the connection portion Cnx, a sealing seal Ks is used as a locking function portion that is physically locked to prevent unauthorized use, and the openings of the connectors are individually closed. Note that the openings of multiple connectors may be configured to be collectively covered with a single sealing seal Ks.

[0270] The sealing sticker Ks is formed, for example, in the shape of a long, thin tape, and is made of resin, etc. In addition, to clearly distinguish it from other stickers generally available on the market, a special pattern is printed on the surface, etc., for example. Furthermore, both ends of the sealing sticker Ks in the longitudinal direction are fixed to the connection part Cnx by adhesive, etc.

[0271] If a user or other person uses a specific connector whose opening is covered with a sealing seal Ks to prevent it from being used illegally, the user will tear the sealing seal Ks or peel off the adhesive, leaving physical evidence that the seal has been broken. In other words, a designated administrator or other person can easily confirm the illegal use of the connector after the fact.

[0272] <Protection through control> A specific example of technology for protecting the connection parts Cnx of each control box CB by electrical control is shown in Fig. 56. That is, a microcomputer (not shown) provided on the circuit board CBd executes the control of Fig. 56 as a lock function part that electrically enters a locked state, thereby protecting unused connectors in the connection parts Cnx from unauthorized use.

[0273] The microcomputer on the circuit board CBd determines whether each connector in the connection section Cnx it manages is in use or not based on a program and constant data written in advance using a diagnostic tool, etc. In addition, by monitoring the voltages of multiple terminals provided on each connector, this microcomputer can actually detect whether any device is connected to each connector.

[0274] In step S11, the microcomputer monitors each communication port connector for connection. When a new connection to a connector is detected, the microcomputer proceeds from step S12 to step S13. If the connector for which a new connection has been detected is registered as an unused connector, the microcomputer proceeds to the next step S14, where it executes a process for detecting an unauthorized connection.

[0275] By the process of step S14, for example, data indicating the unauthorized use is stored in a non-volatile memory, and an abnormality related to the unauthorized use is displayed on a display of the meter unit, etc. Furthermore, the communication of the relevant connector can be automatically cut off to prevent unauthorized use of the device.

[0276] <Technology for interconnecting communication networks and communication devices with various specifications> An example of the configuration of a communication system installed in a vehicle is shown in Figure 54. The communication system shown in Figure 54 is equipped with a communication trunk line BB_LC. Although not shown in Figure 54, this communication trunk line BB_LC is configured integrally with a wire harness for power supply or a backbone trunk line including a specially prepared power line. In addition, this backbone trunk line is equipped with an earth line as necessary.

[0277] In the configuration shown in Fig. 54, multiple control boxes CB(1), CB(2), and CB(3) are connected to a common communication trunk line BB_LC in a dispersed state across multiple areas AR1, AR2, and AR3. Specific examples of areas AR1, AR2, and AR3 include the engine room, the instrument panel area, the floor area, and the luggage room.

[0278] Each of the control boxes CB(1) to CB(3) has a function of branching the power supplied to the main line and supplying it to the auxiliary equipment AE, and a function of branching the communication line route to ensure a connection route. Furthermore, in the configuration shown in Figure 54, each of the multiple control boxes CB(1), CB(2), and CB(3) has a gateway GW.

[0279] Each of the multiple gateways GW(1) to GW(3) shown in FIG. 54 basically provides a function for connecting networks or devices having different specifications such as communication protocols.

[0280] For example, in a vehicle system, communication devices and networks with various standards with different specifications, such as CAN (Controller Area Network), CAN_FD (CAN with Flexible Data Rate), CXPI (Clock Extension Peripheral Interface), Ethernet (registered trademark), and optical communication networks, may be adopted, for example, for each area or vehicle type. By absorbing these differences in specifications using a gateway (GW), it becomes possible for devices with different specifications to connect to each other and communicate with each other.

[0281] In the configuration shown in Figure 54, a gateway GW is provided in the control box CB for each area, so even if the communication specifications differ for each area, communication lines can be connected to each other using the gateway GW.

[0282] <Technology for enabling high-speed communication and gateway technology> An example of the configuration of a communication system including a control box CB having optical communication functions and gateway functions and a backbone trunk line BB_LM is shown in Fig. 57. Also, an example of the configuration for supplying power to the communication system is shown in Fig. 58.

[0283] In the system shown in Fig. 57, a control box CB is connected to the backbone trunk BB_LM. The backbone trunk BB_LM shown in Fig. 57 also includes power lines L1 and L2, an earth line L3, and communication lines L4B and L5B. GND stands for ground.

[0284] In the example of Figure 57, power line L1 is connected to the vehicle's main battery (BATT), and power line L2 is connected to the sub-battery. Furthermore, communication lines L4B and L5B are each made of optical fiber to support optical communication. By using optical communication in the trunk line, high-speed communication can be implemented at various locations on the vehicle. It is also less susceptible to noise.

[0285] Furthermore, the control box CB shown in FIG. 57 is compatible with the communication functions of Ethernet (registered trademark), CAN_FD, and CXPI in addition to optical communication. Specifically, the control box CB is provided with eight sets of communication port connectors CP1 to CP8. The communication port connectors CP1 and CP2 are communication ports dedicated to Ethernet (registered trademark), and each of the communication port connectors CP3 to CP8 is a communication port for which either the CAN_FD or CXPI specification can be selected. Furthermore, each of the eight sets of communication port connectors CP1 to CP8 is designed to be compatible with metal communication lines. By using metal branch lines, the component costs of the branch lines can be reduced.

[0286] As shown in FIG. 57, the control box CB includes a power supply circuit CB01, a gateway control circuit CB02, PHY circuits CB03, CB04, CB05, and CB06, network switches CB07 and CB08, transceivers CB09 and CB10, and a switching circuit CB11.

[0287] The power supply circuit CB01 is connected to the power supply lines L1, L2 and earth line L3, and generates the power supply voltage, for example, "+5V", required by each circuit such as the gateway control circuit CB02 based on the power supplied from the backbone trunk line BB_LM.

[0288] The gateway control circuit CB02 is composed of a microcomputer (abbreviated as "micon") and realizes the functions of a gateway (GW). That is, it performs protocol conversion between communication standards with different specifications and controls signal switching. It also generates a control signal for switching the switching circuit CB11.

[0289] The PHY circuits CB03, CB04, CB05, and CB06 provide interface functions for the physical layer of Ethernet (registered trademark). Each of the PHY circuits CB03 and CB04 supports two wavelengths of optical signals and has the function of converting between optical signals and electrical signals, and between digital and analog signals. The PHY circuits CB05 and CB06 support signals conforming to the Ethernet (registered trademark) metal standard and have the function of converting between digital and analog signals.

[0290] The network switches CB07 and CB08 are switch circuits that comply with the Ethernet (registered trademark) standard, and have the function of checking the destination of received data and determining whether or not to transfer the data to each connected device.

[0291] In the configuration shown in Figure 57, network switch CB07 is assigned control functions for the chassis system and powertrain system of the vehicle system. Also, network switch CB08 is assigned control functions for the body system, entertainment system, driving assistance system, and advanced driving assistance system of the vehicle system. Network switch CB07 is connected between PHY circuits CB03 and CB04 and the gateway control circuit CB02. Also, network switch CB08 is connected between PHY circuits CB03 to CB06 and the gateway control circuit CB02.

[0292] Transceivers CB09 and CB10 are connected between the gateway control circuit CB02 and the switching circuit CB11. Transceiver CB09 has the function of transmitting and receiving signals conforming to the CAN_FD standard. Transceiver CB10 has the function of transmitting and receiving signals conforming to the CXPI standard.

[0293] The switching circuit CB11 has a switching function that enables both CAN_FD, which uses two communication lines, and CXPI, which uses only one communication line, to be used with the common communication port connectors CP3 to CP8. Specifically, it has 12 switching elements to switch the signals connected to each of the communication port connectors CP3 to CP8. By controlling the on / off of these switching elements with each control signal output by the gateway control circuit CB02, signals conforming to the specifications of either CAN_FD or CXPI can be used with the communication port connectors CP3 to CP8.

[0294] When connecting auxiliary equipment AE that requires a relatively high communication speed, such as signals from cameras or various sensors, to the control box CB, the required specifications for high-speed communication can be met by using, for example, communication port connector CP1 or CP2. When connecting auxiliary equipment AE that performs relatively low-speed communication, the minimum required communication function can be ensured by using communication port connectors CP3 to CP8.

[0295] An example of a circuit configuration for supplying power to each of the communication port connectors CP1 to CP8 is shown in Figure 58. In the configuration of Figure 58, terminals CBz1 and CBz2 provided on the control box CB are connected to the main power supply. Specifically, terminal CBz1 is connected to the positive terminal of the main battery MB via a fusible link FL built into the main battery MB. Terminal CBz2 of the control box CB is connected to the negative terminal of the main battery MB. Furthermore, terminals CBz1 and CBz2 are connected to a power line L1 and an earth line L3 of the backbone trunk BB_LM, respectively. Note that the power line L2 of the backbone trunk BB_LM is connected to, for example, the positive terminal of a sub-battery (not shown).

[0296] The control box CB includes a power supply circuit CB01a for supplying power to each of the eight communication port connectors CP1 to CP8. The power supply circuit CB01a includes switch circuits SW01 and SW02, and diodes D1 and D2 for each communication port connector system.

[0297] Each of the switch circuits SW01 and SW02 is configured as a series circuit of a fuse and a switching element that can be turned on and off by a control circuit in the control box CB. Diodes D1 and D2 have the function of preventing backflow.

[0298] Therefore, by turning on only SW01 of the switch circuits SW01 and SW02, power from the main power supply can be supplied to each of the communication port connectors CP1 to CP8. Also, by turning on only SW02 of the switch circuits SW01 and SW02, power from the sub-power supply can be supplied to each of the communication port connectors CP1 to CP8.

[0299] <Special optical communication technology> <Combination of multiple communication paths> An example of the configuration of a communication system of an in-vehicle system is shown in Figure 101. The in-vehicle system shown in Figure 101 has five control boxes CB(1) to CB(5). The three control boxes CB(1), CB(2), and CB(3) are connected by a communication trunk line BB_LC configured in a ring shape. Furthermore, the control box CB(1) and the control box CB(4) are connected by a P2P (Peer to Peer) communication line LPP1, and the control box CB(1) and the control box CB(5) are connected by a P2P communication line LPP2. Optical communication is used for the communication trunk line BB_LC and the communication lines LPP1 and LPP2.

[0300] When optical communications are used, each relay node on the communications path, which corresponds to the control box CB, converts the received optical signal into an electrical signal, then converts this electrical signal back into an optical signal before sending it out the transmission path. Therefore, delays in the optical signal occur at each relay node. Furthermore, when the communications path for the entire system is configured in a ring shape, the delay in the optical signal increases as the number of connected relay nodes increases.

[0301] On the other hand, in the in-vehicle system shown in Fig. 101, the ring-shaped communication trunk line BB_LC is combined with P2P communication lines LPP1 and LPP2, thereby suppressing signal delays and enabling high-speed communication. In other words, since the number of nodes on the ring-shaped communication trunk line BB_LC is three, delays occurring on this ring can be minimized.

[0302] Therefore, for example, when optical communication is performed between the control boxes CB(3) and CB(4), signal delay is reduced compared to when the entire communication path is ring-shaped, enabling high-speed communication.

[0303] Furthermore, the ring-shaped communication trunk line BB_LC provides redundancy in the communication path, improving communication reliability. In other words, if a break occurs at one point on the communication trunk line BB_LC, communication can be continued using another unbroken path. Note that the trunk line may be formed of a transmission line for optical communication, and the branch lines may be formed of transmission lines for electrical signals, or these may be combined.

[0304] <Simultaneous use of optical signals with multiple wavelengths> Fig. 102 shows an example of the cross-sectional configuration of the communication trunk BB_LC in the vehicle-mounted system shown in Fig. 101. That is, the communication trunk BB_LC shown in Fig. 101 includes an optical fiber cable FBC1 constituting the outgoing path and an optical fiber cable FBC2 constituting the return path, as shown in Fig. 102. Furthermore, each of the optical fiber cables FBC1 and FBC2 incorporates two optical fibers FB11 and FB12.

[0305] In this embodiment, a specific wavelength λ1 and a wavelength λ2 different from λ1 are simultaneously used as optical signals to be handled. As shown in Fig. 102, one optical fiber cable FBC1 is configured to transmit an optical signal with wavelength λ1, and the other optical fiber cable FBC2 is configured to transmit an optical signal with wavelength λ2.

[0306] Therefore, two communication paths can be simultaneously secured on the communication trunk line BB_LC using optical signals with two wavelengths, providing redundancy and improving the reliability of communication.

[0307] As a specific example, optical signals of two different wavelengths are used depending on the importance or priority. For example, signals used to control important loads on a vehicle are assigned to optical signals of wavelength λ1, and signals used to control less important loads are assigned to optical signals of wavelength λ2. If communication of the optical signal of wavelength λ1, which is more important, is interrupted, the information to be transmitted is automatically switched to the optical signal of wavelength λ2. This ensures that a path for continuing communication is secured. This type of control can be performed using a microcomputer or the like on each control box CB.

[0308] <Use of wavelength multiplexing / time division multiplexing (TDM)> An example of the configuration of an optical signal that performs wavelength multiplexing and time division multiplexing is shown in Fig. 103. Also, an example of the configuration of a communication system in an in-vehicle system that performs optical wavelength multiplexing communication is shown in Fig. 104.

[0309] For example, when an optical signal with wavelength λ1 and an optical signal with wavelength λ2 are used simultaneously, since the wavelengths of the two optical signals are different, they can be wavelength multiplexed as shown in Figure 103 and transmitted over a single optical fiber.

