In-vehicle connectivity system and in-vehicle system design method

Abstract

To provide an on-vehicle connection system in which downsizing of each ECU and diameter reduction of a wiring harness can be easily performed, and a design method thereof.SOLUTION: A zone ECU 10A is located in each of a plurality of blocked regions A1 to A4 on a vehicle, and a first device 20, in which each zone ECU 10A is located in the same region, is controlled. Independent ECUs 11, 12 are located, and each independent ECU 11, 12 controls a second device of functional groups G1, G2 independent from control of the zone ECU 10A regardless of blocks of the regions. A central ECU 30 for managing the zone ECU 10A and the independent ECUs 11, 12 in each region is located. First power source connection routes 41, 42 connect an on-vehicle power source 35 and power source input of the zone ECU 10A, the central ECU 30 therebetween, and second power source connection routes 46, 47 connect the on-vehicle power source 35 and the power source input of the independent ECUs 11, 12 therebetween. Power source electric power to the second device is supplied from the independent ECUs.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to an in-vehicle connection system and an in-vehicle system design method.

Background Art

[0002] Generally, in a vehicle, in-vehicle devices such as various types of electrical components are respectively arranged in a state of being dispersed in various parts of the vehicle body. Further, for example, a large number of independent electronic control units (ECUs) are mounted for each area or function of the vehicle body. In addition, the power source such as an in-vehicle battery and each electronic control unit are connected via a power line, and between the plurality of electronic control units are connected via a signal line or a communication line. Further, these power lines, signal lines, communication lines, etc. are usually included in a wire harness routed in each part of the vehicle body.

[0003] For example, FIGS. 1 and 2 of Patent Document 1 show an in-vehicle system connecting a zone ECU, a central processing unit, a battery, and a number of devices.

[0004] Further, for example, FIG. 2 of Patent Document 2 shows an in-vehicle system connecting a central ECU, a plurality of zone ECUs, and various devices.

[0005] Further, for example, FIG. 1 of Patent Document 3 shows an in-vehicle system connecting a central gateway, a plurality of zone ECUs, and various devices.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

[0007] As shown in Patent Documents 1 to 3, by arranging zone ECUs in each area of ​​the vehicle, it becomes easier to centrally manage various devices on the vehicle for each area. Also, since the zone ECUs and the controlled devices are in the same area, the length of the wire harness connecting them can be shortened. Furthermore, by centrally managing multiple zone ECUs with a central ECU, it becomes easier to manage communication across multiple areas and secure communication with the outside of the vehicle.

[0008] Another possible system configuration involves equipping the central ECU with advanced processing functions equivalent to the human brain, such as "cognition," "judgment," and "instruction," while equipping each zone ECU with control functions equivalent to human limbs, such as "detection," "reporting," and "action according to instructions."

[0009] Incidentally, in recent years, the number and types of features that are standard equipment on vehicles and those that are selectively equipped as options have been increasing. As a result, each zone ECU and the central ECU are tending to become larger. Furthermore, the overall external size of the wire harness connecting the vehicle battery, each zone ECU, and the central ECU is increasing, and the number of wires included in the wire harness is also increasing, as is the tendency for the diameter of each wire, such as the power lines, to become thicker.

[0010] Therefore, it can be difficult to secure the large space necessary to install each zone ECU and the central ECU. For example, large zone ECUs and central ECUs may take up valuable space in the vehicle's interior. Furthermore, it becomes difficult to secure the large space necessary to route thick wire harnesses. Also, since thick wire harnesses are difficult to bend, installation work becomes difficult when routing them on the vehicle.

[0011] Furthermore, when designing wire harnesses for each vehicle, various trial-and-error processes may be conducted regarding the system configuration, but optimizing the design process is often difficult.

[0012] The present invention has been made in view of the circumstances described above, and its purpose is to provide an in-vehicle connection system and an in-vehicle system design method that facilitates miniaturization of each ECU and reduction of the diameter of the wire harness. [Means for solving the problem]

[0013] The above objective according to the present invention is achieved by the following configuration.

[0014] One or more zone ECUs are located in one of the partitioned areas on the vehicle and control a first device located in the same area, before It is located in one of the memory areas. The second device A second device independent of the control of the aforementioned zone ECU Regardless of the partition of the area where the second device is located One or more independent ECUs to control, A central ECU that manages the zone ECUs and the independent ECUs, A first power connection path connecting the onboard power supply and the power inputs of the zone ECU and the central ECU, A second power connection path connects the onboard power supply and the power input of the independent ECU via a separate path independent of the first power connection path, Equipped with, The power supply to the second device is supplied from the independent ECU. In-vehicle connectivity system.

[0015] A procedure for determining multiple regions formed by partitioning the space on a vehicle, A procedure for determining the placement of each zone ECU that controls all equipment located within the respective region, A procedure for determining the placement of a central ECU having the function of centrally managing multiple zone ECUs, For each of the plurality of regions, a procedure for determining the routing path of a first connection circuit that connects each of all the devices arranged in the corresponding region to the corresponding zone ECU; A procedure for selectively extracting, as independent functions, functions separable from the control targets of the zone ECU among the devices in each of the plurality of regions; A procedure for determining an independent ECU that controls the independent functions; In the first connection circuit, a procedure for separating the power supply connection path of the part corresponding to the independent function assigned to the independent ECU from the zone ECU and transferring it to the independent ECU; A procedure for optimizing the configuration of the power supply connection circuit in at least a part of the wire harness in accordance with the situation after the transfer of the power supply connection path; An in-vehicle system design method including the above.

Advantages of the Invention

[0016] According to the in-vehicle connection system and the in-vehicle system design method of the present invention, miniaturization of each ECU and reduction in the diameter of the wire harness are facilitated.

[0017] The present invention has been briefly described above. Further, the details of the present invention will be further clarified by reading through the embodiments (hereinafter referred to as "embodiments") for carrying out the invention described below with reference to the accompanying drawings.

