JP2005119334A - In-vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve reliability and safety by continuing normal control action even if a part of connectors in an in-vehicle control system fails. <P>SOLUTION: A plurality of control signal output connectors 32A, 32B are provided on an in-vehicle control unit 12 provided with control circuits 30A-30C creating control signals inputted to an in-vehicle apparatus to output common control signals from the connectors 32A, 32B, respectively. A plurality of control signal input connectors 44A, 44B are provided on an in-vehicle unit 16 provided with in-vehicle apparatuses 42A, 42B acting by receiving control signals inputted from the outside to input common signals to the in-vehicle apparatuses 42A, 42B via the connectors 44A, 44B. The in-vehicle control system is constructed by appropriately connecting the connectors 32A, 32B and the connectors 44A, 44B. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an in-vehicle control system including a vehicle steering system and a brake system.

In recent years, the digitization of vehicles has been remarkable, and the development of electronic control systems using electric actuators such as motors as steering actuators and brake actuators has been underway. For example, Patent Document 1 discloses a steering motor that changes a steering angle of a wheel by moving a steering shaft, a rotary encoder that detects a rotation operation angle of a steering shaft, and the steering motor based on the detected operation angle. A vehicle steering system including a steering control unit that controls the driving of the vehicle is disclosed.
JP 2000-280926 A (pages 3 to 5, FIG. 1)

  For example, when assembling a system in which a control signal is transmitted from an in-vehicle control unit having a control circuit to another in-vehicle unit as the in-vehicle control system as described above, the specific wiring As a structure, a structure in which a connector is provided in each unit and the connectors are connected by a cable or a wire harness is generally used.

  However, in such a wiring structure, if any one of the connectors fails due to an accident or the like, it becomes impossible to transmit a control signal from the in-vehicle control unit to the in-vehicle unit. There is a risk that the whole will not function. Therefore, the development of technology for maintaining the normal operation of the entire system regardless of the failure of some of these connectors is a major issue.

  As means for solving the above-mentioned problems, the present invention provides a control circuit for generating a control signal input to an in-vehicle device, and a plurality of control signal outputs arranged at positions separated from each other and connected to the control circuit, respectively. A vehicle-mounted control unit configured to output a common control signal from each of these control signal output connectors.

  This in-vehicle control unit is configured so that a common control signal is output from each control signal output connector, so even if one of the control signal output connectors fails, another control signal output Control signal output from the connector can be continued.

  In this in-vehicle control unit, it is more preferable that the control signal output connectors are arranged in different directions. According to this configuration, for example, even if a control signal output connector that faces the direction due to an impact applied from one direction due to a vehicle collision, the other control signal output connector faces another direction. Therefore, the probability that the other control signal output connector survives can be increased.

  The present invention also includes an in-vehicle device that operates in response to a control signal input from the outside, and a plurality of control signal input connectors that are arranged at positions separated from each other and connected to the in-vehicle device. The vehicle-mounted unit is configured such that a common control signal is input to the vehicle-mounted device through a signal input connector.

  In addition, in this in-vehicle device, in addition to devices such as actuators that are directly driven in response to the input of the control signal, a new control signal is created based on the input control signal and output to another in-vehicle device Also included is a control device.

  In this in-vehicle control unit, since a common control signal is input to the in-vehicle device through each control signal input connector, even if one of the control signal input connectors fails, other control The input of the control signal to the in-vehicle device can be continued through the signal input connector.

  Also in this in-vehicle control unit, it is more preferable that the control signal input connectors are arranged so as to face different directions. According to this configuration, for example, even if a control signal input connector that faces the direction due to an impact applied from one direction due to a collision of the vehicle breaks down, the other control signal input connector faces another direction. Therefore, the probability that the other control signal output connector survives can be increased.

  The present invention also includes the in-vehicle control unit and the in-vehicle unit, wherein each control signal output connector of the in-vehicle control unit is at least one of the control signal input connectors of the in-vehicle unit. It is configured so that a common control signal is input from the control signal output connector to the control signal input connector, and each control signal input connector of the in-vehicle unit is connected to the in-vehicle control unit. The vehicle-mounted control system is configured to be connected to at least one of the control signal output connectors so that a common control signal is input from the control signal output connector to the control signal input connector.

  According to this in-vehicle control system, even if one of the control signal output connectors in the in-vehicle control unit breaks down, the other control signal output connector passes through the control signal input connector in the in-vehicle unit to the in-vehicle device. The input of the control signal can be continued. In addition, even if one of the control signal input connectors in the in-vehicle unit fails, the control signal input from the control signal output connector in the in-vehicle control unit can be input to the in-vehicle device through another control signal input connector. Can continue. That is, even when either the control signal output connector or the control signal input connector fails, transmission of the control signal from the in-vehicle control unit to the in-vehicle unit can be continued.