[0310] Therefore, for example, it is possible to eliminate one of the two optical fibers FB11 and FB12 shown in Fig. 102. It is also possible to assign a higher priority to the optical signal with wavelength λ1 and a lower priority to the optical signal with wavelength λ2. Furthermore, by time-division multiplexing the optical signals, it is possible to sequentially transmit optical signals ch1, ch2, and ch3 on multiple channels over a single communication line, as shown in Fig. 103.

[0311] The in-vehicle system shown in Fig. 104 has three control boxes CB(1), CB(2), and CB(3) connected to each other via a communication trunk line BB_LC. The communication trunk line BB_LC shown in Fig. 104 is composed of one optical fiber for the outbound and one for the inbound paths, and is configured in a ring shape as a whole.

[0312] As shown in Figure 103, wavelength-multiplexed and time-division multiplexed optical signals can be sent onto a single optical fiber of the communication trunk line BB_LC, and optical communication can be carried out between the control boxes CB(1) to CB(3).

[0313] Each of the control boxes CB(1) to CB(3) shown in Fig. 104 includes a receiving circuit and a transmitting circuit. The receiving circuit includes a splitter 2057-1, optical / electrical conversion units (O / E) 2057-2 and 2057-3, drop units (DROP) 2057-4 and 2057-5, and a time division demultiplexer 2057-6. The transmitting circuit includes a time division multiplexer 2057-7, add units (ADD) 2057-8 and 2057-9, and electrical / optical conversion units (E / O) 2057-10 and 2057-11.

[0314] That is, in the control boxes CB(1) to CB(3), an optical signal is input to the receiving-side circuit from one optical fiber in the communication trunk line BB_LC. This optical signal is split into two wavelengths, λ1 and λ2, by splitter 2057-1. The split optical signal with wavelength λ1 is converted into an electrical signal by optical / electrical conversion unit 2057-2 and branched into two systems by branching unit 2057-4. One of the branched electrical signals is input to time division demultiplexing unit 2057-6, and the other electrical signal is input to the transmitting-side circuit.

[0315] Similarly, the separated optical signal of wavelength λ2 is converted into an electrical signal by optical / electrical conversion unit 2057-3 and then branched into two systems by branching unit 2057-5. One of the branched electrical signals is input to time division demultiplexing unit 2057-6, and the other electrical signal is input to the transmitting circuit. Time division demultiplexing unit 2057-6 divides the electrical signals input from the outputs of branching units 2057-4 and 2057-5 by time and separates them into signals of multiple channels (ch1, ch2, ch3).

[0316] For example, the control box CB(1) provides the first channel received signal output by the time division separation unit 2057-6 to the auxiliary device AE11 (ADAS ECU). The control box CB(2) can use the second channel received signal output by the time division separation unit 2057-6. The control box CB(3) provides the third channel received signal output by the time division separation unit 2057-6 to the auxiliary device AE31 (rear monitor).

[0317] In the transmitting circuit of control box CB(1), the channel (ch1) assigned to this control box CB is used, and the signal from accessory AE12 (ridar) is input as a high-priority signal, and the signal from accessory AE13 (DVD player) is input as a low-priority signal to time-division multiplexing unit 2057-7. Time-division multiplexing unit 2057-7 assigns each of the two input signals to the timing of the corresponding channel, and generates a time-division multiplexed electrical signal. The high-priority signal and the low-priority signal are input from the output of time-division multiplexing unit 2057-7 to insertion units 2057-8 and 2057-9, respectively.

[0318] For high-priority signals, the insertion unit 2057-8 generates a signal by combining the received signal with the output of the time-division multiplexing unit 2057-7 for each channel.For low-priority signals, the insertion unit 2057-9 generates a signal by combining the received signal with the output of the time-division multiplexing unit 2057-7 for each channel.

[0319] The output signal of the adder 2057-8 is converted into an optical signal with a wavelength of λ1 by an electrical / optical converter 2057-10. Also, the output signal of the adder 2057-9 is converted into an optical signal with a wavelength of λ2 by an electrical / optical converter 2057-11. Also, the optical signal with a wavelength of λ1 output from the electrical / optical converter 2057-10 and the optical signal with a wavelength of λ2 output from the electrical / optical converter 2057-11 are simultaneously supplied to a single common optical fiber within the communication trunk BB_LC and transmitted as a wavelength-multiplexed optical signal.

[0320] Similarly, the transmitting circuit of control box CB(2) uses the channel (ch2) assigned to this control box CB, and inputs the signal from accessory AE21 (camera) as a high-priority signal and the signal from accessory AE22 (camera) as a low-priority signal to time division multiplexer 2057-7. Also, the transmitting circuit of control box CB(3) uses the channel (ch3) assigned to this control box CB, and inputs the signal from accessory AE32 (camera) as a high-priority signal to time division multiplexer 2057-7.

[0321] In any case, in the communication system of the in-vehicle system shown in Figure 104, wavelength-multiplexed and time-division multiplexed optical signals as shown in Figure 103 can be transmitted using a single optical fiber on the communication trunk line BB_LC.

[0322] In the in-vehicle system shown in Figure 104, two wavelengths, λ1 and λ2, are used simultaneously, and signals are processed separately for each wavelength. In addition, different wavelengths are associated with different priorities. Therefore, if a failure occurs in communication using one of the two wavelengths, λ1 or λ2, for example, it is possible to perform switching control so that the normal communication line can be used to transmit a higher priority signal. Moreover, a communication path can be secured using just one optical fiber.

[0323] <Other distinctive technologies> <Technology to reduce the number of wire harness part numbers> FIG. 59 is an exploded view showing an example of the configuration of a wire harness in which a printed circuit board and electric wires are combined.

[0324] The structure of a wire harness can vary depending on the vehicle model, grade, destination, options, etc. When the configuration changes, each component must be assigned a separate part number for each configuration. As the number of configuration types increases, the number of part numbers also increases, which increases manufacturing costs.

[0325] Therefore, the components of the wire harness are divided into a base, whose configuration does not change, and an addition, whose configuration does change. Then, like the backbone member 2012-1 shown in Fig. 59, a circuit configured on a printed circuit board (PCB) is used as an additional element of the wire harness, and a sub-harness 2012-2 made up of electric wires is used as a base element of the wire harness, and the entire wire harness is configured by combining these additional elements and base elements.

[0326] The circuits configured on the printed circuit board can be easily computerized, and for example, the circuit configuration can be easily changed by rewriting the program in an FPGA (field-programmable gate array) device. Therefore, the same hardware can be used for all backbone components 2012-1, preventing an increase in part numbers.

[0327] <Technology to support the connection of add-on devices and bring-in devices> FIG. 60 is a perspective view showing an example of the appearance of a control box equipped with a USB port.

[0328] The control box 2013-1 shown in FIG. 60 is connected to the backbone trunk 2012-0 and has a plurality of standard communication ports 2013-2 for connecting to predetermined branch harnesses. Specifically, a plurality of connectors with USB (Universal Serial Bus) communication functions are provided in the standard communication port 2013-2. Therefore, various devices equipped with standard communication ports can be connected to the backbone trunk 2012-0 via the control box 2013-1. In other words, it becomes easy to retrofit various devices to a vehicle or to connect devices brought into the vehicle by the user.

[0329] <Technology for diversifying the functions of control boxes, etc.> 61(a), 61(b), and 61(c) are plan views showing three configuration examples of a circuit board to be built into a control box or the like.

[0330] The functions that vehicle wiring harnesses and other components must support vary greatly depending on the vehicle model, grade, destination, options, and other factors. For example, the number of circuits, current capacity, processing speed, and number of processes that each control box on the backbone trunk line must support vary depending on the vehicle grade. If control boxes for all grades were equipped with functions that meet all requirements, the minimum cost would increase, making it impossible to provide low-cost vehicles. However, if optimally configured control boxes were prepared for each of the various combinations of vehicle model, grade, destination, options, and other factors, the number of part numbers would increase significantly, resulting in higher costs.

[0331] Therefore, as shown in Figures 61(a), 61(b), and 61(c), the increase in the number of part numbers is suppressed by standardizing the parts used. Specifically, the required circuit functions are realized by combining three types of standardized circuit boards 2014-1A, 2014-1B, and 2014-1C with microcomputer 2014-2 configured with FPGA.

[0332] Circuit board 2014-1A is a circuit board for Grade A, the highest grade of the three types. Circuit board 2014-1B is a circuit board for Grade B, the second highest grade of the three types. Furthermore, circuit board 2014-1C is a circuit board for Grade C, the lowest grade of the three types. The three types of circuit boards 2014-1A, 2014-1B, and 2014-1C differ in board size (large, medium, small), so that the number of circuits can be changed by selecting the board. Furthermore, to change the number of circuits, the number of microcomputers 2014-2 used can be changed.

[0333] That is, in the case of low-grade vehicles, the number of circuits that need to be supported is small, so the required functions are realized by a combination of small circuit board 2014-1C and one microcomputer 2014-2, as shown in Fig. 61(c). Also, in the case of medium-grade vehicles, the number of circuits that need to be supported is medium, so the required functions are realized by a combination of medium-sized circuit board 2014-1B and two microcomputers 2014-2, as shown in Fig. 61(b). Also, in the case of high-grade vehicles, the number of circuits that need to be supported is extremely large, so the required functions are realized by a combination of large circuit board 2014-1A and three microcomputers 2014-2, as shown in Fig. 61(a).

[0334] Furthermore, each microcomputer 2014-2 is an FPGA, and its program can be easily rewritten. Therefore, in order to accommodate various differences in specifications such as the grade of the vehicle, the program of each microcomputer 2014-2 can be rewritten.

[0335] Therefore, when the configurations shown in Figures 61(a), 61(b), and 61(c) are adopted, it is only necessary to prepare one of three types of circuit boards 2014-1A, 2014-1B, and 2014-1C and one type of microcomputer 2014-2 hardware, thereby preventing an increase in the number of component types and part numbers.

[0336] <Technology to reduce the number of parts for trunk lines, etc.> FIG. 62 is a perspective view showing a configuration example of a connection portion of a wiring member that constitutes a trunk line.

[0337] For example, when forming relatively large wiring components such as backbone trunk sections 2021, 2022, and 2023 shown in Figure 48, it is possible to combine multiple common parts to form a single wiring component in order to prevent an increase in the number of component types and part numbers due to differences in specifications such as configuration and shape.

[0338] In the configuration example shown in Fig. 62, two thin plate-shaped routing members 2015-1 and 2015-2 are configured so that they can be integrated by butting their opposing surfaces together and connecting them. Specifically, as shown in Fig. 62, a protrusion 2015-1a is formed on the right end surface of the routing member 2015-1, and a recess 2015-2a having a shape complementary to the protrusion 2015-1a is formed on the left end surface of the routing member 2015-2.

[0339] Furthermore, a plurality of electrodes 2015-3 connected to a power supply line (+12V), a ground (GND), and a predetermined signal line are arranged so as to be exposed on the right end surface of the wiring member 2015-1. Similarly, although not shown, electrodes that can come into contact with each of the electrodes 2015-3 are arranged on the left end surface of the wiring member 2015-2.

[0340] In this way, by selecting multiple types of wiring members 2015-1, 2015-2, etc., for which the shape of the connection points, electrode specifications, etc. have been standardized in advance, and combining the selected members, it is possible to configure wiring members that meet various specifications. In this case, it is possible to reduce the number of types of standardized wiring members, and the number of product numbers can also be reduced.

[0341] <Technology to accommodate changes in connection specifications> FIG. 63 is a plan view showing an example of connection between a control box on a main line and a branch line sub-harness.

[0342] The control box 2016-1 shown in Fig. 63 is connected to, for example, the backbone trunk sections 2021, 2022, and 2023 shown in Fig. 48. Furthermore, the functions and specifications of the entire wire harness are determined according to the order of the user who ordered the vehicle, and predetermined branch sub-harnesses 2016-2A, 2016-2B, 2016-2C, and 2016-2D are connected to the respective connection sections of the control box 2016-1.

[0343] The control box 2016-1 is equipped with a microcomputer whose program can be easily rewritten. When manufacturing such a wire harness, a continuity checker 2016-3 is prepared and actually connected to check for continuity between each terminal of the branch sub-harnesses 2016-2A, 2016-2B, 2016-2C, and 2016-2D and each terminal on the control box 2016-1. When the program of the microcomputer on the control box 2016-1 is rewritten using a predetermined tool, the program contents are rewritten in conjunction with the continuity checker 2016-3 to reflect the actual continuity state.

[0344] Therefore, the program can be appropriately rewritten to reflect the types of branch sub-harnesses 2016-2A, 2016-2B, 2016-2C, and 2016-2D that an operator actually assembles into the control box 2016-1, differences in connection positions, and the like, and the circuit connection state inside the actual control box 2016-1 can be automatically switched, thereby improving the productivity of wire harnesses.

[0345] <Technology to accommodate changes in connection specifications> FIG. 64 is a plan view showing an example of connection between a control box on a main line and a branch line sub-harness.

[0346] The control box 2017-1 shown in Fig. 64 is connected to, for example, the backbone trunk sections 2021, 2022, and 2023 shown in Fig. 48. Furthermore, the functions and specifications of the entire wire harness are determined according to the order of the user who ordered the vehicle, and predetermined branch sub-harnesses 2017-2A, 2017-2B, 2017-2C, and 2017-2D are connected to the respective connection sections of the control box 2017-1.

[0347] Here, each of branch line sub-harnesses 2017-2A, 2017-2B, 2017-2C, and 2017-2D has a built-in communication function and transmits its own unique identification information (ID) assigned in advance to the microcomputer in control box 2017-1, which is the destination of connection. This microcomputer automatically selects the software pattern to be applied to the destination of each branch line by identifying whether the ID combination transmitted by each of actually connected branch line sub-harnesses 2017-2A, 2017-2B, 2017-2C, and 2017-2D corresponds to, for example, "ABCD," "ABDC," or "ACDB."