Brief Description of the Drawings

[0018] [Figure 1] FIG. 1 is a block diagram showing an in-vehicle connection system having a basic configuration. [Figure 2] FIG. 2 is a block diagram showing an in-vehicle connection system in which a part of the basic configuration is modified. [Figure 3] FIG. 3 is a block diagram showing an outline of a signal connection system in the in-vehicle connection system of FIG. 2. [Figure 4] FIG. 4 is a block diagram showing an outline of a power supply connection system in the in-vehicle connection system of FIG. 2. [Figure 5]Figure 5 is a block diagram showing an overview of the power connection system in an in-vehicle connection system according to an embodiment of the present invention. [Figure 6] Figure 6 is a block diagram showing a detailed configuration example of the same in-vehicle connection system as in Figure 5. [Figure 7] Figure 7 is a flowchart showing the processing procedure of the in-vehicle system design method according to an embodiment of the present invention. [Figure 8] Figure 8 is a block diagram showing a modified version of the in-vehicle connection system shown in Figure 6. [Figure 9] Figure 9 is a block diagram illustrating the overview of the signal connection system in the in-vehicle connection system shown in Figure 8. [Figure 10] Figure 10 is a block diagram showing an overview of the power connection system in the in-vehicle connection system shown in Figure 8. [Figure 11] Figure 11 is a block diagram showing a modified example of the signal connection system of the in-vehicle connection system shown in Figure 9. [Figure 12] Figure 12 is a block diagram showing a specific in-vehicle connection system, including the signal connection system shown in Figure 11. [Figure 13] Figure 13 is a block diagram showing a modified example of the in-vehicle connection system shown in Figure 8. [Figure 14] Figure 14 is a block diagram showing a modified example of the vicinity of a zone ECU included in an in-vehicle connectivity system. [Figure 15] Figure 15 is a block diagram showing specific examples of the functions provided by each unit included in the in-vehicle connectivity system. [Modes for carrying out the invention]

[0019] Specific embodiments of the present invention will be described below with reference to the figures.

[0020] <Basic Configuration of an In-Vehicle Connection System> <Configuration Example-1> Figure 1 is a block diagram showing the basic configuration of an in-vehicle connection system 100.

[0021] A vehicle equipped with the in-vehicle connection system 100 shown in Figure 1 has multiple pre-defined regions A1, A2, A3, and A4. Specifically, regions A1 to A4 are assigned to the right half of the vehicle, the left half, the area near the instrument panel, the area near the cargo area, the engine compartment, and so on.

[0022] On the other hand, numerous on-board devices, or auxiliary electrical components 20, with various functions, are installed in various parts of the vehicle. These electrical components 20 generally include various sensors, cameras, actuators, and lighting devices.

[0023] In the configuration shown in Figure 1, one zone ECU 10 is located within each of the vehicle's regions A1 to A4. The zone ECU 10 located in region A1 is configured to control all the electrical components 20 located within region A1. Similarly, the zone ECU 10 located in region A2 is configured to control all the electrical components 20 located within region A2. The zone ECU 10 located in region A3 is configured to control all the electrical components 20 located within region A3. The zone ECU 10 located in region A4 is configured to control all the electrical components 20 located within region A4.

[0024] Furthermore, the in-vehicle connection system 100 is equipped with a central ECU 30. The central ECU 30 has the function of comprehensively managing the control of the zone ECUs 10 and electrical components 20 located in all areas A1 to A4 on the vehicle. Conceptually, the function of the central ECU 30 is assumed to correspond to the function of the human brain, that is, the function of performing higher-level processing such as "cognition," "judgment," and "instruction."

[0025] On the other hand, each zone ECU10 located in each region A1 to A4 conceptually possesses the functions necessary to control the parts corresponding to human limbs in each region, namely functions such as "detection," "reporting," and "action according to instructions."

[0026] Therefore, the zone ECUs 10 located in each region A1 to A4 and the central ECU 30 are connected by independent signal paths 43, and the system is configured to transmit signals and information via these signal paths 43.

[0027] Furthermore, the downstream side of the Zone ECU 10 in area A1 is connected to various electrical components 20 located within area A1 via signal paths 44. Similarly, the downstream side of the Zone ECU 10 in area A2 is connected to various electrical components 20 located within area A2 via signal paths 44. The downstream side of the Zone ECU 10 in area A3 is connected to various electrical components 20 located within area A3 via signal paths 44. The downstream side of the Zone ECU 10 in area A4 is connected to various electrical components 20 located within area A4 via signal paths 44.

[0028] On the other hand, the internal electrical circuits of each zone ECU 10, electrical components 20, and central ECU 30 in each region A1 to A4 each require a power supply. Therefore, the output of the vehicle battery 35 and the power input terminals of each zone ECU 10 in each region A1 to A4 are electrically connected via independent power supply paths 41. In addition, the output of the vehicle battery 35 and the power input terminals of the central ECU 30 are electrically connected via a power supply path 42.

[0029] Furthermore, the downstream terminals of the zone ECU 10 located in area A1 and the power input terminals of each electrical component 20 within area A1 are electrically connected via the power supply path 45. Similarly, the downstream terminals of the zone ECU 10 located in area A2 and the power input terminals of each electrical component 20 within area A2 are electrically connected via the power supply path 45. The downstream terminals of the zone ECU 10 located in area A3 and the power input terminals of each electrical component 20 within area A3 are electrically connected via the power supply path 45. The downstream terminals of the zone ECU 10 located in area A4 and the power input terminals of each electrical component 20 within area A4 are electrically connected via the power supply path 45.

[0030] Therefore, the wire harness WH used to realize the in-vehicle connection system 100 in Figure 1 needs to be equipped with numerous wires that individually electrically connect multiple power supply paths 41, multiple power supply paths 42, multiple signal paths 43, multiple signal paths 44 within each region A1 to A4, and multiple power supply paths 45. In addition, the wires used for each power supply path 41, 42, and 45 need to be relatively thick, taking into account the magnitude of the power supply current and wiring length required by the corresponding load.

[0031] <Configuration Example-2> Figure 2 is a block diagram showing an in-vehicle connection system 100A with a modified basic configuration as shown in Figure 1. Figure 3 is a block diagram showing an overview of the signal connection system in the in-vehicle connection system 100A of Figure 2. Figure 4 is a block diagram showing an overview of the power connection system in the in-vehicle connection system 100A of Figure 2.