  The in-vehicle control unit or the in-vehicle unit may be singular, but includes a plurality of in-vehicle control units, and each control signal output connector of each in-vehicle control unit is connected to at least one control signal input connector. However, even if any of the in-vehicle control units breaks down, the remaining in-vehicle control units can maintain the output of the control signal to the in-vehicle units, and the fail-safe function is further enhanced. Similarly, when a plurality of the in-vehicle units are provided, and each control signal input connector of each in-vehicle unit is connected to at least one control signal output connector, any of the in-vehicle units has failed. Even if the control signals are input to the remaining in-vehicle units, the normal operation of the entire system can be maintained, and the fail-safe function is further enhanced.

  As the vehicle-mounted control system shown above, for example, the vehicle-mounted control unit includes a steering operation unit that creates and outputs a steering control signal based on the operation content of the steering operation member, A steering system including a steering drive unit that changes a steering angle of a wheel in accordance with an input of a steering control signal is preferable. In this steering system, when input of a steering control signal from the steering operation unit to the steering drive unit is interrupted, steering by the operation of the steering operation member is substantially disabled. Therefore, by applying the present invention to the system, Reliability and safety can be greatly improved.

  The present invention is also a vehicle including an in-vehicle control system having the steering operation unit and the steering drive unit, wherein the steering drive unit changes a steering angle of at least a front wheel. The steering operation unit is arranged in the front half of the vehicle, and all control signal input connectors and control signal output connectors are oriented toward the rear of the vehicle, oriented toward the inside of the vehicle width direction, and obliquely rearward toward the inside of the vehicle width direction. It is arrange | positioned with the attitude | position of the attitude | position which faces to.

  According to this vehicle, even if a large impact is applied from the front to the front half of the vehicle where the steering operation unit and the steering drive unit are disposed, for example, the connectors in each unit are all rearward, inward, or Since they are arranged in the direction between them, the probability of failure of these connectors can be effectively reduced.

  As described above, according to the present invention, even when a failure occurs in some connectors, the probability that the normal operation of the entire system can be maintained by the remaining connectors can be dramatically increased. There is an effect that an in-vehicle control system excellent in reliability and safety can be constructed.

  Embodiments according to the present invention will be described with reference to the drawings. In this embodiment, the present invention is applied to a vehicle steering system. However, the present invention can be similarly applied to other vehicle-mounted control systems such as a brake control system and a power window control system. It is.

  The steering system shown in FIG. 1 includes a steering operation unit 12 provided in the passenger compartment 10 and steering drive units 16 and 18 provided in the engine room 14.

  The steering operation unit 12 detects a steering shaft 22 provided with a steering wheel 20 at an end, two motors 26A and 26B for applying a reaction force to the steering shaft 22, and a rotation operation angle of the steering shaft 22. Three operation angle sensors 28A, 28B, and 28C, and three ECUs having a control circuit that is individually connected to these operation angle sensors 28A, 28B, and 28C and generates a steering control signal based on the detected operation angle ( Electronic control unit) 30A, 30B, 30C. The ECUs 30A and 30B also serve as control devices that control the driving of the motors 26A and 26B. Here, the motors 26A, 26B, the operation angle sensors 28A, 28B, 28C, and the ECUs 30A, 30B, 30C are low voltage loads with a rated voltage of 14V.

  A specific structure of the steering operation unit 12 is shown in FIG. At the rear part of the steering shaft 22, rotary plates 23A and 23C for detecting the rotational operation angle are arranged in front and rear, and a gear 24 is fixed in front of the rotary plates. On the other hand, the motors 26A and 26B are arranged on the left and right sides, and the bearings for rotatably supporting the rear portion of the steering shaft 22 (the portion sandwiched between the rotating plates 23A and 23C) on the upper surface by connecting the housings to each other. A groove 21 is formed.

  Gears 27A and 27B are connected to the output shafts of the motors 26A and 26B via clutches 25A and 25B, and the gear 24 on the steering shaft 22 side is meshed with both the gears 27A and 27B. Therefore, when the motors 26A and 26B are operated, both the motors 26A and 26B cooperate to apply an operation reaction torque to the steering shaft 22.

  A detection control unit 29 is disposed above the motors 26A and 26B. The detection control unit 29 includes the ECUs 30A, 30B, 30C and operation angle sensors 28A, 28B, 28C. The operation angle sensors 28A and 28B are arranged so as to be positioned above the rotary plate 23A, and detect the rotation angle of the rotary plate 23A, that is, the rotation operation angle of the steering shaft 22. Similarly, the operation angle sensor 28C is arranged to be positioned above the rotating plate 23C, and detects the rotation angle of the rotating plate 23C, that is, the rotation operation angle of the steering shaft.