[0348] Therefore, productivity is improved because workers can freely select the connection positions of the various branch line sub-harnesses 2017-2A, 2017-2B, 2017-2C, and 2017-2D. Also, even if some auxiliary equipment is added later, it can be automatically installed if the microcomputer has detected the auxiliary equipment in advance.

[0349] <Technology to accommodate changes in connection specifications> 65(a) and 65(b) are plan views showing examples of connections between a trunk line and a branch line sub-harness.

[0350] As shown in Figure 65(a), when various auxiliary devices are connected to a backbone consisting of a trunk line 2018-1 and multiple control boxes 2018-2 and 2018-3 via various branch line sub-harnesses 2018-4 and 2018-5, the positions of the connectors connecting each branch line sub-harness 2018-4 and 2018-5 may change, or the pin arrangement within each connector may change.

[0351] For example, in the example shown in Figure 65(b), it is assumed that either automatic air conditioner 2018-6A or manual air conditioner 2018-6B, which are auxiliary devices, is selectively connected to connector 2018-2b of control box 2018-2 depending on changes in specifications. In this case, the connector pin arrangement of automatic air conditioner 2018-6A is different from the connector pin arrangement of manual air conditioner 2018-6B.

[0352] To accommodate these changes, microcomputer 2018-2a configured with an FPGA is installed on control box 2018-2, and microcomputer 2018-3a configured with an FPGA is also installed on control box 2018-3. Furthermore, microcomputer 2018-2a configured with an FPGA is installed in the main body or connector of automatic air conditioner 2018-6A and manual air conditioner 2018-6B shown in Figure 65(b).

[0353] Then, for each circuit of the connected branch line sub-harnesses 2018-4 and 2018-5, microcomputers 2018-2a and 2018-3a appropriately select the connection destination by rewriting the program to match the specifications. Also, as shown in Figure 65(b), the microcomputer placed in the branch line sub-harness on the auxiliary equipment side or its connector performs control to absorb specification differences such as differences in connector pin arrangement. This makes it possible for the connection specifications when connecting each auxiliary equipment to control boxes 2018-2 and 2018-3 to be absorbed on the auxiliary equipment side, and for the specifications on the backbone side to be standardized.

[0354] <Technology to accommodate changes in connection specifications> FIG. 66 is a perspective view showing an example of connection between a control box on a main line and a branch line sub-harness.

[0355] On the control box 2019-1 shown in Fig. 66, multiple connectors 2019-1a, 2019-1b, 2019-1c, 2019-1d, 2019-1e, and 2019-1f of common sizes and shapes are arranged in a row to connect various branch lines and auxiliaries. When connecting an auxiliaries to the control box 2019-1, one of the multiple connectors 2019-1a to 2019-1f is selected to connect branch line sub-harnesses 2019-2A, 2019-2B, and 2019-2C, respectively.

[0356] Here, the positions of the connectors to which each of branch line sub-harnesses 2019-2A, 2019-2B, and 2019-2C is connected can be freely selected by workers as needed during vehicle manufacturing. Changes in the positions of the connectors to which branch line sub-harnesses 2019-2A, 2019-2B, and 2019-2C are connected can be accommodated by rewriting the program in the microcomputer comprised of an FPGA built into control box 2019-1 to automatically change the circuit connection state within control box 2019-1.

[0357] This allows workers to freely select the connector positions to which each of the branch sub-harnesses 2019-2A, 2019-2B, and 2019-2C is connected, improving productivity. Furthermore, standardizing functions reduces the number of part numbers.

[0358] <Technology that uses AC power> FIG. 67 is a perspective view showing an example of the arrangement of a main line and a plurality of branch sub-harnesses routed on a vehicle body.

[0359] The in-vehicle system shown in Fig. 67 includes a backbone trunk 2020-1 that is routed linearly in the longitudinal direction of the vehicle body, and a plurality of branch sub-harnesses 2020-2A, 2020-2B, and 2020-2C that are connected to various parts of the backbone trunk 2020-1. Each of the branch sub-harnesses 2020-2A, 2020-2B, and 2020-2C is connected to a control box provided on the backbone trunk 2020-1.

[0360] Another distinctive feature is that AC power is supplied to the backbone trunk 2020-1. Specifically, a voltage of approximately AC 200 [V] is used. Each control box is equipped with a transformer and an AC / DC converter, and the AC power is transformed inside the control box and converted to a predetermined DC voltage before being supplied to each branch sub-harness 2020-2A, 2020-2B, and 2020-2C. In the example shown in Figure 67, DC power supply voltages of DC 5 [V], DC 48 [V], and DC 12 [V] are supplied to each branch sub-harness 2020-2A, 2020-2B, and 2020-2C, respectively.

[0361] In this way, by running AC power on the backbone trunk line 2020-1, it is possible to reduce power loss in the trunk line compared to DC. Also, voltage conversion can be performed using a simple, inexpensive transformer, reducing system costs. Reducing power loss improves vehicle fuel efficiency.

[0362] <Technology using multiplex communication> 68(a) and 68(b) are block diagrams showing a plurality of control boxes and the communication trunk lines connecting them.

[0363] In the configuration shown in Figure 68(a), the backbone trunk communication line 2021-3 connecting the two control boxes 2021-1 and 2021-2 is configured as a collection of many electric wires. In other words, it is necessary to prepare individual communication lines for the number of signals to be transmitted and secure each communication path, so as the number of signals increases, the number of communication lines also increases.

[0364] On the other hand, in the configuration shown in Figure 68(b), the backbone trunk communication line 2021-3B connecting the two control boxes 2021-1B and 2021-2B is composed of only one or two communication lines.

[0365] That is, in the configuration shown in Figure 68(b), by adopting a technique such as time division multiplexing (TDM), signals of multiple systems are superimposed on a single communication line, so that when the number of signals to be transmitted increases, the number of communication lines can be significantly reduced. Note that frequency division multiplexing (FDM) technique may also be adopted instead of time division multiplexing (TDM).

[0366] Furthermore, when there are a large number of communication lines as shown in Figure 68(a), it may be necessary to divide the communication lines in the middle of the main line, but by reducing the number of communication lines, division of the communication lines becomes unnecessary, and the configuration can be simplified, thereby reducing the number of circuits and parts.

[0367] <Technology for recovery when abnormalities occur> FIG. 69 is an electrical circuit diagram showing an example of the configuration of a control box equipped with a recovery function. Anomalies such as broken circuits can occur inside the backbone trunk line or control box. When such an anomaly occurs, the required power supply cannot be supplied to the branch sub-harness or load side, causing the operation of various auxiliary equipment, including loads, to stop. To prevent this, a recovery function is provided.

[0368] In the configuration shown in Fig. 69, it is assumed that power supply electric power supplied from the vehicle's main power supply 2022-2 is supplied to two loads 2022-3 and 2022-4 via a control box 2022-1. By closing switch 2022-1a, power can be supplied to load 2022-3. Furthermore, by closing switch 2022-1b, power can be supplied to load 2022-4.

[0369] However, if a fault such as a break occurs in the line connected to switch 2022-1b, an abnormal state occurs in which power is not supplied to load 2022-4 even if switch 2022-1b is closed. Therefore, assuming that load 2022-4 is a load of extremely high importance, in the configuration shown in Figure 69, a backup path 2022-1c is connected in parallel with the path of switch 2022-1b. In addition, a relay 2022-1d that can be turned on and off by microcomputer 2022-1e is connected to this backup path 2022-1c.

[0370] When the microcomputer 2022-1e detects that an abnormality has occurred in the current path of the switch 2022-1b, it automatically switches on the relay 2022-1d and performs recovery control so that power is supplied to the load 2022-4 via the backup path 2022-1c. The microcomputer 2022-1e also controls the warning display unit of the vehicle's meter unit to display the occurrence of a malfunction. This recovery function improves the reliability of the operation of the wire harness and various auxiliary devices.

[0371] <In-vehicle near-field wireless communication technology> Figures 70(a) and 70(b) are block diagrams showing examples of connections between a wire harness and a load, and Figure 71 is a perspective view showing a specific example of the arrangement and connection of various components on a vehicle body.

[0372] As shown in Fig. 70(a), when various auxiliary devices arranged inside a vehicle door 2023-3 are connected to a wire harness 2023-1 inside the vehicle cabin via a wire harness, it is common to pass a bundle of electric wires at a bending portion of the wire harness, which bends when the door is opened or closed, through the inside of a grommet 2023-2 to provide functions such as protection of the electric wires, waterproofing, dustproofing, soundproofing, etc. However, when a grommet is used, the wiring harness routing becomes difficult and the parts cost increases.

[0373] Therefore, in the configuration shown in Figure 70(b), close proximity wireless communication units 2023-5 and 2023-6 are used to connect the control box 2023-4 in the backbone inside the vehicle cabin with the various auxiliary devices arranged inside the vehicle door 2023-7. Furthermore, these close proximity wireless communication units 2023-5 and 2023-6 have the function of not only communicating but also supplying power wirelessly. Therefore, when the configuration shown in Figure 70(b) is adopted, grommets are not required, and the wiring work for connecting the auxiliary devices is greatly simplified.

[0374] A more realistic example of a vehicle configuration will be described. In the configuration shown in Fig. 71, a backbone main line 2024-1, an instrument panel backbone 2024-2, an enclosure backbone 2024-3, etc. are arranged as trunk lines in various parts of the vehicle body. In addition, control boxes (control boxes) 2024-41, 2024-42, 2024-43, 2024-44, and 2024-45 are arranged in various parts of these trunk lines.

[0375] 71, the steering module 2024-5 and the control box 2024-41 are wirelessly connected via close proximity wireless communication. Each control box is also wirelessly connected to the auxiliary devices in the doors via close proximity wireless communication. The auxiliary devices, such as the sensor 2024-7 and the antenna 2024-8, arranged in the luggage space, are also wirelessly connected to the control box 2024-45 via close proximity wireless communication.

[0376] <Noise suppression technology> 72(a), 72(b), and 72(c) are block diagrams showing specific examples of the connection state of the main line, the control box, the battery, etc.

[0377] 72(a), a main battery 2025-1 and an alternator 2025-2 are connected near the end of a wire harness 2025-3, as in a typical vehicle. In addition, auxiliary devices such as electronic control units (ECUs) 2025-4 and 2025-5 and an electric motor 2025-6 are connected to various parts of the wire harness 2025-3.

[0378] In a configuration such as that shown in FIG. 72(a), devices such as the alternator 2025-2 and the electric motor 2025-6 become noise sources, and the electromagnetic noise they generate may adversely affect nearby electronic control units 2025-4, 2025-5, and the like.

[0379] Therefore, the following measures are taken to reduce the effects of noise. That is, multiple batteries are prepared and distributed within the backbone, and the batteries are located close to the noise source. This makes it easier for the batteries to absorb the generated noise. It also prevents noise from reaching each electronic control unit. Furthermore, noise problems can be solved regardless of where on the backbone each noise source or device that is susceptible to noise is connected.

[0380] 72(b), in addition to the main battery 2025-1, two sub-batteries 2025-1B and 2025-1C are connected in a distributed manner to the backbone of the wire harness 2025-3. Therefore, noise generated by the noise source, electric motor 2025-6, is absorbed by the sub-batteries 2025-1B and 2025-1C connected nearby.

[0381] Furthermore, electronic control units 2025-4 and 2025-5, which are susceptible to the effects of noise, are located farther from the noise source than sub-batteries 2025-1B and 2025-1C, and are therefore less susceptible to the effects of noise.

[0382] In the configuration example shown in Figure 72(c), in addition to the main battery 2025-1, six sub-batteries 2025-1B, 2025-1C, 2025-1D, 2025-1E, 2025-1F, and 2025-1G are distributed and connected to the backbone of the wire harness 2025-3. The sub-battery 2025-1B is connected to the trunk line 2025-3A between the main battery 2025-1 and the control box 2025-7A. The sub-battery 2025-1C is connected to the internal circuitry of the control box 2025-7A.

[0383] Sub-battery 2025-1D is connected to the main line 2025-3B between the two control boxes 2025-7A and 2025-7B. Sub-battery 2025-1E is connected to the internal circuit of control box 2025-7B. Sub-battery 2025-1F is connected to the main line 2025-3C between the two control boxes 2025-7B and 2025-7C. Sub-battery 2025-1G is connected to the internal circuit of control box 2025-7C.

[0384] When multiple sub-batteries are connected, as in the configuration shown in Figure 72(c), each sub-battery can be connected anywhere. Since each sub-battery functions as a noise filter, connecting multiple sub-batteries improves the noise absorption performance of the power supply line.

[0385] <Noise suppression technology> Figures 73(a), 73(b), 73(c), 73(d), and 73(e) are block diagrams showing specific examples of connections between the mains and one or more batteries.

[0386] This technology implements the following measures (1), (2), and (3). (1) Batteries with noise-absorbing properties will be configured so that they can be connected at any position on the backbone trunk line. (2) To eliminate the effects of voltage fluctuations and noise, low-impedance wiring materials will be used for the backbone trunk line. (3) The configuration of the backbone trunk line will be standardized, and the battery installation position will be configured so that it can be changed depending on the conditions of each vehicle.

[0387] 73(a), control boxes 2026-4A, 2026-4B, 2026-4C, and 2026-4D are connected to the four ends of backbone trunk 2026-3. Main battery 2026-1 is connected to backbone trunk 2026-3 at the position of control box 2026-4A, and sub-battery 2026-2 is connected to backbone trunk 2026-3 at the position of control box 2026-4D. Regardless of whether main battery 2026-1 or sub-battery 2026-2 is connected to backbone trunk 2026-3 at the position of control box 2026-4A, 2026-4B, 2026-4C, or 2026-4D, the same configuration of backbone trunk 2026-3 can be used.

[0388] In the configuration shown in FIG. 73(b), only the main battery 2026-1 is connected to the tip of the backbone trunk line 2026-3 at the front of the vehicle via a control box 2026-4A.

[0389] In the configuration shown in FIG. 73(c), only the sub-battery 2026-2 is connected to the rear end of the backbone trunk line 2026-3 at the rear of the vehicle via a control box 2026-4D.