[0032] In the configurations shown in Figures 2 to 4, when managing a large number of electrical components 20, in addition to the differences in the areas A1 to A4 in which they are located, two function groups G1 and G2, independent of areas A1 to A4, are assigned to specific functions.

[0033] Electrical components 20 belonging to functional group G1 are managed as functional group G1 regardless of the classification of area A2, even if they are located in area A2, for example. Similarly, electrical components 20 belonging to functional group G2 are managed as functional group G2 regardless of the classification of area A3, even if they are located in area A3, for example.

[0034] For example, each electrical component 20 with Advanced Driver-Assistance Systems (ADAS) functionality will be prioritized for management as a functional group G1, regardless of the area A1 to A4 in which it is located. Similarly, each electrical component 20 with Human-Machine Interface (HMI) functionality will be prioritized for management as a functional group G2, regardless of the area A1 to A4 in which it is located.

[0035] Therefore, in the in-vehicle connection system 100A, in addition to the zone ECU 10, there is an independent ECU 11 that has the function of controlling each electrical component 20 of function group G1, and an independent ECU 12 that has the function of controlling each electrical component 20 of function group G2.

[0036] As shown in Figure 2, the downstream side of the independent ECU 11 and each electrical component 20 belonging to functional group G1 are connected via the signal path 44A. Similarly, the downstream side of the independent ECU 12 and each electrical component 20 belonging to functional group G2 are connected via the signal path 44A.

[0037] Furthermore, the central ECU 30 is connected to each of the independent ECUs 11 and 12 via a signal path 48, so that the central ECU 30 can manage each of the independent ECUs 11 and 12.

[0038] Furthermore, the power input terminal of the independent ECU 11 and the onboard battery 35 are electrically connected via a power supply path 46, and the power input terminal of the independent ECU 12 and the onboard battery 35 are electrically connected via a power supply path 47.

[0039] Furthermore, the power input terminals of each electrical component 20 belonging to functional group G1 are connected via the power supply path 51 to the downstream side of the zone ECU 10 that manages the area where the corresponding electrical component 20 is located. Similarly, the power input terminals of each electrical component 20 belonging to functional group G2 are connected via the power supply path 52 to the downstream side of the zone ECU 10 that manages the area where the corresponding electrical component 20 is located.

[0040] Therefore, the wire harness WH1 required to realize the in-vehicle connection system 100A shown in Figure 2 needs to further include power supply paths 46 and 47, signal paths 48 and 44A, and power supply paths 51 and 52, in addition to the elements of the wire harness WH shown in Figure 1.

[0041] The signal paths in the in-vehicle connection system 100A shown in Figure 2 are connected as shown in Figure 3. Specifically, the central ECU 30 and the zone ECUs 10A of each region A1 to A4 are connected by signal path 43, and the central ECU 30 and each independent ECU 11 and 12 are connected by signal path 48. In addition, in each of regions A1 to A4, the zone ECU 10A and each electrical component 20 within that region are connected by signal path 44. Furthermore, each electrical component 20 belonging to each functional group G1 and G2, independent of regions A1 to A4, and the independent ECUs 11 and 12 are connected by signal path 44A.

[0042] Therefore, each zone ECU 10A can control each electrical component 20 connected downstream via the signal path 44, or can receive signals from each electrical component 20. In addition, each independent ECU 11, 12 can control each electrical component 20 connected downstream via the signal path 44A, or can receive signals from each electrical component 20.

[0043] Furthermore, the central ECU 30 can input and output signals to and from the zone ECUs 10A of each region A1 to A4 via the signal path 43, and manage each zone ECU 10A and the electrical components 20 under them. In addition, the central ECU 30 can input and output signals to and from the independent ECUs 11 and 12 of each function group G1 and G2 via the signal path 48, and manage each independent ECU 11 and 12 of each function group G1 and G2, and the electrical components 20 under them.

[0044] On the other hand, the power supply path in the in-vehicle connection system 100A is connected as shown in Figure 4. Power is supplied from the in-vehicle battery 35 to the central ECU 30 via power supply path 42. Power is also supplied from the in-vehicle battery 35 to the zone ECUs 10A for each region A1 to A4 via power supply path 41. In addition, power is supplied from the in-vehicle battery 35 to the independent ECUs 11 and 12 via power supply paths 46 and 47.

[0045] Furthermore, power is supplied to each electrical component 20 in each region A1 to A4 via the power supply path 45. In addition, power is supplied to the power input terminals of the electrical components 20 belonging to functional groups G1 and G2 via power supply paths 51 and 52 from the output of the zone ECU 10A that manages the same region.

[0046] In the configuration of the in-vehicle connection system 100A shown in Figures 2 to 4, since a large number of electrical components 20 are connected downstream of each zone ECU 10A in each region A1 to A4, even if independent ECUs 11 and 12 are equipped, there is a concern that each zone ECU 10A will become larger as the number of electrical components 20 increases. In other words, the size of the housing of each zone ECU 10A will increase as the internal circuitry of each zone ECU 10A increases and the number of connector terminals increases. In addition, the number of wires included in the wire harness connecting each zone ECU 10A in each region A1 to A4 and each electrical component 20 increases (the sum of the number of wires in power supply paths 45, 51, and 52), making the outer diameter of the wire harness thicker.

[0047] <Description of Embodiments> Specific embodiments of the present invention will be described below with reference to the figures. <Configuration Example-1> Figure 5 is a block diagram showing an overview of the power supply connection system in the in-vehicle connection system 100B according to an embodiment of the present invention. Figure 6 is a block diagram showing a detailed configuration example of the same in-vehicle connection system 100B as in Figure 5. The configuration of the signal connection system of the in-vehicle connection system 100B is the same as that of the in-vehicle connection system 100A shown in Figure 2.

[0048] As shown in Figure 6, the in-vehicle connection system 100B includes zone ECUs 10A located in each region A1 to A4, independent ECUs 11 that control each electrical component 20 of function group G1, independent ECUs 12 that control each electrical component 20 of function group G2, and a central ECU 30 that provides overall management.

[0049] Each electrical component 20 located in area A1 on the vehicle is connected to the downstream side of the zone ECU 10A located in area A1 via a wire harness that includes a signal path 44 and a power path 45.