  In the detection control unit 29, two connectors (control signal output connectors) 32A and 32B as shown in FIG. 2A are provided at positions separated from each other on the outer wall, and the detection control is performed from the connector 32A. Power supply lines 33A, 33B, 33C for supplying power to the ECUs 30A, 30B, 30C of the unit 29, and signal lines 35A, 35B for outputting control signals from the ECUs 30A, 30B, 30C to the connector 32A, 35C, power lines 34A, 34B, 34C for supplying power from the connector 32B to the ECUs 30A, 30B, 30C, and signal lines 36A for outputting control signals from the ECUs 30A, 30B, 30C to the connector 32B , 36B, 36C, and the power supply lines 33A, 33B and the power supply 34A, so that the motor 26A, also power supply to 26B are performed through 34B.

  That is, both connectors 32A and 32B are connected to common ECUs 30A, 30B and 30C, respectively. In the illustrated example, the connector 32A is arranged in a posture facing the inner side (center side) in the width direction of the vehicle, and the connector 32B is arranged in a posture facing the rear of the vehicle.

  Note that the in-vehicle control unit according to the present invention does not necessarily include a plurality of control circuits, and may include, for example, only one of the ECUs 30A, 30B, and 30C.

  The steering drive unit 16 includes two motors 38A, 38B for changing the steering angle of the left and right front wheels by sliding a rack shaft 15 extending in the left-right direction at the front of the vehicle as shown in FIG. 15 steering positions (that is, values corresponding to the steering angles of the left and right front wheels), two steering angle sensors 40A and 40B, and these steering angle sensors 40A and 40B, which are individually connected and detected Two ECUs (Electronic Control Units) 42A, which are vehicle-mounted devices that create drive control signals for controlling the drive of the motors 38A, 38B based on the corners and the steering control signals input from the steering operation unit 12 42B. The output shafts of the motors 38A and 38B are connected to the rack portion of the rack shaft 15 via speed reducers 39A and 39B shown in FIG.

  The steering drive unit 18 slides the rack shaft 15 to change the steering angle of the left and right front wheels, and the slide position of the rack shaft 15 (that is, a value corresponding to the steering angle of the left and right front wheels). The steering angle sensor 40C for detecting the steering angle and the steering angle sensor 40C are connected to the steering angle sensor 40C, and the driving of the motor 38C is controlled based on the detected steering angle and a steering control signal input from the steering operation unit 12. ECU (Electronic Control Unit) 42C, which is an in-vehicle device that generates a drive control signal for the purpose. The output shaft of the motor 38C is connected to the rack portion of the rack shaft 15 via a speed reducer 39C shown in FIG.

  Among the loads, the motors 38A, 38B, and 38C are high voltage loads with a rated voltage of 42V, and the operation angle sensors 40A, 40B, and 40C and the ECUs 42A, 42B, and 42C are low voltage loads with a rated voltage of 14V. ing.

  As shown in FIG. 4, a control unit 37 including the ECUs 42 </ b> A and 42 </ b> B is provided on the steering drive unit 16. In the control unit 37, two connectors (control signal input connectors) 44A and 44B as shown in FIG. 2B are provided at positions separated from each other on the outer wall, and the motors 38A and 38B are respectively connected from the connector 44A. Control signals are input to the power supply lines 45A and 45B for supplying 42V power, the power supply lines 47A and 47B for supplying 14V power from the connector 44A to the ECUs 42A and 42B, respectively, and the connectors 44A to the ECUs 42A and 42B, respectively. Signal lines 49A and 49B for power supply, power supply lines 46A and 46B for supplying 42V power from the connector 44B to the motors 38A and 38B, respectively, and 14V power for supplying power to the ECUs 42A and 42B from the connector 44B, respectively. Power lines 48A and 48B and the connector ECU42A from 44B, the signal line 50A for inputting the control signals to 42B, and the 50B is routed.

  That is, both connectors 44A and 44B are connected to the common ECUs 42A and 42B, respectively. In the illustrated example, the connector 44A is arranged in a posture facing the rear of the vehicle, and the connector 44B is arranged in a posture facing the inner side (center side) in the width direction of the vehicle.

  Similarly, a control unit 51 including the ECU 42 </ b> C is provided on the steering drive unit 18. In the controller 51, two connectors (control signal input connectors) 52A and 52B as shown in FIG. 2C are provided at positions separated from each other on the outer wall, and the motor in the housing 51 is connected from the connector 52A. A power line 53 for supplying 42V power to 38C, a power line 55 for supplying 14V power from the connector 52A to the ECU 42C, and a signal line 57 for inputting a control signal from the connector 52A to the ECU 42C; A power line 54 for supplying 42V power from the connector 52B to the motor 38C, a power line 56 for supplying power from the connector 52B to the ECU 42C, and a control signal for inputting a control signal from the connector 52B to the ECU 42C. A signal line 58 is routed.