[0390] In the configuration shown in Figure 73(d), the main battery 2026-1 is connected to the tip of the backbone trunk line 2026-3 at the front of the vehicle via a control box 2026-4A, and the sub-battery 2026-2 is connected to the rear end of the backbone trunk line 2026-3 at the rear of the vehicle via a control box 2026-4D.

[0391] In the configuration shown in FIG. 73(e), the sub-battery 2026-2 is placed near the center of the vehicle, and is directly connected to the center of the backbone trunk line 2026-3.

[0392] <Noise suppression technology> FIG. 74 is a block diagram showing a specific example of the connection state of the main line and a plurality of batteries.

[0393] In the configuration shown in FIG. 74, control boxes 2027-2, 2027-3, 2027-4, and 2027-5 are connected to four ends of a backbone trunk 2027-1, respectively. Each of the control boxes 2027-2, 2027-3, 2027-4, and 2027-5 has a small sub-battery (secondary battery) built in. Each of these sub-batteries is connected to the power line of the backbone trunk 2027-1. A main power source such as a main battery (not shown) is also connected to the backbone trunk 2027-1. Therefore, the following items (1) to (4) are realized.

[0394] (1) Multiple batteries can be distributed along each section of the backbone trunk line 2027-1. This allows voltage fluctuations when the load requires a high voltage to be suppressed by the current supply from each battery.

[0395] (2) Multiple batteries can be constantly connected to each section of the backbone trunk line 2027-1. This allows for efficient recovery of regenerated electrical energy by multiple batteries in each section when it appears on the backbone trunk line 2027-1. This improves the recovery rate of regenerated energy.

[0396] (3) Since multiple batteries are provided, in the event of an abnormality in the main power source such as the main battery, backup power can be supplied from multiple sub-batteries. Such power backup control can be performed automatically using microcomputers provided in the control boxes 2027-2, 2027-3, 2027-4, 2027-5, etc.

[0397] (4) Since each area on the vehicle is equipped with a battery, even if a part of the backbone trunk line 2027-1 is disconnected due to a vehicle collision or other reason, power can be supplied from a battery located near the area where each auxiliary device is located, thereby realizing a safe power source that will not run out.

[0398] <Noise suppression technology> FIG. 75 is an electric circuit diagram showing an example of the configuration of a power supply system of an in-vehicle system.

[0399] The device shown in Figure 75 includes an alternator 2028-1, a main battery 2028-2, a backbone trunk 2028-3, a body earth 2028-4, auxiliary equipment 2028-5A to 2028-5D, and branch sub-harnesses 2028-6A to 2028-6D. The backbone trunk 2028-3 includes a power supply line 2028-3a and a ground (GND) line 2028-3b. The body earth 2028-4 is a ground path that utilizes the metal that constitutes the body of the vehicle.

[0400] 75, an alternator 2028-1 and a main battery 2028-2 are connected upstream of a backbone trunk line 2028-3. In addition, auxiliary machines 2028-5A to 2028-5D are connected to respective portions of the backbone trunk line 2028-3 via branch sub-harnesses 2028-6A to 2028-6D.

[0401] The negative terminals of the alternator 2028-1 and the main battery 2028-2 are connected to both the earth line 2028-3b of the backbone trunk 2028-3 and the body earth 2028-4, respectively. The earth terminals of the power supplies of the accessories 2028-5A and 2028-5B are connected only to the earth line 2028-3b of the backbone trunk 2028-3 via the branch sub-harnesses 2028-6A and 2028-6B, respectively. The earth terminals of the power supplies of the accessories 2028-5C and 2028-5D are connected only to the body earth 2028-4 via dedicated earth wires or the housing earth.

[0402] When the body earth 2028-4 is used, the resistance value of the line is very small, for example, about 0.7 [mΩ], but when the earth line 2028-3b of the backbone trunk line 2028-3 is used, the resistance value becomes relatively large.

[0403] The earth line 2028-3b of the backbone trunk line 2028-3 has a relatively high resistance, so when a large current flows through it, the voltage drop caused by the resistance of the line can cause fluctuations in the earth potential. However, if the body earth 2028-4 is used, the resistance is small, so there is almost no fluctuation in the earth potential.

[0404] In the configuration shown in Figure 75, it is assumed that the power supply current consumed by the auxiliaries 2028-5A and 2028-5B is relatively small, so their earth terminals are connected to earth line 2028-3b of backbone trunk line 2028-3. Furthermore, it is assumed that the power supply current consumed by the auxiliaries 2028-5C and 2028-5D is relatively large, so their earth terminals are connected to body earth 2028-4. By connecting in this manner, fluctuations in the earth potential can be suppressed.

[0405] Furthermore, since the alternator 2028-1 has a built-in switching circuit such as a DC / DC converter, there is a high possibility that noise will be generated due to switching. However, as shown in Fig. 75, by connecting the negative terminal of the alternator 2028-1 to the body earth 2028-4, the resistance of the line is small, and the generated noise can be absorbed by the main battery 2028-2, etc.

[0406] <Technology for communication between vehicles and the outside> FIG. 76(a) is a block diagram showing an example of the configuration of an in-vehicle system, and FIG. 76(b) is a perspective view showing an example of the appearance of the same in-vehicle system.

[0407] The vehicle system shown in Figure 76(b) comprises a plurality of control boxes 2029-1, a backbone trunk line 2029-4 connecting these control boxes, and a plurality of branch line sub-harnesses 2029-5 connected to the backbone trunk line 2029-4 via the control boxes.

[0408] As shown in Fig. 76(a), auxiliary devices 2029-3A, 2029-3B, etc. are connected under the branch line sub-harness 2029-5. Specific examples of these auxiliary devices 2029-3A, 2029-3B include an audio device and an electronic control unit (ECU). As shown in Fig. 76(b), in this example, a DCM (Data Communication Module) 2029-1a is provided inside one of the multiple control boxes 2029-1.

[0409] In a typical vehicle, various types of auxiliary equipment communicate wirelessly with the outside world, and each auxiliary equipment is individually connected to the DCM. As a result, the connection points for various circuits are concentrated at the DCM. When many circuits are concentrated at the same time, the number of wires processed in the wire harness increases, the connector size also increases, and the productivity of the wire harness decreases.

[0410] Therefore, as in the configuration shown in FIG. 76(a), a DCM 2029-1a is built into one control box 2029-1, and various accessories 2029-3A and 2029-3B are connected to the common control box 2029-1.

[0411] 76(a) is connected to the backbone trunk 2029-4, various types of auxiliary equipment located in various positions on the vehicle can be connected to the backbone trunk 2029-4, and the wireless communication function of the DCM 2029-1a can be easily used via this trunk. This reduces the number of circuits in the wire harness, and reduces the component and manufacturing costs of the wire harness.

[0412] <Technology related to mains voltage and current consumption> Figures 77(a) and 77(b) are longitudinal cross-sectional views showing different examples of the configuration of a backbone trunk. Figure 78 is a time chart showing an example of the correspondence between power supply current and voltage when special power supply control is performed.

[0413] In an in-vehicle system, if the current consumption of an auxiliary device connected to a wire harness increases and the resistance of the earth line is high, the voltage drop increases, making the earth potential more likely to fluctuate. This can cause the earth terminal of the auxiliary device to appear to be floating above the earth line. Furthermore, the voltage drop in the power line can cause a drop in the power supply voltage supplied to the auxiliary device.

[0414] Therefore, in this embodiment, a common backbone trunk line is configured to be able to use two types of power supply voltages, for example, +12 [V] and +48 [V], and the two types of power supply voltages are used depending on the situation.

[0415] The backbone trunk 2030-1 shown in Figures 77(a) and 77(b) includes two power lines 2030-1a and 2030-1b, an earth line 2030-1c, and a communication line 2030-1d. In this embodiment, the power supply voltage supplied to at least one of the power lines 2030-1a and 2030-1b can be switched. That is, when a power supply voltage of +12 [V] is selected, the power supply voltage of +12 [V] is supplied to the power supply line 2030-1a or 2030-1b as shown in Figure 77(a). When a power supply voltage of +48 [V] is selected, the power supply voltage of +48 [V] is supplied to the power supply line 2030-1a or 2030-1b as shown in Figure 77(b).

[0416] For example, DC power supplied from a main power source such as a main battery can be switched between +12[V] and +48[V] by boosting or lowering the voltage in a control box placed on the backbone trunk line 2030-1. Furthermore, switching between +12V and +48V can be performed automatically by using a microcomputer in the control box. For example, if the microcomputer monitors the load's required current or actual current consumption, the voltage can be automatically switched depending on the magnitude of these currents, as shown in the example in Figure 78.

[0417] In other words, when the load's current consumption is large, the voltage supplied by the control box can be switched from +12V to +48V, thereby suppressing the effects of fluctuations in earth potential and a drop in the voltage supplied to the load.

[0418] <Technology related to trunk line configuration> 79(a), 79(b), and 79(c) are longitudinal cross-sectional views showing different examples of the configuration of the backbone trunk.

[0419] In general vehicles, +12V is used as the power supply voltage. However, as the current consumption of the load increases, the problem of voltage drop in the wiring harness occurs. Furthermore, if the diameter of the wires in the wiring harness is increased to reduce the voltage drop, the wiring harness becomes larger and heavier.

[0420] Therefore, the wiring harness is configured to be able to use +48[V] as the power supply voltage in addition to +12[V].

[0421] In the configuration shown in Figure 79(a), the backbone trunk line is made up of four wiring materials (electric wires, bus bars, etc.) Two of the four wiring materials are used as a +12V power line and a ground (GND) line, and the remaining two are used as a +48V power line and a ground line.

[0422] In the configuration shown in Figure 79(b), the backbone trunk line is made up of three wiring materials, one of which is used as a +12V power line, another as an earth (GND) line, and the remaining one as a +48V power line.

[0423] In the configuration shown in Figure 79(c), the backbone trunk line is made up of two wiring materials. One of the two wiring materials is used as a common power line for +12[V] / +48[V], and the other is used as an earth (GND) line. When using the configuration in Figure 79(c), voltage switching between +12[V] and +48[V] is performed, for example, in a control box on the backbone trunk line.

[0424] <Power saving control technology> For example, by reducing the power supply to low-priority loads or temporarily stopping the power supply to low-priority loads, the power consumption of the entire vehicle can be reduced, leading to improved fuel economy and a smaller battery. However, if such power-saving control is constantly performed, the user may not be able to comfortably use the low-priority loads.

[0425] Therefore, it is assumed that the power saving control described above will be executed by switching from the normal mode to the power saving mode only when a certain situation occurs. The important point here is how to define the judgment conditions for determining whether to switch from the normal mode to the power saving mode.

[0426] In this embodiment, past data DA and forecast data DB for the coming day are prepared as information for determining whether to switch from normal mode to power-saving mode. The past data DA is compared with the forecast data DB, and the vehicle-side control device automatically selects the power-saving mode while presenting the user with a forecast of power usage for the day.

[0427] A concrete example of past data DA is measuring and recording the amount of electricity used for each condition pattern, taking into account conditions such as daily, seasonal, and environmental conditions such as weather, temperature, and humidity, and then converting the data into data.The data is also optimized using a learning function.

[0428] Specific examples of forecast data DBs include car air conditioner usage forecast data based on today's weather forecast, user schedule data registered on a smartphone, destination information entered into a car navigation device, etc. Then, by extracting specific condition patterns based on these, an appropriate forecast data DB can be obtained.

[0429] <Technology to prevent battery drain> For example, when a vehicle is parked without being connected to an external power source, most of the vehicle's accessories are stopped and the power stored in the battery is hardly consumed. However, some loads, such as an anti-theft device, continue to consume power even while the vehicle is parked. Therefore, if the vehicle remains parked for a long period of time, the battery will run out and the vehicle will not be able to start.

[0430] Therefore, in this embodiment, a control device on the vehicle performs special control to prevent the battery from running out. That is, the control device determines the remaining power capacity of a power source such as a main battery, measures and determines the current flowing from the battery and the dark current, and predicts the number of days remaining until the battery runs out based on this information. Then, when the number of days remaining becomes short, the power supply from the battery is automatically stopped. Note that the control may also be performed to reduce the supplied power in stages.

[0431] <Disconnection detection technology> FIG. 80 is an electric circuit diagram showing an example of the configuration of a power supply system of an in-vehicle system.

[0432] In the vehicle system shown in Figure 80, the main power source, an alternator 2033-1 and a main battery 2033-2, are connected to the front end of the backbone trunk line 2033-4, and a sub-battery 2033-2B is connected to the rear end of the backbone trunk line 2033-4 via a switch 2033-5.

[0433] Additionally, multiple control boxes 2033-3A, 2033-3B, and 2033-3C are connected to each other in a dispersed manner in the middle of the backbone trunk 2033-4. The backbone trunk 2033-4 also includes a power line and an earth line as components. The power line of the backbone trunk 2033-4 is configured so that it can be used not only for power supply but also for communications. By adopting existing power line communication (PLC) technology, DC power and AC signals for communications are transmitted superimposed on the power line.

[0434] Therefore, each of the plurality of control boxes 2033-3A, 2033-3B, 2033-3C has a built-in interface for PLC communication, and the plurality of control boxes 2033-3A, 2033-3B, 2033-3C can perform PLC communication with each other.

[0435] Furthermore, in such a configuration, for example, if the backbone trunk 2033-4 between the two control boxes 2033-3A and 2033-3B is disconnected, PLC communication between the two control boxes 2033-3A and 2033-3B becomes impossible. Therefore, when PLC communication becomes impossible, the control boxes 2033-3A and 2033-3B can recognize that the backbone trunk 2033-4 has been disconnected. It is also possible to identify the location where the disconnection occurred. Furthermore, each of the multiple control boxes 2033-3A, 2033-3B, and 2033-3C is also equipped with a short-range wireless communication function so that communication is possible even if the backbone trunk 2033-4 is disconnected.