[0050] Similarly, each electrical component 20 located in area A2 of the vehicle is connected to the downstream side of the zone ECU 10A located in area A2 via a wire harness including a signal path 44 and a power path 45. Each electrical component 20 located in area A3 of the vehicle is connected to the downstream side of the zone ECU 10A located in area A3 via a wire harness including a signal path 44 and a power path 45. Each electrical component 20 located in area A4 of the vehicle is connected to the downstream side of the zone ECU 10A located in area A4 via a wire harness including a signal path 44 and a power path 45.

[0051] In the example in Figure 6, Zone ECU10A in region A1 includes control functions corresponding to the limbs of system A and control functions corresponding to the limbs of system B. Similarly, Zone ECU10A in region A2 includes control functions corresponding to the limbs of system A, control functions corresponding to the limbs of system B, and control functions corresponding to the limbs of system C. Zone ECU10A in region A3 includes control functions corresponding to the limbs of system A and control functions corresponding to the limbs of system N. Zone ECU10A in region A4 includes control functions corresponding to the limbs of system C.

[0052] On the other hand, each electrical component 20 included in functional group G1 is controlled by an independent ECU 11, regardless of the division of areas A1 to A4 in which they are located. Furthermore, each electrical component 20 included in functional group G1 is connected to the downstream side of the independent ECU 11 via a wire harness that includes a signal path 44A and a power supply path 51A.

[0053] Furthermore, each electrical component 20 included in functional group G2 is controlled by an independent ECU 12, regardless of the division of areas A1 to A4 in which it is located. In addition, each electrical component 20 included in functional group G2 is connected to the downstream side of the independent ECU 12 via a wire harness that includes a signal path 44A and a power path 52A.

[0054] In the example shown in Figure 6, the independent ECU 11 includes control functions that correspond to the brain of the ADAS system and control functions that correspond to the limbs of the ADAS system. Furthermore, the independent ECU 12 includes control functions that correspond to the brain of the HMI system and control functions that correspond to the limbs of the HMI system.

[0055] The Central ECU30 is equipped with control functions that correspond to the brains of each of the A, B, C, ..., and N systems.

[0056] The central ECU 30 and the zone ECUs 10A for each region A1 to A3 are connected by wire harnesses that include signal paths 43-1, 43-2, and 43-3 (43), respectively. In addition, the independent ECUs 11 and 12 are connected to the central ECU 30 via a wire harness that includes a signal path 48.

[0057] Each signal path 43 and 48 consists of signal lines that allow the passage of simple signals, and communication lines that allow the passage of signals from multiplex communication networks such as CAN (Controller Area Network), LIN (Local Interconnect Network), and Ethernet (registered trademark).

[0058] Therefore, the central ECU 30 can manage the zone ECUs 10A in each region A1 to A3, and can share information with each independent ECU 11 and 12.

[0059] On the other hand, the power input terminals of the zone ECUs 10A in each region A1 to A4 are connected to the output of the vehicle battery 35 via independent power supply paths 41. In addition, the power input terminals of the central ECU 30 and the independent ECUs 11 and 12 are connected to the output of the vehicle battery 35 via power supply paths 42, 46, and 47, respectively.

[0060] Therefore, each control unit of the zone ECU 10A, independent ECUs 11 and 12, and central ECU 30 in each region A1 to A4 can be operated by power supplied from the vehicle battery 35.

[0061] As shown in Figure 5, among the electrical components 20 located in each region A1 to A4, those not belonging to functional groups G1 and G2 are connected to the downstream side of zone ECU 10A via the power supply path 45. Therefore, these electrical components 20 can be operated by the power supplied from zone ECU 10A, which is located in the same region.

[0062] On the other hand, each electrical component 20 belonging to functional group G1 is connected to the output of the independent ECU 11 via the power supply path 51A, regardless of the division of the areas A1 to A4 in which it is located. Similarly, each electrical component 20 belonging to functional group G2 is connected to the output of the independent ECU 12 via the power supply path 52A, regardless of the division of the areas A1 to A4 in which it is located.

[0063] Each electrical component 20 in functional group G1 can operate using power supplied from the output of the independent ECU 11. Similarly, each electrical component 20 in functional group G2 can operate using power supplied from the output of the independent ECU 12.

[0064] Furthermore, electrical components 20 other than those in functional groups G1 and G2 can be operated by power supplied from zone ECU 10A located in the same region as the regions A1 to A4 in which they are located.

[0065] In other words, in the in-vehicle connection system 100B shown in Figure 5, the wiring routes of power supply paths 51A and 52A are significantly different from those of power supply paths 51 and 52 in the in-vehicle connection system 100A shown in Figure 4. This difference in configuration makes it easier to miniaturize the zone ECUs 10A in each region A1 to A4, and to reduce the diameter of the wire harnesses connected to the downstream side of each zone ECU 10A, when the total number or types of electrical components 20 increase.

[0066] <In-vehicle system design method> Figure 7 is a flowchart showing the processing procedure for an in-vehicle system design method according to an embodiment of the present invention. By designing the wire harness using the processing procedure shown in Figure 7, a wire harness with an appropriate configuration usable for the in-vehicle connection system 100B shown in Figures 5 and 6 can be designed relatively easily.

[0067] The example shown in Figure 7 assumes a scenario where a designer performs design work using a computer system including a design support system 200, performing various input operations. Such a design support system 200 can assist the designer's work based on data such as the shape and dimensions of various parts of the vehicle where the wire harness is mounted, as well as information such as the installation locations and specifications of various electrical components mounted on the vehicle. Furthermore, it may be possible to automate the design work performed by the designer using the computer in the design support system 200.

[0068] The processing procedure shown in Figure 7 is described below. Note that the order in which each process shown in Figure 7 is executed can be changed as needed. The designer operates the design support system 200 to determine multiple areas demarcated on the target vehicle in S11. This determines each of the areas A1 to A4 in Figures 1 and 6, for example. Specifically, it identifies the right side of the vehicle, the left side, the area near the instrument panel, the area near the cargo area, and the area inside the engine compartment. In the example in Figure 7, the information of the multiple areas determined in S11 is stored in the data storage unit DB1 as part of the primary design data.