[0436] When such a disconnection occurs, the fail-safe function of one of the control boxes 2033-3A, 2033-3B, and 2033-3C that detects it performs power recovery control. Specifically, by closing switch 2033-5, power is supplied to the backbone trunk 2033-4 from both the main battery 2033-2 and the sub-battery 2033-2B. Switch 2033-5 then remains closed. As a result, power is supplied from the main battery 2033-2 to each circuit upstream of the disconnection, and power is supplied from the sub-battery 2033-2B to each circuit downstream of the disconnection. Furthermore, when a disconnection occurs, PLC communication is suspended, and a communication path between the control boxes 2033-3A, 2033-3B, and 2033-3C is secured by wireless communication with limited functionality.

[0437] <Technology for sharing communication systems> FIG. 81 is a longitudinal cross-sectional view showing an example of the configuration of a communication cable.

[0438] There are multiple standards for on-board communications, such as CAN and CXPI. Therefore, due to differences in vehicle specifications, vehicle areas, and grades, communication interfaces of multiple standards may be mixed. This means that components such as communication cables with different configurations will be used for each standard. Because the configurations are different, components of multiple standards cannot be shared.

[0439] The communication cable 2034-1 shown in Fig. 81 is configured so that it can be used for both CAN standard communication and CXPI standard communication. This communication cable 2034-1 is composed of four electric wires: a power supply line 2034-1a, a ground (GND) line 2034-1b, a Hi side communication line 2034-1c, and a Lo side communication line 2034-1d. .

[0440] When performing communication according to the CAN standard, both the Hi-side communication line 2034-1c and the Lo-side communication line 2034-1d are used, and when performing communication according to the CXPI standard, only the Hi-side communication line 2034-1c is used. This allows the use of a communication cable 2034-1 with a common configuration when connecting to a communication interface according to either the CAN or CXPI standard. This commonality makes it easier to manufacture the wire harness and to retrofit various accessories.

[0441] The configuration of the switching circuit CB11 for switching between the two types of interface connections, CAN / CXPI, is shown in FIG. 57, which has already been explained.

[0442] <Technology for common configuration> FIG. 82 is a block diagram showing an example of the configuration of a communication system of an in-vehicle system.

[0443] For example, when connecting various accessories via branch sub-harnesses to control boxes 2031 to 2033 as shown in Fig. 48, it is difficult to use a large control box, and the number of connectors for connecting the branch sub-harnesses may be limited. Therefore, when connecting many accessories to one control box, the number of connector ports may be insufficient. In other words, since the control box has a narrow opening, it may not be possible to provide many connectors on the control box.

[0444] Therefore, in this embodiment, a modular connection connector (JC) 2035-1 shown in Fig. 82 is prepared. This modular connection connector 2035-1 has a configuration similar to a power strip, with one branch sub-harness 2035-5 connected to the upstream side and a downstream connection section 2035-1a equipped with many connectors to which multiple devices can be connected.

[0445] The branch line sub-harness 2035-5 of the modular connection connector 2035-1 is connected as a branch line to the connector of one control box 2035-2C, for example, as shown in Fig. 82. As shown in Fig. 82, the modular connection connector 2035-1 is equipped with two PHY circuits, a network switch, a gateway (GW), a processing unit, a CAN-FD interface, a CXPI interface, a standard function driver, and the like.

[0446] In the configuration shown in Fig. 82, a camera / sensor device 2035-7 is connected to one PHY circuit of the modular connector 2035-1 via a communication line 2035-8. Also, two loads are connected under the control of the standard function driver.

[0447] The downstream connection portion 2035-1a of the modular connection connector 2035-1 is equipped with multiple connectors, allowing multiple accessories to be connected as needed. For example, as shown in Figure 82, a DCM and an antenna can be connected, or a load 6 can be connected via an electronic control unit (ECU). Also, instead of an ECU, a load can be connected via a connector (E-connector) that has built-in simple communication and output control functions.

[0448] In addition, it is possible to connect another modular connector 2035-1 in series to the downstream connection portion 2035-1a of the modular connector 2035-1, so that the number of connectable devices can be increased as needed. Note that the components such as the ECU box 2035-3 shown in Figure 82 will be described in detail later.

[0449] <Technology for incorporating optical communication paths into backbone trunk lines> As shown in Figure 57 above, optical fiber cables are used as the two communication lines L4B and L5B of the backbone trunk line BB_LM, and optical communication functions are incorporated into the control box CB. This makes it possible to use the trunk line for large-capacity or high-speed communication, making it suitable for use in communications for high-grade vehicles. Specifically, since a maximum communication speed of around 10 Gbps can be guaranteed, it can also be used in applications that require the transmission of high-resolution video data without time lag.

[0450] <Technology for handling optical signals inside the control box> The control box is equipped with functions for handling optical signals. For example, as in the in-vehicle system shown in Figure 57, by incorporating PHY circuits CB03 and CB04 into the control box CB, it becomes possible to convert electrical signals into optical signals for transmission, and convert received optical signals into electrical signals for reception processing.

[0451] More specifically, as in the control box CB(1) shown in FIG. 104, optical / electrical conversion units 2057-2 and 2057-3 and electrical / optical conversion units 2057-10 and 2057-11 are incorporated to enable mutual conversion between optical signals and electrical signals.

[0452] <Technology related to the connection form of communication trunk lines> Fig. 83 is a block diagram showing an example of the configuration of a communication system of an in-vehicle system in which the communication systems are connected in a ring configuration, and Fig. 84 is a block diagram showing an example of the configuration of a communication system of an in-vehicle system in which the communication systems are connected in a star configuration.

[0453] In the vehicle-mounted system shown in FIG. 83, four control boxes 2036-1, 2036-2, 2036-3, and 2036-4 are connected to one another by a backbone communication trunk line 2036-5, and this connection is configured in a ring shape.

[0454] That is, the signal sent from control box 2036-1 travels via communication trunk 2036-5 to reach the next control box 2036-2, and the signal relayed inside control box 2036-2 is sent from control box 2036-2 to communication trunk 2036-5 and reaches the next control box 2036-3. Similarly, the signal received and relayed by control box 2036-3 is sent to communication trunk 2036-5 and reaches the next control box 2036-4. Furthermore, the signal received and relayed by control box 2036-4 is sent to communication trunk 2036-5 and reaches the next control box 2036-1. In this way, the signal on communication trunk 2036-5 is transmitted sequentially while being relayed along the ring-shaped route.

[0455] Therefore, it achieves the same communication function as the in-vehicle system shown in Figure 53. Furthermore, if the communication trunk line 2036-5 has a duplicated route, even if an abnormality occurs in one of the communication routes, the remaining normal route can be used to ensure a communication route, thereby increasing reliability. Furthermore, by using two routes simultaneously, the communication speed can be doubled.

[0456] On the other hand, in the in-vehicle system shown in Fig. 84, five control boxes 2037-1, 2037-2, 2037-3, 2037-4, and 2037-5 are connected to one another by backbone communication trunk lines 2037-5a and 2037-5b, and this connection is configured in a star shape. That is, one control box 2037-1 is at the center, and the other four control boxes 2037-2 to 2037-5 are connected to it by independent paths around it.

[0457] Furthermore, in the configuration shown in Fig. 84, each communication path is duplicated. For example, the control box 2037-1 and the control box 2037-3 are connected by two communication trunk lines 2037-5a and 2037-5b, which are independent of each other.

[0458] Each of the duplicated communication paths can be used according to, for example, the priority, importance, and security level of the communication. Specifically, a high-priority communication path is used for communication related to vehicle operation, and a low-priority communication path is used for other general communications. In addition, in the event of a communication failure, one of the duplicated communication paths can be used as a backup. Security levels can be categorized as private or public.

[0459] The control box 2037-1 at the center of the star shape selectively determines the destination of the next packet from among the four control boxes 2037-2 to 2037-5, and also determines which of the two communication paths to send the packet to.

[0460] In in-vehicle system communications, priorities are generally determined in advance for each component, so for example, information handled by an engine ECU is always treated as high priority information. However, in reality, information of low importance is often handled by the engine ECU.

[0461] Therefore, an ID indicating the importance of each piece of information is assigned, and the importance of the information to be transmitted is identified based on this ID, and the communication route is automatically selected. That is, information of high importance is transmitted via communication trunk line 2037-5a of the redundant backbone communication trunk line, and information of low importance is transmitted via communication trunk line 2037-5b.

[0462] <Technology that utilizes wireless communication within on-board systems> Figures 85(a), 85(b), and 85(c) show the communication connection states between devices in different situations, with Figure 85(a) being a perspective view and Figures 85(b) and 85(c) being block diagrams.

[0463] For example, if a communication line is included on the backbone trunk 2038-1 shown in Figure 85(a), wired communication can be performed between multiple control boxes 2038-2, 2038-3 connected to the backbone trunk 2038-1. However, in the event of a vehicle collision or the like, the backbone trunk 2038-1 may be damaged and the communication line may be disconnected.

[0464] Therefore, in order to provide redundancy to the communication path, each control box 2038-2, 2038-3 is equipped with a short-range wireless communication function. As a result, even if the communication line between control boxes 2038-2, 2038-3 is disconnected in the configuration shown in Fig. 85(a), a communication path between the multiple control boxes 2038-2, 2038-3 can be secured via a wireless communication line. Furthermore, in areas where no disconnection has occurred, a communication path between the control boxes is secured via the communication line on the backbone trunk 2038-1.

[0465] Furthermore, as shown in Figure 85(b), even if the communication line between control boxes 2038-4 and 2038-5 is broken and at the same time the communication line between control boxes 2038-5 and 2038-6 is broken as well, a communication path can be secured by wireless communication. Therefore, as shown in Figure 85(c), communication is possible between control boxes 2038-4 and 2038-5, between control boxes 2038-5 and 2038-6, and between control boxes 2038-4 and 2038-6. This ensures the reliability of the communication path.

[0466] <Technology for reducing the diameter of backbone trunk lines> FIG. 86 is an electric circuit diagram showing an example of the configuration of a power supply system of an in-vehicle system.

[0467] In the vehicle system shown in Figure 86, an alternator (generator: ALT) 2039-1 is connected to one end of the backbone trunk line 2039-3 (e.g., the front side of the vehicle body), and a main battery 2039-2 is connected to the other end of the backbone trunk line 2039-3 (e.g., the rear side of the vehicle body).

[0468] In addition, loads 2039-4A, 2039-4B, and 2039-4C are connected to each intermediate portion of backbone trunk 2039-3 via predetermined branch sub-harnesses. In addition, in Figure 86, the voltages of backbone trunk 2039-3 at the points where loads 2039-4A, 2039-4B, and 2039-4C are connected are represented by V1, V2, and V3, respectively.

[0469] Normally, the DC output voltage of the alternator 2039-1 is higher than the terminal voltage of the main battery 2039-2. Therefore, as shown in FIG. 86, the relationship is "V1>V2>V3." Now, assume that there is no influence from the main battery 2039-2, and load currents i1, i2, and i3 flow through the loads 2039-4A, 2039-4B, and 2039-4C, respectively. In this case, as shown in FIG. 86, the output current I of the alternator 2039-1 flows toward the right on the backbone trunk 2039-3, and the current is divided at the connection points of each load. Therefore, currents "I," "I-i1," and "I-i1-i2" flow at each position on the backbone trunk 2039-3, as shown in FIG. 86. A voltage drop corresponding to this current occurs on the backbone trunk 2039-3, resulting in the relationship "V1>V2>V3." Therefore, the effect of the voltage drop is greater at the position of load 2039-4C, which is far from alternator 2039-1. Therefore, it is necessary to make backbone trunk line 2039-3 thicker to reduce the resistance value. When wiring power lines using a general wire harness, voltage drop can be suppressed by branching the power source at the base and wiring the power lines to independent loads with multiple wires, but this increases the number of wires.

[0470] However, in the configuration shown in FIG. 86, since the main battery 2039-2 is connected to the right end of the backbone trunk 2039-3, it is also possible to pass current from the main battery 2039-2 to the load 2039-4C. In this case, since the main battery 2039-2 and the load 2039-4C are close to each other, power can be supplied from the main battery 2039-2 to the load 2039-4C without causing a large voltage drop. Furthermore, by supplying at least a portion of the power required by the load 2039-4C and the like from the main battery 2039-2 side, it is possible to reduce the current I flowing from the alternator 2039-1 to the right on the backbone trunk 2039-3. This reduces the voltage drop that occurs at each position on the backbone trunk 2039-3, enabling the diameter of the backbone trunk 2039-3 to be reduced.

[0471] Furthermore, even when power is supplied simultaneously from both the alternator 2039-1 and the main battery 2039-2 to a load requiring a large current, the current from the alternator 2039-1 and the current from the main battery 2039-2 pass through different locations, preventing the current from concentrating at the same location on the backbone trunk 2039-3. As a result, the rated maximum value of the current flowing through each part of the backbone trunk 2039-3 is reduced, making it possible to reduce the diameter of the bus bars and the like of the power supply lines on the backbone trunk 2039-3.

[0472] <Technology related to the arrangement of multiple loads> FIG. 87 is an electric circuit diagram showing an example of the configuration of a power supply system of an in-vehicle system.

[0473] In the in-vehicle system shown in Fig. 87, a backbone trunk line 2040-3 is laid in a straight line from an engine room area 2040-2 of the vehicle body to an area 2040-1 inside the vehicle cabin. An alternator (ALT) 2040-4, which is the main power source, and a power supply 2040-5, which is composed of a main battery, etc., are connected to the backbone trunk line 2040-3.

[0474] Furthermore, various types of loads 2040-6A, 2040-6B, 2040-6C, and 2040-6D present on the vehicle are connected to each section of the backbone trunk line 2040-3 via predetermined branch line sub-harnesses.