[0069] The designer operates the design support system 200 to determine in S12 which zone ECUs 10 to be placed in each region determined in S11. For example, as in the in-vehicle connection system 100 shown in Figure 1, one zone ECU 10 is placed in each of the regions A1 to A4. In the example in Figure 7, the information of the zone ECUs 10 in each region determined in S12 is stored in the data storage unit DB1 as part of the primary design data.

[0070] The designer operates the design support system 200 to determine the placement of the central ECU 30 in S13. In the example shown in Figure 7, the information regarding the placement of the central ECU 30 determined in S13 is stored in the data storage unit DB1 as part of the primary design data.

[0071] The designer operates the design support system 200 to determine the basic wiring route of the wire harness in S14. For example, for each wire harness of the power supply routes 41 and 42 and the signal route 43 shown in Figure 1, the connection positions at both ends, wire length, and route are determined for each wire. In the example in Figure 7, the information on the basic wiring route determined in S14 is stored in the data storage unit DB1 as part of the primary design data.

[0072] The designer operates the design support system 200 to determine in S15 the routing path of the "first connection circuit" necessary to connect the electrical components 20 to the downstream side of the zone ECU 10 in each region A1 to A4 of the wire harness configuration. For example, the signal path 44 and power path 45 in each region A1 to A4 shown in Figure 1 correspond to the first connection circuit. In the example in Figure 7, the routing information of the first connection circuit determined in S15 is stored in the data holding unit DB1 as part of the primary design data.

[0073] For example, to improve the configuration of the in-vehicle connection system 100 shown in Figure 1, the designer operates the design support system 200 to selectively extract independent functions from each area A1 to A4 from the primary design data in S16. A typical example would be to extract each electrical component 20 having advanced driver-assistance system (ADAS) functions as function group G1 from all areas A1 to A4, and to extract each electrical component 20 having human-machine interface (HMI) functions as function group G2 from all areas A1 to A4.

[0074] The designer operates the design support system 200 to determine the placement of the independent ECUs 11 and 12 that control each independent function extracted in S16 in S17. In the example in Figure 7, the information on the placement of the independent ECUs 11 and 12 determined in S16 is stored in the data storage unit DB2 as part of the secondary design data.

[0075] The designer operates the design support system 200 to transfer the power connection paths for each independent function, extracted in S16 from the "first connection circuit" included in the wire harness of the primary design data on the data holding unit DB1, from the Zone ECU 10 side on the primary design data to the respective independent ECUs 11 and 12 sides on the secondary design data in S18. As a result, for example, the wiring paths of power paths 51 and 52 in the "first connection circuit" shown in Figure 4 are changed to power paths 51A and 52A shown in Figure 5.

[0076] As a result of the processing in S18, secondary design data is generated from the primary design data in the data storage unit DB1 and stored in the data storage unit DB2. This provides data representing the wire harness configuration after changing the routing path of a part of the "first connection circuit" in the wire harness configuration of the primary design data (the wire harness in the in-vehicle connection system 100B in Figures 5 and 6).

[0077] In S18, the designer operates the design support system 200 to generate optimized tertiary design data from the secondary design data on the data storage unit DB2 in order to optimize the wire harness configuration, taking into account the results of transferring the power connection path.

[0078] For example, the transfer in S18 changes power supply paths 51 and 52 in Figure 4 to power supply paths 51A and 52A in Figure 5. Therefore, power supply paths 51 and 52, which are no longer needed downstream of Zone ECU 10A, are removed from the wire harness configuration in S19. Also, the removal of power supply paths 51 and 52 creates unnecessary parts in the internal circuitry of Zone ECU 10A and in the terminals of the wire harness connector. Therefore, the number of terminals on the connector can be reduced, or the connector itself can be replaced with a smaller component. Additionally, unnecessary circuits within Zone ECU 10A can be removed to make Zone ECU 10A smaller. Furthermore, since the number of wires in the remaining wire harness after removing power supply paths 51 and 52 is reduced, the configuration can be modified to a more optimal state by changing the routing and branching positions of this wire harness or shortening the wire length. It is also possible to change the specifications of the wire harness's outer covering material.

[0079] The generated tertiary design data is stored in the data storage unit DB3. Based on this tertiary design data, a wire harness with an appropriate configuration that can be used in the in-vehicle connection system 100B shown in Figures 5 and 6 can be manufactured.

[0080] <Configuration Example-2> Figure 8 is a block diagram showing a modified version of the in-vehicle connection system 100B shown in Figure 6. Figure 9 is a block diagram showing an overview of the signal connection system in the in-vehicle connection system 100C shown in Figure 8. Figure 10 is a block diagram showing an overview of the power connection system in the in-vehicle connection system 100C shown in Figure 8.

[0081] The in-vehicle connection system 100C shown in Figures 8 to 10 includes an external power supply box 60 in addition to the aforementioned zone ECUs 10A, central ECU 30, and independent ECUs 11 and 12. The added external power supply box 60 is equipped with high-current control units 61 and 62 that provide power supply to loads consuming large currents and control functions equivalent to limbs.

[0082] In the examples shown in Figures 8 to 10, the power supply for some of the loads that consume large currents among the electrical components 20 included in functional group G1 or G2 is configured to be provided by the external power supply box 60 instead of the independent ECUs 11 and 12.

[0083] When a power supply circuit handles high currents, the space required to install the power supply circuit increases, and measures to prevent heat generation and noise also become necessary. Therefore, when connecting loads that consume high currents to independent ECUs 11 and 12, the burden on each independent ECU 11 and 12 may increase.

[0084] Therefore, in the in-vehicle connection system 100C shown in Figures 8 to 10, an external power supply box 60 is used, which is located outside of the independent ECUs 11 and 12, in order to reduce the load on them.

[0085] The power input terminal of the external power box 60 is connected to the output of the vehicle battery 35 via the power path 63. In addition, the external power box 60 and the independent ECU 11 are connected via the signal path 66, and the external power box 60 and the independent ECU 12 are connected via the signal path 65.