[0475] In this example, the load 2040-6A is a load that consumes a large amount of power. The load 2040-6B is a load that consumes a small amount of power, such as an ECU, a switch, a sensor, or illumination. The load 2040-6C is a load that consumes a medium amount of power, such as a lamp or an electric motor provided in the body system. The load 2040-6D is a load that consumes a large amount of power, such as an electric motor provided in the chassis system.

[0476] 87, in this configuration, low-power load 2040-6B is connected to a position close to power supply 2040-5, and high-power load 2040-6D is connected to a position far from power supply 2040-5. By connecting the loads in this positional relationship, it is possible to reduce the voltage drop at the end of backbone trunk 2040-3. In other words, as shown in Figure 87, if the currents flowing through loads 2040-6A, 2040-6D, 2040-6C, and 2040-6B are represented by i1, i2, i3, and i4 respectively, then the relationship is "i2>i3>i4". Also, if the voltage drops in backbone trunk 2040-3 in each section of each load 2040-6D, 2040-6C, and 2040-6B and the power source are represented by ΔV2, ΔV3, and ΔV4 respectively as shown in Figure 87, then the relationship is "ΔV2>ΔV3>ΔV4".

[0477] <Technology to prevent unauthorized device connections> If the control box CB or the like has more than the required number of general-purpose connection ports, such as USB connection ports, to which various devices can be connected, there is a possibility that unauthorized devices may be connected to unused, open ports among these connection ports. For example, it is possible that a third party may break into the vehicle and connect unauthorized devices to the open ports without the vehicle user's knowledge.

[0478] Therefore, we provide a function to prevent intruders from connecting unauthorized devices to unused ports. Specifically, an intrusion sensor is installed in the vehicle, and when an intrusion is detected, a microcomputer installed in the control box CB or elsewhere controls the device so that the unauthorized device does not operate. In other words, the microcomputer automatically shuts off the power and communication lines of the corresponding unused port.

[0479] The microcomputer can identify whether each connection port is in use or unused by, for example, monitoring the current flowing through it. Also, each time the vehicle ignition switch is turned on, it performs connection authentication for each connection port to identify whether the port is in use or not.

[0480] <Power supply backup and fuse technology> FIG. 88 is an electrical circuit diagram showing an example of the configuration of a backup power supply circuit.

[0481] The backup power supply circuit 2041-1 shown in Fig. 88 is provided inside each control box CB and can be used to supply power to most types of auxiliary equipment. As shown in Fig. 88, this circuit is equipped with a main power supply line 2041-2, a sub-power supply line 2041-3, two switching elements 2041-5, two diodes 2041-6, a power supply output unit 2041-7, and an earth line 2041-9. In addition, the power supply output unit 2041-7 is connected to a part of a connector 2041-8 of the control box CB that is provided for connecting a predetermined branch wire sub-harness.

[0482] Connector 2041-8 has four terminals 2041-8a, 2041-8b, 2041-8c, and 2041-8d. Terminals 2041-8a and 2041-8d are connected to the ground (GND) line and power line of power output unit 2041-7, respectively. Terminals 2041-8b and 2041-8c are connected to two communication lines. The terminal sizes of terminals 2041-8a, 2041-8b, 2041-8c, and 2041-8d are 1.5, 0.5, 0.5, and 1.5, respectively.

[0483] DC power from the vehicle's main battery or the like is supplied to the main power line 2041-2 of the backup power circuit 2041-1 via the backbone trunk. DC power from a specified sub-battery or the like is supplied to the sub-power line 2041-3 via the backbone trunk. Note that the power of a high-voltage battery pack used for driving the vehicle or the like can be stepped down by DC / DC and supplied as a sub-power source to at least one of the sub-power line and the main power line of the backbone trunk.

[0484] A control signal 2041-4 for controlling the on / off of the two switching elements 2041-5 is supplied from a microcomputer (not shown) provided in the control box CB. By this microcomputer appropriately controlling the control signal 2041-4, the following functions (1), (2), and (3) can be realized.

[0485] (1) Electronic fuse function: The load current is monitored, and if an excessive current exceeding a predetermined level is detected, the current path is automatically cut off. If a return to normal is detected, the current path is reconnected.

[0486] (2) Automatic main / sub power switching function: For example, normally, only power from the main power line 2041-2 side is supplied to the load side, but if a failure or the like is detected in the main power line 2041-2, the system automatically switches to supplying power to the load from the sub power line 2041-3 side. In other words, the sub power line 2041-3 is used as a backup power supply path. Also, when connecting a load that consumes relatively large amounts of power, power is supplied to the same load simultaneously from both the main power line 2041-2 and the sub power line 2041-3. This makes it possible to compensate for a lack of power capacity on the power supply side.

[0487] (3) Power supply type (+B, +BA, IG, etc.) switching function: The microcomputer automatically switches the type of power that the backup power supply circuit 2041-1 supplies to the power output unit 2041-7. The types of power include "+B", "ACC", "IG", "+BA", "IGP", and "IGR".

[0488] "+B" indicates the power of the system that is always supplied with power from the battery. "ACC" indicates the power of the system that is supplied with power in conjunction with the on / off of the vehicle's accessory (ACC) switch. "IG" indicates the power of the system that is supplied with power in conjunction with the on / off of the vehicle's ignition (IG) switch. "+BA" indicates the power of the system that is turned on and supplies power when the user approaches. "IGP" indicates the power of the system that is supplied with power when the ignition is on and the engine is running at full speed. "IGR" indicates the system that supplies power required in an emergency, and power is actually supplied when the tires are turning.

[0489] By performing processing executed by the microcomputer to appropriately control the on / off of each of the two switching elements 2041-5 depending on the situation, it is possible to supply various types of power as described above to the load side.

[0490] <Technology related to power supply circuits for power loads> FIG. 89 is an electric circuit diagram showing an example of the configuration of a power supply circuit for a power load.

[0491] The power load power supply circuit 2042-1 shown in Fig. 89 is provided inside each control box CB and can be used, for example, to supply power to a load that requires an especially large amount of power. As shown in Fig. 89, this circuit is equipped with a main power line 2042-2, a switching element 2042-5, a power output unit 2042-6, and an earth line 2042-3. In addition, the power output unit 2042-6 is connected to a connector 2042-7 of the control box CB that is provided for connecting a predetermined branch line sub-harness.

[0492] Two terminals 2042-7a and 2042-7b are provided on the connector 2042-7. The terminals 2042-7a and 2042-7b are connected to the earth (GND) line and the power line of the power output unit 2042-6, respectively. The terminal sizes of the terminals 2042-7a and 2042-7b are both 4.8mm. For example, a blower motor of a vehicle is connected to the connector 2042-7 via a predetermined power cable.

[0493] The main power supply line 2042-2 of the power load power supply circuit 2042-1 is supplied with DC power from the main battery of the vehicle via the backbone trunk line. The earth line 2042-3 is connected to the earth line of the backbone trunk line or the body earth of the vehicle.

[0494] A control signal 2042-4 for controlling the on / off of the switching element 2042-5 is supplied from a microcomputer (not shown) provided in the control box CB. This microcomputer appropriately controls the control signal 2042-4, thereby realizing the function of the "electronic fuse" described above. In addition, the timing of supplying power to the load can be appropriately controlled. For example, the control timing can be determined based on the remaining power capacity of the main battery, or the timing can be controlled to save power.

[0495] <Technology for supporting multiple communication protocols> FIG. 91 is a block diagram showing an example of the configuration of a control box capable of switching between a plurality of communication protocols.

[0496] In-vehicle communication systems may use multiple types of communication interfaces that conform to standards such as CAN (Controller Area Network) and CXPI (Clock Extension Peripheral Interface). However, if the communication interfaces of the communication partners use different standards, the communication specifications and protocols will be different and mutual communication will be impossible. Therefore, it is necessary to configure the communication system so that communication interfaces of the same standard are connected to each other.

[0497] Therefore, different components must be prepared for each communication standard, not only for the communication interface but also for the connectors and connection cables, which increases the number of part numbers and leads to higher manufacturing costs.

[0498] Therefore, the control boxes 2044-1 and 2044-2 shown in FIG. 91 are compatible with both the CAN and CXPI standard protocols, allowing for the use of standardized parts and automatic protocol switching.

[0499] The control box 2044-1 shown in Fig. 91 has four PHY circuits, two network switches, and a gateway (GW) function that are controlled by a microcomputer. This gateway supports both the CAN-FD standard and the CXPI standard communication protocols.

[0500] The control box 2044-1 has a built-in CAN-FD standard communication interface and a CXPI standard communication interface, and the connection part 2044-1a of the control box 2044-1 has four independent connectors. The other control box 2044-1 also has a wireless PHY circuit.

[0501] Each connector of the connection unit 2044-1a has a built-in switching circuit 2044-4. The CAN connection unit 2044-4a of this switching circuit 2044-4 is connected to a communication interface conforming to the CAN-FD standard and can handle a pair of communication signals on the "+" and "-" sides of the CAN-FD standard. In addition, the CXPI connection unit 2044-4b of the switching circuit 2044-4 is connected to a communication interface conforming to the CXPI standard and can handle one communication signal conforming to the CXPI standard. The signal paths of the CAN connection unit 2044-4a and the CXPI connection unit 2044-4b of the switching circuit 2044-4 are connected to two terminals of the common connection unit 2044-4c via an internal controllable switch. This switch is controlled by an internal gateway (GW).

[0502] Each of the control boxes 2044-1 and 2044-2 is provided with a common connector including two terminals of the common connection section 2044-4c, a power line, and four terminals for the earth line.

[0503] Modular cable 2044-5 shown in Figure 91 has four terminals and four wires: "GND," "CAN FD-," "CAN FD+," and "power" to support CAN standard signals. Modular cable 2044-6 has four terminals and four wires: "GND," "CXPI," "GND," and "power" to support CXPI standard signals. In other words, the two modular cables 2044-5 and 2044-6 have the same number of terminals and wires, so they can be used as common components.

[0504] By connecting the modular cable 2044-5 or 2044-6, which has a common configuration, to the common connector on the control box 2044-1, communication according to both the CAN-FD standard and the CXPI standard can be supported.

[0505] In practice, under the control of the microcomputer in control box 2044-1, CAN-FD standard communication is selected in the initial state, and if a CXPI standard communication device is connected to the other end, it automatically switches to CXPI standard communication. Specifically, when a communication device on the other end is connected via modular cable 2044-5 or 2044-6, the microcomputer scans the signals to determine what the other end is requesting. If communication cannot be established using the CAN standard protocol, it switches to the CXPI standard protocol and attempts to establish communication. At this time, the microcomputer switches the switch in switching circuit 2044-4, thereby switching the signal path within switching circuit 2044-4 and changing the format of the signal sent to each connector terminal from CAN format (two signal lines) to CXPI format (one signal line).

[0506] <Technology related to the placement of control boxes and ECUs> FIG. 90 is a block diagram showing an example of the configuration of an in-vehicle system.

[0507] 90, two control boxes 2043-1 and 2043-2 are connected via a backbone trunk line 2043-4. Also, an ECU box 2043-3 is connected to the control box 2043-1 via a backbone trunk line 2043-5.

[0508] An ECU (electronic control unit) for controlling the air conditioner and a plurality of other ECUs are built into the ECU box 2043-3. The control box 2043-1 is disposed, for example, in the instrument panel of the vehicle.

[0509] The ECU 2043-6 and connector 2043-7 are connected to the control box 2043-2 via two modular cables 2043-8, which are branch lines. A PTC heater 2043-9 is also connected to the control box 2043-2 via another branch line. A plurality of loads 2043-10 are connected to the output of the ECU 2043-6. The connector 2043-7 has a built-in electronic circuit and has the functions of communicating with the control box 2043-2 and controlling the power supply to the loads.

[0510] 90, when an air conditioner is connected as load 2043-10 under control of control box 2043-2, the microcomputer in control box 2043-2 can control the air conditioner instead of the ECU for controlling the air conditioner in ECU box 2043-3. In this case, the ECU for controlling the air conditioner in ECU box 2043-3 can be eliminated.

[0511] On the other hand, in the in-vehicle system shown in FIG. 82, the ECU box 2035-3 is connected to the control box 2035-2A via a communication line 2035-6 conforming to the Ethernet (registered trademark) standard. The ECU box 2035-3 can house, for example, about 10 mutually independent ECUs. This allows a large number of ECUs to be centrally arranged in one location. Various loads can be connected to each ECU in the ECU box 2035-3.

[0512] The ECU box 2035-3 is also equipped with a CAN FD standard communication interface, a gateway (GW), and a PHY circuit. Therefore, each ECU in the ECU box 2035-3 can communicate with various devices on the vehicle via the control boxes 2035-2A to 2035-2E. Each ECU built into the ECU box 2035-3 is detachable and can be replaced as needed. The installation position of each ECU can also be changed.

[0513] <Technology for duplication of communication systems> 93(a) and 93(b) are block diagrams showing configuration examples of an in-vehicle system. In the event of a malfunction or if the communication line is cut off due to a vehicle collision, communication between devices will be impossible. However, for example, when equipping vehicles with technologies such as autonomous driving, high reliability is required for the communication system, so care must be taken to ensure that the communication path is not interrupted.

[0514] Therefore, in the in-vehicle systems shown in Figures 93(a) and 93(b), in order to increase reliability, the power supply paths and communication paths are configured to be duplicated at least for areas of high importance.

[0515] In the configuration shown in Fig. 93(a), control box 2046-1 and control box 2046-2 are connected to each other via backbone trunk 2046-4, and control box 2046-1 and control box 2046-3 are connected to each other via backbone trunk 2046-5. Also, although not shown in Fig. 93, each of backbone trunks 2046-4 and 2046-5 includes a power line, an earth line, and a communication line, and the power line and communication line each have two independent systems of wiring.

[0516] Furthermore, a control unit 2046-6 is connected below the control box 2046-2 via a module cable 2046-7, which is a branch line. Further, a control unit 2046-6 is connected below the control box 2046-3 via a module cable 2046-8, which is a branch line. A plurality of loads 2046-9 are connected below the control unit 2046-6 via a branch line sub-harness 2046-10.