[0086] Furthermore, in the example shown in Figure 8, an actuator (part of the load of the electrical component 20) that consumes a large current within the functional group G1 is connected to the output side of the external power box 60 via the power supply path 64.

[0087] Therefore, even if some of the electrical components 20 within the functional group G1 consume a large current, a large current will not flow through the internal circuitry of the independent ECU 11, thereby reducing the load on the independent ECU 11.

[0088] <Configuration Example-3> Figure 11 is a block diagram showing a modified example of the signal connection system of the in-vehicle connection system shown in Figure 9. Figure 12 is a block diagram showing a specific in-vehicle connection system 100D that includes the signal connection system shown in Figure 11.

[0089] In the configuration shown in Figure 9, all electrical components 20 located in each region A1 to A4 are connected via a wire harness to the downstream side of the zone ECU 10A located in the same region. On the other hand, in the in-vehicle connection system 100D shown in Figures 11 and 12, of the numerous electrical components 20 located in each region A1 to A4, only the switch signals are connected to the downstream side of the independent ECU 12 via the wire harness of the signal path 44B.

[0090] Furthermore, in the example shown in Figure 12, of the electrical components 20 included in functional group G1, only the switch signal is connected to the downstream side of the independent ECU 12 via the wire harness of signal path 44C.

[0091] In the configuration shown in Figure 12, the signals from numerous switches located in various places on the vehicle can be centrally monitored by the independent ECU 12. The independent ECU 12 can read the signals from each of the numerous switches and send information indicating the status of each switch to the central ECU 30 via the signal path 48. The central ECU 30 can then inform the zone ECUs 10A and independent ECUs 11 of the status information for each switch received from the independent ECU 12.

[0092] <Configuration Example-4> Figure 13 is a block diagram showing a modified example of the in-vehicle connection system shown in Figure 8. The in-vehicle connection system 100E shown in Figure 13 includes an additional external power box 70 in addition to the zone ECUs 10A, central ECU 30, independent ECUs 11 and 12, and external power box 60 shown in Figure 8. The additional external power box 70 incorporates multiple high-current power supply circuits 71 that supply power to loads consuming large currents among the electrical components 20 located in each region A1 to A4.

[0093] As shown in Figure 13, the power input terminal of the external power box 70 is connected to the vehicle battery 35 via a power path 72. The external power box 70 and the zone ECU 10A are connected via a signal path 74. In addition, the high-current actuator 81 in region A1, the high-current lamp 82 in region A2, and the high-current actuator 83 in region A3 are each connected to the downstream side of the external power box 70 via wire harnesses that include independent power paths 73.

[0094] Therefore, even if the electrical components 20 located in each region A1 to A4 include loads (81 to 83) that consume large currents, large currents will not flow through the internal circuits of the zone ECUs 10A located in each region A1 to A4. As a result, the burden of space required for arranging large power supply circuits, heat dissipation countermeasures, and noise countermeasures can be reduced for each zone ECU 10A. In addition, it becomes easier to miniaturize the connectors on the side of each zone ECU 10A.

[0095] <Configuration Example-5> Figure 14 is a block diagram showing a modified example of the vicinity of a zone ECU included in an in-vehicle connectivity system. For example, if the electrical component 20 controlled by the Zone ECU 10A in any region is a rear combination lamp located on the rear side of the vehicle, it is conceivable that a configuration like the one shown in Figure 14 would be adopted.

[0096] In the configuration shown in Figure 14, the functions corresponding to the aforementioned Zone ECU 10A are realized by a combination of Zone ECU 10B and small electronic unit 10C. The small electronic unit 10C shown in Figure 14 implements a portion of the functions included in Zone ECU 10A.

[0097] Zone ECU 10B has a configuration that omits the implementation of functions included in Zone ECU 10A that are installed in the small electronic unit 10C. Therefore, Zone ECU 10B can be easily miniaturized compared to Zone ECU 10A.

[0098] The central ECU 30 shown in Figure 14 is equipped with a power connector CN11 and a signal connector CN12. The zone ECU 10B is equipped with an upstream connector CN21 and a downstream connector CN22. The small electronic unit 10C is equipped with an upstream connector CN31, a downstream connector CN32, and a joint connector CN33.

[0099] Connector CN11 of the central ECU 30 is connected to the vehicle battery 35 via a power path 42. Also, connector CN12 of the central ECU 30 is connected to connector CN21 of the zone ECU 10B via a signal path 43. The signal path 43 employs a communication line capable of multiplexed data communication, such as Ethernet. Furthermore, connector CN21 and the vehicle battery 35 are connected via a power path 41.

[0100] In the example shown in Figure 14, the connector CN22 of the zone ECU 10B and the connector CN31 of the small electronic unit 10C are connected via the wire harness WH2. This wire harness WH2 includes signal lines capable of multiplexed data communication, such as LIN, as well as power lines and ground (GND) lines.

[0101] By using multiplexed data communication for signal transmission between the zone ECU 10B and the small electronic unit 10C, the number of signal lines included in the wire harness WH2 can be reduced. Furthermore, by reducing the functions implemented in the zone ECU 10B compared to the zone ECU 10A, it becomes easier to reduce the diameter of the wire harness WH2.

[0102] The wire harness WH3, connected to the downstream connector CN32 and joint connector CN33 of the small electronic unit 10C, connects the small electronic unit 10C to the loads, namely the electrical components 20 such as brake lights, reverse lights, and turn signals. This wire harness WH3 includes independent power lines, ground lines, and signal lines for each load.

[0103] In the example shown in Figure 14, the control functions for systems A, B, and C are implemented by a small electronic unit 10C, so these functions do not need to be implemented on the zone ECU 10B side. It is assumed that the zone ECU 10B will contain functions equivalent to the arms and legs for controlling electrical components 20, such as power windows and door lock mechanisms, within the same region. <Configuration Example-6> Figure 15 is a block diagram showing specific examples of the functions provided by each unit included in the in-vehicle connectivity system. The example in Figure 15 shows the configuration of the in-vehicle connectivity system 100F, which includes a zone ECU 10A located in the area near the vehicle door.