[0517] Furthermore, each of the module cables 2046-7 and 2046-8 has two power supply lines, a ground line, and two communication lines. It is also possible to have two ground lines.

[0518] Therefore, for example, when an instruction is given from control box 2046-1 to control unit 2046-6 via backbone trunk 2046-4, control box 2046-2, and module cable 2046-7, the communication path and power supply path are all duplicated. Also, when an instruction is given from control box 2046-1 to control unit 2046-6 via backbone trunk 2046-5, control box 2046-3, and module cable 2046-8, the communication path and power supply path are all duplicated.

[0519] Therefore, even if one communication line is broken in, for example, the backbone trunks 2046-4, 2046-5 or the module cables 2046-7, 2046-8, a communication path can be secured using the other unbroken communication line.

[0520] Furthermore, even if two communication lines are simultaneously disconnected, for example, in the backbone trunk 2046-4 or the module cable 2046-7, the communication path required for controlling the control unit 2046-6 can be secured by switching the communication path from the control box 2046-1 to the backbone trunk 2046-5, the control box 2046-3, and the module cable 2046-8.

[0521] On the other hand, in the in-vehicle system shown in Fig. 93(b), a central control box 2046-12 and multiple control boxes 2046-11, 2046-13, 2046-14, 2046-15, etc. are connected to each other via independent backbone trunk lines 2046-17, 2046-16, 2046-18, etc. Also, a control unit or a load is connected to each control box via a branch line.

[0522] Also, for example, the control unit 2046-21A is connected to the central control box 2046-12 via a branch line 2046-22, and further, the control unit 2046-21A is connected to the control box 2046-14 via a branch line 2046-23.

[0523] Therefore, when the control box 2046-12 issues an instruction to the control unit 2046-21A, it can use either the communication route via the branch line 2046-22 or the communication route via the backbone trunk line 2046-18, the control box 2046-14, and the branch line 2046-23. In other words, even if a break occurs in one of the multiple routes, the necessary communication route can be secured using the remaining normal communication line.

[0524] <Technology related to the connection of modularized devices> FIG. 94 is a block diagram showing an example of the configuration of a circuit module installed on the driver's door panel.

[0525] 94 is disposed on the driver's door panel and is connected to a control box 2047-1 installed on the vehicle body side via branch line sub-harnesses 2047-2 and 2047-3. The branch line sub-harnesses 2047-2 and 2047-3 are routed so as to penetrate the bulkhead at the location where the vehicle body and the driver's door are connected.

[0526] The communication line of the branch sub-harness 2047-2 is connected to a standard communication interface (such as CXPI), and the communication line of the branch sub-harness 2047-3 is connected to an Ethernet (registered trademark) communication interface.

[0527] In addition to the modular connection connector 2047-8, the circuit module 2047-4 is provided with a plurality of electronic control units (ECUs) 2047-10 and 2047-11, a side television 2047-9, etc. as auxiliary equipment with a standard interface. Also provided are an antenna 2047-5, a speaker 2047-6, a sensor 2047-7, a general-purpose communication connector 2047-12, etc.

[0528] The modular connector 2047-8 has three standard communication interfaces of the CXPI standard and a standard (STD) driver circuit built in. Each standard communication interface in the modular connector 2047-8 has the function of simply passing the received signal through and sending it to the output side.

[0529] Electronic control units 2047-10, 2047-11 and general-purpose communication connector 2047-12 are each connected to the standard communication interface of modular connection connector 2047-8. General-purpose communication connector 2047-12 has built-in electronic circuits that can perform communication, load control, and signal input. In addition, a door lock motor 2047-17 and various illumination devices 2047-18 inside the door are connected to the output of the standard drive circuit of modular connection connector 2047-8.

[0530] The electronic control unit 2047-10 has a built-in microcomputer that executes the processing required to control the power window, and its output is connected to the power window electric motor (P / W MTR). The electronic control unit 2047-11 also has a built-in microcomputer that controls the exterior mirrors installed in the doors. Mirror components 2047-14 and 2047-15 are connected to the output of the electronic control unit 2047-11. Mirror heaters 2047-16 and memory switches 2047-19 are connected to the output of the general-purpose communication connector 2047-12.

[0531] FIG. 95 is a block diagram showing an example of the configuration of a circuit module installed on the passenger door panel. 95 is disposed on the passenger door panel and is connected to a control box 2048-1 installed on the vehicle body side via branch sub-harnesses 2048-2 and 2048-3. The branch sub-harnesses 2048-2 and 2048-3 are routed so as to penetrate the partition wall at the location where the vehicle body and the passenger door are connected.

[0532] The communication line of the branch sub-harness 2048-2 is connected to a standard communication interface (such as CXPI), and the communication line of the branch sub-harness 2048-3 is connected to an Ethernet (registered trademark) communication interface.

[0533] In addition to the modular connection connector 2048-8, the circuit module 2048-4 is provided with a plurality of electronic control units (ECUs) 2048-10 and 2048-11, a side television 2048-9, etc. as auxiliary equipment with standard interfaces. Also provided are an antenna 2048-5, a speaker 2048-6, a sensor 2048-7, a general-purpose communication connector 2048-12, etc.

[0534] The modular connector 2048-8 has three standard communication interfaces of the CXPI standard and a standard (STD) drive circuit built in. The electronic control units 2048-10 and 2048-11 and the general-purpose communication connector 2048-12 are each connected to the standard communication interfaces of the modular connector 2048-8. The general-purpose communication connector 2048-12 has a built-in electronic circuit that can perform communication, load control, and signal input. In addition, a door lock motor 2048-17 and various illumination devices 2048-18 inside the door are connected to the output of the standard drive circuit of the modular connector 2048-8.

[0535] The electronic control unit 2048-10 has a built-in microcomputer that executes the processing required for controlling the power window, and its output is connected to the power window electric motor (P / W MTR). The electronic control unit 2048-11 also has a built-in microcomputer that controls the exterior mirrors installed in the doors. Mirror components 2048-14 and 2048-15 are connected to the output of the electronic control unit 2048-11. A mirror heater 2048-16 and a lamp 2048-19 are connected to the output of the general-purpose communication connector 2048-12.

[0536] 96 is a block diagram showing an example of the configuration of a circuit module installed on a rear door panel. The left and right rear door panels have the same configuration.

[0537] The circuit module 2049-3 shown in FIG. 96 is arranged on the door panel of the rear seat (each of the left and right), and is connected to the control box 2049-1 installed on the vehicle body side and the branch line sub-harness The branch sub-harness 2049-2 is routed so as to pass through the bulkhead at the point where the vehicle body and the rear door are connected. The communication line of the branch sub-harness 2049-2 is connected to a standard communication interface (e.g., CXPI).

[0538] In addition to the modular connector 2049-4, the circuit module 2049-3 is equipped with an electronic control unit (ECU) 2049-5 and other accessories equipped with standard interfaces. The modular connector 2049-4 has three standard communication interfaces of the CXPI standard and a standard (STD) drive circuit built in. The electronic control unit 2049-5 is connected to the standard communication interface of the modular connector 2049-4.

[0539] Furthermore, a door lock motor 2049-7 and various illumination devices 2049-8, 2049-9, and 2049-10 inside the door are connected to the output of the standard drive circuit of the modular connection connector 2049-4.

[0540] The electronic control unit 2049-5 has a built-in microcomputer that executes the processes required for controlling the power window, and its output is connected to the power window electric motor (P / W MTR) 2049-6.

[0541] FIG. 97 is a block diagram showing an example of the configuration of a circuit module installed on the roof of a vehicle. The circuit module 2050-3 shown in Fig. 97 is disposed on the roof of the vehicle body and is connected to a control box 2050-1 installed inside the vehicle cabin via a branch sub-harness 2050-2. The branch sub-harness 2050-2 is routed so as to penetrate the bulkhead at the location where the vehicle body and the roof are connected. The communication line of the branch sub-harness 2050-2 is connected to a standard communication interface (CXPI, etc.).

[0542] In addition to the modular connector 2050-4, the circuit module 2050-3 is provided with accessories having standard interfaces, such as an electronic control unit (ECU) 2050-6 and a rain sensor 2050-14, as well as a microphone 2050-5, a general-purpose communication connector 2050-7, and the like.

[0543] The modular connector 2050-4 has three standard communication interfaces of the CXPI standard and a standard (STD) driver circuit built in. Each standard communication interface in the modular connector 2050-4 has the function of simply passing the received signal through and sending it to the output side.

[0544] The electronic control unit 2050-6, rain sensor 2050-14, and general-purpose communication connector 2050-7 are each connected to the standard communication interface of the modular connector 2050-4. The general-purpose communication connector 2050-7 has built-in electronic circuits that enable communication, load control, and signal input. Various lamp loads 2050-12 and 2050-13 are connected to the output of the standard drive circuit of the modular connector 2050-4.

[0545] The electronic control unit 2050-6 has a built-in microcomputer that executes the processes necessary for drive control such as opening and closing the sliding roof, and its output is connected to a sliding roof switch 2050-8 and a drive electric motor 2050-9. The output of the general-purpose communication connector 2050-7 is connected to a mayday switch 2050-10 and an inner rearview mirror 2050-11.

[0546] FIG. 98 is a block diagram showing an example of the configuration of a smart connection connector. The smart connection connector 2051-3 shown in Figure 98 is an element that provides a joint function that can be used universally in various locations on a vehicle, and can be connected to the desired control box via the branch line sub-harness 2051-2 and the standard interface 2051-1.

[0547] Also, as shown in FIG. 98, for example, a door lock motor switch 2051-8, various illumination devices 2051-9, 2051-10, 2051-11, a door lock motor 2051-12, etc. can be connected to the output connector 2051-7 of the smart connection connector 2051-3.

[0548] A control circuit 2051-4 is provided inside the smart connector 2051-3. The control circuit 2051-4 includes a standard communication interface 2051-4a, a power supply circuit 2051-4b, a microcomputer (CPU) 2051-4c, a signal processing circuit (STRB) 2051-4d, an input circuit 2051-4e, an IPD (Intelligent Power Device) 2051-4f, and a motor driver 2051-4g.

[0549] The output connector 2051-7 of the smart connection connector 2051-3 is equipped with terminals for outputting various types of power supply power, terminals for communication, terminals for signals input to the input circuit 2051-4e, terminals for connecting a load driven by the IPD 2051-4f, and terminals for connecting an electric motor.

[0550] The power supply power output to the output connector 2051-7 can be controlled by processing by the microcomputer 2051-4c to activate an electronic fuse or switch the type of power (+B, +BA, IG, etc.). To perform this control, switching elements are connected between each terminal of the output connector 2051-7 and the input power line. The microcomputer 2051-4c controls the on / off of these switching elements.

[0551] <Technology for adding new units and functions> In this embodiment, it is assumed that a new unit is connected to a common interface of an in-vehicle system to add a function, and the system side controls the unit. For example, in the system shown in Fig. 49, it is assumed that a new auxiliary unit AE is connected to the connector of the connection part Cnx of each control box CB via a branch sub-harness LS. However, since the newly connected new unit is not necessarily an authentic unit, special control is required to ensure the security of the entire system.

[0552] Although not shown, a specific example of the procedure to be executed in this case is as follows. Step S50: At a vehicle dealer or the like, an operator or the like connects the relevant new unit (auxiliary) to the connection part Cnx of the control box CB via the branch line sub-harness LS.

[0553] Step S51: At a vehicle dealer or the like, an operator or the like connects a vehicle-specific diagnostic tool (e.g., "Tascan") provided by the vehicle manufacturer or the like to the system on the vehicle and executes a command to scan the connected unit for diagnosis.

[0554] Step S52: In response to the command from the diagnostic tool, the microcomputer in the control box CB starts a scanning process. Then, first, power is applied to the first standard interface connected to the connection part Cnx, and the microcomputer automatically identifies whether CAN communication is possible using this standard interface.

[0555] Step S53: If CAN communication is not established in step S52, the microcomputer switches the communication specification from CAN to CXPI and determines whether communication is possible using CXPI communication.

[0556] Step S54: If neither CAN communication nor CXPI communication is established in steps S52 and S53, the microcomputer cuts off the power supply to the corresponding standard interface.

[0557] Step S55: If CAN or CXPI communication is established in steps S52 and S53, communication is performed between the diagnostic tool, the microcomputer in the control box CB, and the connected auxiliary device (such as a new unit), and the diagnostic tool performs a predetermined process to authenticate the corresponding auxiliary device. The details of the authentication process are standardized in advance.

[0558] Step S56: If the authentication is successful in step S55, the microcomputer in the control box CB registers the power supply conditions for the corresponding standard interface auxiliary device in its own storage device. For example, based on the type of auxiliary device identified by authentication or ID information, the type of power to be supplied is automatically identified as "+B, +BA, IG, IGP," etc., and the identification result is registered.

[0559] Step S57: The processes of steps S52 to S56 are repeated in order for the second and subsequent standard interfaces.

[0560] Step S58: After the above scanning process is completed for all standard interfaces, the microcomputer in the diagnostic tool or control box CB displays a message or the like for the newly added unit so that the user (or operator) can confirm that the corresponding function will be added. This display is made, for example, on the display unit of the meter unit on the vehicle.

[0561] Step S59: For the functions confirmed by the user in step S58, the microcomputer in the control box CB stores in its own storage device information for transitioning to an environment in which the corresponding functions can actually be used.

[0562] Therefore, even if a user or a third party attempts to connect an unauthorized device not authorized by the vehicle manufacturer to the in-vehicle system, the unauthorized device will not be able to communicate with the authorized in-vehicle system, nor will it be able to receive power via the communication connector, so the unauthorized device will not operate at all.

[0563] <Technology related to the connection of communication systems in vehicle systems> 99(a), 99(b), and 100 are block diagrams showing examples of the configuration of communication systems in different in-vehicle systems.