[0104] In Figure 15, Zone ECU 10A implements the ECU control circuit and the power supply circuit for the doors. In addition, Independent ECU 11 in Figure 15 has advanced driver-assistance system (ADAS) control functions and implements the camera power supply circuit and airbag circuit in addition to the ECU control circuit. Independent ECU 12 in Figure 15 has human-machine interface (HMI) and multimedia (MM) control functions and implements the audio circuit and switch circuit in addition to the ECU control circuit.

[0105] The upstream connector CN21 of Zone ECU10A, the upstream connector CN41 of Independent ECU11, and the upstream connector CN51 of Independent ECU12 are each connected to the instrument panel wire harness 95. This wire harness 95 includes independent power lines for each system connected to the vehicle battery 35.

[0106] Furthermore, the wire harness 95 also includes multiple independent signal lines for each system. Specifically, the wire harness 95 includes a signal line connecting the connector CN21 of zone ECU 10A to the connector CN12 of central ECU 30, a signal line connecting the connector CN41 of independent ECU 11 to the connector CN13 of central ECU 30, and a signal line connecting the connector CN51 of independent ECU 12 to the connector CN14 of central ECU 30.

[0107] Furthermore, the downstream connector CN22 of the zone ECU10A is connected to wire harnesses 91 and 92. Wire harness 91 is connected to the ground circuit, and wire harness 92 is connected to the electrical components 20 of the power window and door lock mechanism inside the door. Wire harness 92 includes multiple independent power lines and multiple signal lines for each electrical component 20.

[0108] The downstream connector CN42 of the independent ECU11 is connected via a wire harness 93 to electrical components 20, such as cameras and airbags, that belong to the advanced driver assistance system. The wire harness 93 includes multiple independent power lines and multiple signal lines for each electrical component 20.

[0109] The downstream connector CN52 of the independent ECU12 is connected via a wire harness 94 to electrical components 20 such as audio equipment belonging to a human-machine interface or multimedia system, a door master switch, etc. The wire harness 94 includes multiple independent power lines and multiple signal lines for each electrical component 20.

[0110] In the in-vehicle connection system 100F shown in Figure 15, even if electrical components 20 such as airbags and cameras are located in the area near the door where the zone ECU 10A is positioned, the zone ECU 10A does not need to supply power to these electrical components 20. In other words, the power supply path to the electrical components 20 such as airbags and cameras has been transferred to the wire harness 93 downstream of the independent ECU 11. As a result, the number of power lines included in the wire harness 92 can be reduced, and the wire harness 92 can be made thinner.

[0111] Furthermore, since the camera's power supply circuit and airbag circuit functions are located on the independent ECU11, even if the camera and airbag electrical components 20 are in the same region as the zone ECU10A, it is not necessary to implement their control functions in the zone ECU10A. Therefore, the number of circuits implemented in the zone ECU10A can be reduced, making the zone ECU10A smaller. In addition, the number of terminals on the connector CN22 can be reduced, making the connector CN22 smaller as well.

[0112] The distinctive features of the above-mentioned in-vehicle connection system and in-vehicle system design method are briefly summarized and listed below in [1] to [5]. [1] One or more zone ECUs (10A) located in one of the partitioned areas (A1-A4) on the vehicle, which control the first equipment (electrical equipment 20) located in the same area, One or more independent ECUs (11, 12) control a second device (electrical component 20 of functional group G1 or G2) independently of the control of the zone ECU, regardless of the partitioning of the area in which it is located, A central ECU (30) manages the zone ECU and the independent ECU, respectively. A first power connection path (power paths 41, 42) connects the onboard power supply (onboard battery 35) and the respective power inputs of the zone ECU and the central ECU, A second power connection path (power paths 46, 47) connects the onboard power supply and the power input of the independent ECU via a separate path independent of the first power connection path, Equipped with, The power supply to the second device is supplied from the independent ECU (power supply paths 51A, 52A). In-vehicle connection system (100B).

[0113] According to the in-vehicle connection system with the configuration described in [1] above, the wire harness required to connect the zone ECUs located in each area to the first equipment located in the same area can be made smaller in diameter. In other words, even if the second equipment is located in the same area as the zone ECU, it does not need to be powered by the zone ECU if it is independent of the zone ECU's control, so the number of power paths in the wire harness connected downstream of the zone ECU can be reduced. It also becomes possible to reduce the internal power circuit of the zone ECU and to miniaturize the connector.

[0114] [2] Of the second equipment, a power supply box (external power supply box 60) having a power supply function for a high-current load that consumes a large current, A third power connection path (power path 63) connects the onboard power supply and the power input of the power supply box via a separate path independent of the first and second power connection paths, A fourth power supply connection path (power supply path 64) connects the power output of the power supply box and the high-current load, A signal connection path (signal paths 65, 66) connects the control signal of the independent ECU to the power supply box, It also has, The in-vehicle connection system (100C) according to claim 1.

[0115] According to the in-vehicle connection system with the configuration described in [2] above, it becomes unnecessary to implement a power supply circuit carrying a large current inside the independent ECU. Therefore, it becomes unnecessary to secure space inside the independent ECU for a large power supply circuit, and special heat dissipation countermeasures and noise countermeasures are also unnecessary. Furthermore, it becomes easier to miniaturize the connectors inside the independent ECU.

[0116] [3] The device includes a switch signal connection path (signal path 44B) that connects the signals of at least some of the switches included in the first device to the signal input of the independent ECU. An in-vehicle connection system (100D) according to claim 1 or claim 2.

[0117] The in-vehicle connection system with the configuration described in [3] above makes it easy to centrally manage information from numerous switches located in various areas using independent ECUs. It also makes it easier to reduce the number of signal lines included in the wire harness connected downstream of the zone ECUs in each area, thereby making the wire harness thinner.

[0118] [4] Among the first equipment, a second power supply box (external power supply box 70) having a power supply function for a second high-current load that consumes a large current, A fifth power connection path (power path 72) connects the onboard power supply and the power input of the second power supply box via a separate path independent of the first and second power connection paths, A sixth power connection path (power path 73) connects the power output of the second power supply box to the second high-current load, It also has, An in-vehicle connection system according to any one of claims 1 to 3.