[0564] The in-vehicle system shown in Figure 99(a) has three communication networks, V2-CAN, V1-CAN, and MS-CAN, which are interconnected by gateways. Furthermore, communication network V2-CAN is assigned to the engine room (ENCOPA) system, communication network V1-CAN is assigned to the engine system (including the meter unit), and communication network MS-CAN is assigned to the body system (doors, power seats, etc.).

[0565] The MS-CAN communication network is deployed throughout the vehicle as a domain, while the V1-CAN and V2-CAN communication networks are each divided into areas on the vehicle. Various auxiliary devices are connected to each of the MS-CAN, V1-CAN, and V2-CAN communication networks.

[0566] The in-vehicle system shown in Figure 99(b) is composed of multiple interconnected communication networks that serve multiple domains assigned to the driving assistance system, powertrain system, chassis system, body system, and multimedia system. Each communication network uses a CAN-standard communication interface. These multiple communication networks are routed in parallel throughout the entire vehicle interior.

[0567] The in-vehicle system shown in Figure 100 is divided into domains for each area: "Area 1," "Area 2," "Area 3," "Area 4," and "Area 5," and a communication network is formed for each area. In addition, an optical communication network is used for the trunk lines connecting each area to enable high-speed communication.

[0568] By using an optical communication network, high-speed communication of, for example, about 1 Gbps becomes possible between areas. The communication capacity of the optical communication network is distributed to multiple systems within the communication network in each area, and each system is assigned to the communication of various auxiliary devices. In addition, the priority of communication is determined based on unique ID information assigned in advance to each device such as auxiliary devices.

[0569] <Technology related to the internal configuration of the control box> FIG. 92 is a block diagram showing an example of the configuration of the control box.

[0570] The in-vehicle system shown in FIG. 92 includes five control boxes 2045-1, 2045-2, 2045-3, 2045-4, and 2045-5 and an ECU box 2045-6, which are connected to each other via backbone trunk lines 2045-7 and 2045-8.

[0571] 92, the backbone trunk 2045-7 has two power supply lines and an earth line, and the backbone trunk 2045-8 has two communication lines.

[0572] Inside the control box 2045-1 are two power supply units 2045-10, two sets of network (Ethernet: registered trademark) hubs 2045-11, 2045-12, a gateway (GW) communication control unit 2045-13, a WiFi communication module 2045-14, a network (Ethernet: registered trademark) hub 2045-15, a power control unit 2045-16, switching circuits 2045-17A, 2045-17B, 2045-17C, connectors 2045-21, 2045-22, 2045-23, and 2045-24.

[0573] Of the two communication lines included in backbone trunk line 2045-8, one is connected to network hub 2045-11, and the other is connected to network hub 2045-12. The communication system on the network hub 2045-11 side is allocated to the vehicle's powertrain system and chassis system, and the communication system on the network hub 2045-12 side is allocated to the vehicle's body system and multimedia system.

[0574] The communication control unit 2045-13 of the gateway (GW) is a function realized by the control of a microcomputer (not shown) provided in the control box 2045-1, and includes the following functions.

[0575] (1) Interconnection between multiple networks with different protocol standards (2) Receiving related packets (3) Signal transmission (4) Classification of control system communications and driver assistance system communications (5) High-ranking information detouring

[0576] The WiFi communication module 2045-14 is used to wirelessly connect the control box 2045-1 to other devices installed on the vehicle or devices carried by the user.

[0577] The network hub 2045-15 has a function of branching one communication path of the communication control unit 2045-13 and connecting it to one of the communication paths of the connectors 2045-21, 2045-22, and 2045-23.

[0578] The power control unit 2045-16 is a function realized by the control of a microcomputer (not shown) provided in the control box 2045-1, and has the following power supply control functions.

[0579] (1) An electronic fuse function that cuts off the path when excessive current flows. (2) Function to control the type of power such as "+B, +BA, IGP, IGR". (3) A function that uses two power lines to back up the power of important systems when a power abnormality occurs. (4) S&S (stop & start) switching function.

[0580] Switching circuits 2045-17A, 2045-17B, and 2045-17C each have two controllable switching elements for connecting each of the two power supply lines to the power supply lines of connectors 2045-21, 2045-22, and 2045-23, respectively. These switching elements are individually controlled to be turned on or off by control signals output from a microcomputer that realizes each function of power control unit 2045-16.

[0581] Each of the connectors 2045-21, 2045-22, and 2045-23 has four terminals: a power line terminal, an earth line terminal, and two communication line terminals. Various types of accessories can be connected to these connectors 2045-21, 2045-22, and 2045-23 via predetermined branch sub-harnesses.

[0582] As described above, the vehicle circuit body of the present invention simplifies the structure for electrically connecting various electrical components to the on-vehicle power source and between electrical components, particularly the configuration of the main wiring portion, and also makes it easy to add new electrical wires.

[0583] <Control box configuration example> An example of the internal configuration of the control box is shown in Figure 105. Note that the configuration shown in Figure 105 is a modified example of the configurations shown in Figures 57 and 58, and in Figure 105, common components are denoted by the same reference numerals. Descriptions of common components that have already been explained will be omitted below.

[0584] The control box CB shown in Fig. 105 is connected to the backbone trunk BB_LM2. This backbone trunk BB_LM2 is composed of one power line L1, an earth line L3, and communication lines L4B and L5B. Each of the power line L1 and earth line L3 is a long conductor such as a bus bar, and the communication lines L4B and L5B are optical fibers.

[0585] The control box CB shown in Fig. 105 includes a power supply control unit 2101 and a communication control unit 2102. The output of the control box CB is provided with two power supply connectors CP11 and CP12 and eight communication port connectors CP13 to CP20.

[0586] The communication control unit 2102 can provide communication functions compatible with two communication standards, CAN_FD and CXPI, to each of the six communication port connectors CP13 to CP18. In practice, the two communication standards, CAN_FD and CXPI, can be selectively used according to the specifications of the device connected to each connector. The communication control unit 2102 can also provide communication functions conforming to the Ethernet® standard to each of the two communication port connectors CP19 and CP20. The communication control unit 2102 can also provide optical communication functions conforming to the Ethernet® standard to the communication lines L4B and L5B of the backbone trunk BB_LM2.

[0587] Each of the power connectors CP11 and CP12 has two terminals for supplying power, i.e., a power terminal and a ground terminal. The two terminals of the power connectors CP11 and CP12 have sufficiently large cross-sectional areas so that a relatively large amount of power can be supplied. Each of the eight communication port connectors CP13 to CP20 has a power terminal and a ground terminal for supplying power, and two terminals for communication.

[0588] The power supply control unit 2101 includes a gateway control circuit 2111, a power supply circuit 2112, a voltage monitoring circuit 2113, a battery reverse connection protection circuit 2114, a control circuit monitor 2115, and a power supply output circuit unit 2116.

[0589] The gateway control circuit 2111 is composed of an electric circuit mainly including a microcomputer, and performs various control functions required as a gateway in the control box CB under the control of the microcomputer.

[0590] The power supply circuit 2112 generates stable 5V DC power required for the operation of circuits such as the gateway control circuit 2111, based on the DC power (+12V) of the power supply line L1.

[0591] The voltage monitoring circuit 2113 monitors the voltage of the power supply circuit 2112 and generates a signal to reset the operation of the gateway control circuit 2111 when power is turned on or when there is an abnormality in the voltage. The battery reverse connection protection circuit 2114 has a function to protect circuits such as the gateway control circuit 2111 when the battery on the vehicle is connected with reverse polarity due to a work error or the like. The control circuit monitor 2115 has a function to monitor malfunctions such as runaway in the microcomputer of the gateway control circuit 2111.

[0592] The power output circuit unit 2116 has ten output circuits that can individually control on / off the supply of power to each of the ten power terminals of the power connectors CP11 and CP12 and the communication port connectors CP13 to CP20. These output circuits supply power from the power line L1 to each power terminal in accordance with the control signal output by the gateway control circuit 2111. Therefore, power can be supplied only to the necessary systems in accordance with the devices actually connected to each of the power connectors CP11 and CP12 and the communication port connectors CP13 to CP20.

[0593] <Function to supply power to devices required by users in the event of a power outage> A specific example of a screen to be displayed when the power supply fails is shown in Fig. 106. Also, Fig. 107 shows an example of a process for the user to select a device to be used when the power supply fails.

[0594] In a vehicle, power failure may occur in various situations. For example, the power generation system may stop outputting, the main battery may fail, the sub-battery may fail, or the power line may be broken. In such a case, if normal control is performed, all devices on the vehicle may stop operating, or the limited power that can be supplied may be consumed in a short period of time.

[0595] However, if a power failure occurs while a vehicle is in motion, it is necessary to secure power to maintain the functions of the steering system, braking system, etc., at least until the vehicle can safely come to a stop. It is also necessary to secure power to operate emergency call devices. Furthermore, if such a failure occurs in the middle of the night on a rural road without streetlights, for example, various lighting functions on the vehicle will not function, making it difficult for other vehicles to see the vehicle, increasing the risk of traffic accidents such as rear-end collisions.

[0596] Therefore, in this embodiment, if a power failure occurs on the vehicle, while the vehicle is running, the necessary power for devices such as the steering system and braking system is supplied from a sub-battery or the like at least until the vehicle can be safely stopped. Power supply power for operating devices that make emergency calls is also secured. Furthermore, a user selection function is provided to selectively supply the remaining power supply power on the vehicle to devices that the user needs when the vehicle is stopped due to a failure. 【0...

Claims

1. A vehicle circuit body installed in a vehicle, a trunk line extending at least in the front-rear direction of the vehicle; a plurality of control boxes installed on the trunk line; The control box is provided with connection portions for connecting auxiliary devices, The connection portion includes a plurality of connectors, and the plurality of connectors all have a common shape, size, and configuration. Vehicle circuit body.

2. 2. The vehicle circuit assembly according to claim 1, the control box includes a first control box and a second control box; the first control box includes a first connection portion configured to connect to a first accessory via a first branch sub-harness and a second connection portion configured to connect to a second accessory via a second branch sub-harness; the second control box includes a third connection portion configured to connect to a third accessory via a third branch sub-harness and a fourth connection portion configured to connect to a fourth accessory via a fourth branch sub-harness; The first to fourth connection portions each have the plurality of connectors. Vehicle circuit body.

3. 3. The vehicle circuit assembly according to claim 1, the vehicle circuit body includes a branch line connecting the control box and the auxiliary device, At least one of the trunk line and the branch line is configured to be usable for both CAN standard communication and CXPI standard communication. Vehicle circuit body.

4. 3. The vehicle circuit assembly according to claim 1, the trunk line includes a first power supply line connected to a main battery of the vehicle and a second power supply line connected to a sub-battery, At least one of the control boxes includes first and second communication port connectors dedicated to Ethernet, and third to eighth communication port connectors that can select either CAN_FD or CXPI specifications; At least one of the control boxes includes a power supply circuit for supplying power to each of the first to eighth communication port connectors, The power supply circuit has a first switch circuit that, when turned on, can supply power from the main battery to each of the first to eighth communication port connectors, and a second switch circuit that, when turned on, can supply power from the sub-battery to each of the first to eighth communication port connectors. Vehicle circuit body.

5. 3. The vehicle circuit assembly according to claim 1, At least one of the control boxes has a built-in communication interface conforming to the CAN-FD standard and a communication interface conforming to the CXPI standard, and has the connection part equipped with four independent connectors; Each connector of the connection unit includes a switching circuit having a CAN connection unit and a CXPI connection unit; the CAN connection unit is connected to a communication interface conforming to the CAN-FD standard and is capable of handling a set of communication signals on the "+ side" and "- side" of the CAN-FD standard; The CXPI connection unit is connected to a communication interface of the CXPI standard and can handle one communication signal of the CXPI standard. Vehicle circuit body.

6. 3. The vehicle circuit assembly according to claim 1, At least one of the control boxes includes a microcomputer configured to: a step of turning on a power supply to a standard interface connected to the connection unit, and automatically identifying whether CAN communication is possible or not for communication using this standard interface; If CAN communication is not established, switching the communication specification from CAN to CXPI and determining whether communication is possible using CXPI communication; If neither CAN communication nor CXPI communication is established, powering off the corresponding standard interface; If communication via CAN or CXPI is established, communication is performed between a diagnostic tool connected to the on-vehicle system, the microcomputer, and an auxiliary device connected to the control box, and authentication processing is performed for the auxiliary device. Vehicle circuit body.

7. 7. The vehicle circuit assembly according to claim 6, The microcomputer is configured to: If the authentication process is successful, registering the power supply conditions for the corresponding standard interface auxiliary device in a storage device of the microcomputer itself; displaying a message indicating that authentication of the accessory has been successful and adding the corresponding function; and a step of storing information for transferring the corresponding function to an environment in which the function can be used in the microcomputer in its own storage device. Vehicle circuit body.

8. 3. The vehicle circuit assembly according to claim 1, At least one of the control boxes is provided with a main power supply connection portion for connecting to the trunk line, a branch line connection portion for connecting a sub-harness, and an instrument panel connection portion for sending power and signals to a plurality of auxiliary devices mounted on an instrument panel, a first board connector that constitutes a branch line connection portion is provided on one edge of the circuit board accommodated in the control box; the power supply line, the earth line, and the communication line in the trunk are electrically branched and connected to the first board connector and the instrument panel connection portion via a circuit and a bus bar configured on the circuit board; The circuit board is mounted with a switching circuit having an FPGA device and a circuit module for switching the plurality of auxiliary devices and the connection states of the auxiliary devices. Vehicle circuit body.

9. 9. The circuit body for a vehicle according to claim 8, the branch line connection portion is further composed of a second board connector capable of supplying a larger amount of power than the first board connector, The power supply line and the earth line in the trunk line are electrically branched and connected to the second board connector via a bus bar configured on the circuit board. Vehicle circuit body.

Images