[0119] According to the in-vehicle connection system with the configuration described in [4] above, it becomes unnecessary to implement power supply circuits carrying high currents inside each zone ECU. Therefore, it becomes unnecessary to secure space inside the zone ECU for large power supply circuits, and special heat dissipation and noise countermeasures are also unnecessary. Furthermore, it becomes easier to miniaturize the connectors inside the zone ECU.

[0120] [5] A procedure (S11) for determining multiple regions (A1 to A4) formed by partitioning the space on the vehicle, For each of the aforementioned regions, a procedure (S12) is given to determine the placement of each zone ECU (10A) that controls all the equipment (electrical components 20) located within that region, A procedure (S13) for determining the placement of a central ECU (30) that has the function of centrally managing multiple zone ECUs, For each of the aforementioned multiple regions, a procedure (S15) is given to determine the routing path of a first connection circuit that connects each of the devices located within the region to the corresponding zone ECU, A procedure (S16) for selectively extracting functions from among the devices (electrical components 20) located in each of the aforementioned multiple regions that can be separated from the control target of the zone ECU as independent functions, The procedure (S17) for determining the independent ECU that controls the aforementioned independent function, The procedure (S18) involves separating the power supply connection path of the portion corresponding to the independent function assigned to the independent ECU within the first connection circuit from the zone ECU and transferring it to the independent ECU, A procedure (S19) to optimize the configuration of the power connection circuit in at least a portion of the wire harness, reflecting the situation after the transfer of the power connection path, A method for designing in-vehicle systems, including the following.

[0121] By applying the above-mentioned [5] in-vehicle system design method to design wire harnesses and the like, it becomes easier to design system configurations that help to miniaturize zone ECUs and reduce the diameter of wire harnesses in each part. For example, it becomes easier to design an in-vehicle connection system 100B with a configuration like that shown in Figure 6, starting from the configuration shown in Figure 1, progressing through the configuration shown in Figure 2.

[0122] Furthermore, the present invention is not limited to the embodiments described above, and can be modified, improved, etc., as appropriate. In addition, the material, shape, dimensions, number, placement, etc. of each component in the embodiments described above are arbitrary and not limited, as long as they can achieve the present invention. [Explanation of Symbols]

[0123] 10, 10A, 10B Zone ECU 10C Small-scale Electronic Unit 11,12 Independent ECU 20 Electrical components 30 Central ECU 35. Car battery 41, 42, 45, 46, 47 Power supply paths Signal paths 43, 44, 44A, 44B, 44C, 48 Signal paths 43-1, 43-2, 43-3 Power supply paths 51, 51A, 52, 52A 60, 70 Outdoor power box 61,62 High Current Control Unit 63, 64, 72, 73 Power supply paths Signal paths 65, 66, 74 71 Large current power supply circuit 75A, 75B, 75C High-current power supply path 81,83 High-current actuators 82 High-current lamps 91, 92, 93, 94 Wire Harness 100, 100A, 100B, 100C, 100D In-vehicle connection system 200 Design Support Systems A1,A2,A3,A4 area CN11, CN12, CN21, CN22, CN31, CN32 connectors CN33 Joint Connector CN41, CN42, CN51, CN52 connectors DB1, DB2, DB3 Data Storage Unit G1, G2 Functional Groups WH, WH1, WH2, WH3 Wire Harness

Claims

1. One or more zone ECUs are located in one of the partitioned areas on the vehicle and control a first device located in the same area, A second device located in one of the aforementioned regions and independent of the control of the zone ECU, is controlled by one or more independent ECUs, which control the second device independently of the division of the region in which the second device is located. A central ECU that manages the zone ECU and the independent ECU, respectively, A first power connection path connecting the onboard power supply and the power inputs of the zone ECU and the central ECU, A second power connection path connects the onboard power supply and the power input of the independent ECU via a separate path independent of the first power connection path, Equipped with, The power supply to the second device is supplied from the independent ECU. In-vehicle connectivity system.

2. Of the second devices mentioned above, a power supply box having a power supply function for a high-current load that consumes a large current, A third power connection path connects the onboard power supply and the power input of the power supply box via a separate path independent of the first and second power connection paths, A fourth power connection path connecting the power output of the power supply box and the high-current load, A signal connection path that connects the control signal of the independent ECU to the power supply box, It also has, The in-vehicle connection system according to claim 1.

3. The device includes a switch signal connection path that connects the signals of at least some of the switches included in the first device to the signal input of the independent ECU. The in-vehicle connection system according to claim 1 or claim 2.

4. Among the first devices, a second power supply box having a power supply function for a second high-current load that consumes a large current, A fifth power connection path connects the onboard power supply and the power input of the second power supply box via a separate path independent of the first and second power connection paths, A sixth power connection path connecting the power output of the second power supply box and the second high-current load, It also has, The in-vehicle connection system according to any one of claims 1 to 3.

5. A procedure for determining multiple regions formed by partitioning the space on a vehicle, A procedure for determining the placement of each zone ECU that controls all equipment located within the respective region, A procedure for determining the placement of a central ECU having the function of centrally managing multiple zone ECUs, A procedure for determining the routing path of a first connection circuit that connects each of the devices located within the area to the corresponding zone ECU, for each of the aforementioned multiple areas, A procedure for selectively extracting, as independent functions, functions that can be separated from the control target of the zone ECU from the equipment in each of the aforementioned multiple regions, A procedure for determining an independent ECU that controls the aforementioned independent function, A procedure for separating the power connection path of the portion corresponding to the independent function assigned to the independent ECU within the first connection circuit from the zone ECU and transferring it to the independent ECU, A procedure for optimizing the configuration of the power connection circuit in at least a portion of the wire harness, reflecting the situation after the transfer of the power connection path, A method for designing in-vehicle systems, including the following.

6. The central ECU performs higher-level processing such as recognition, judgment, and instruction to achieve the first function, and does not perform lower-level processing such as detection, reporting, and operation according to the instruction to achieve the first function. The zone ECU performs the lower-level processing to achieve the first function, and does not perform the higher-level processing to achieve the first function. The independent ECU performs both the higher-level processing and the lower-level processing in order to achieve a second function different from the first function. The in-vehicle connection system according to claim 1.

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