  That is, both connectors 52A and 52B are connected to a common ECU 42C. In the illustrated example, the connector 52A is arranged in a posture facing the inner side (center side) in the width direction of the vehicle, and the connector 52B is arranged in a posture facing the rear of the vehicle.

  However, in FIG. 1, for convenience, the connectors 32A, 32B, 44A, 44B, 52A, 52B are schematically drawn backward.

  Next, a bus line connecting the steering operation unit 12 and the steering drive units 16 and 18 will be described.

  The left connector 32A of the steering operation unit 12 is connected to the connector 44A of the left steering drive unit 16 via signal lines 61A and 62A arranged on the left side of the steering operation unit 12. The unit 12 is connected to the connector 52A of the right steering drive unit 18 via signal lines 63A and 64A arranged on the left side of the unit 12. Here, the signal lines 61A and 62A and the signal lines 63A and 64A are connected in series via a connector 60A, and the signal lines 62A and 64A are connected to the vehicle body panel 13 between the vehicle compartment 10 and the engine room 14. Is routed across the vehicle compartment 10 and the engine room 14 so as to penetrate a grommet 66A provided on the left side of the vehicle.

  Similarly, the right connector 32B of the steering operation unit 12 is connected to the connector 44B of the left steering drive unit 16 via signal lines 61B and 62B arranged on the right side of the steering operation unit 12. Similarly, it is connected to the connector 52B of the right steering drive unit 18 through signal lines 63B and 64B arranged on the right side of the steering operation unit 12. Here, the signal lines 61B and 62B and the signal lines 63B and 64B are connected in series via a connector 60B, and the signal lines 62B and 64B pass through a grommet 66B provided on the right side of the vehicle body panel 13. In this way, it is routed across the vehicle compartment 10 and the engine compartment 14.

  Next, power supply lines for the units 12, 16, 18 will be described.

  In this circuit, in addition to an alternator (not shown) as a power source, a front battery 72F disposed in the engine room 14 and a rear battery 72R disposed at the rear of the vehicle are provided, and both batteries 72F and 72R have 12V batteries. (14V system power supply) is used. A distributor 74F is interposed between the alternator and the front battery 72F, and a DC / DC converter and distributor 74R (not shown) are interposed between the alternator and the rear battery 72R.

  The power output from the front battery 72F is distributed from the distributor 74F to each on-board load. Further, for a high voltage load having a rated voltage of 42V, the output voltage of the distributor 74F is a DC / DC converter for boosting. The voltage is boosted by 76F and then distributed. Similarly, the electric power output from the rear battery 72R is distributed from the distributor 74R to each on-board load. Further, for a high voltage load having a rated voltage of 42V, the output voltage of the distributor 74R is used for boosting. The voltage is boosted by the DC / DC converter 76R and then distributed.

  Specifically, the output terminal of the power distributor 74F is connected to the connector 32A of the steering operation unit 12 via the 14V power lines (low voltage power lines) 77F and 78F, and the 14V power line (low voltage power line). ) Connected to the connectors 44A and 52A of the steering drive units 16 and 18 through 82F and 84F, respectively.

  The power lines 77F and 78F are connected to each other in series by the connector 60A, and the power line 77F is routed across the vehicle compartment 10 and the engine room 14 so as to penetrate the grommet 66A.

  The output terminal of the distributor 74R is connected to the connector 32B of the steering operation unit 12 via 14V power lines (low voltage power lines) 77R and 78R, and 14V power line (low voltage power line) 82R. , 83R are connected to the connector 44B of the steering drive unit 16, and are also connected to the connector 52B of the steering drive unit 18 via 14V power lines (low voltage power lines) 84R, 85R.

  Here, the power lines 77R and 78R are connected in series by a connector 80, the power lines 82R and 83R are connected in series by a connector 85, and the power line 83R passes through the grommet 66A. It is routed across the vehicle compartment 10 and the engine compartment 14. The power lines 84R and 85R are connected to each other in series by a connector 86, and the power line 85R penetrates the grommet 66B provided on the right side of the vehicle body panel 13 so as to penetrate the vehicle compartment 10 and the engine room 14. It is routed across.

  On the other hand, the output terminal of the DC / DC converter 76F connected to the distributor 74F is connected to the connectors 44A and 52A of the steering drive units 16 and 18 via the 42V power lines (high voltage power lines) 94F and 96F, respectively. Each is connected. The output terminal of the DC / DC converter 76R connected to the distributor 74R is connected to the connector 44B of the steering drive unit 16 via a 42V power line (high voltage power line) 94R and 95R. It is connected to the connector 52B of the steering drive unit 18 through 42V power lines (high voltage power lines) 96R and 97R.

  The power lines 94R and 95R are connected to each other in series by the connector 85, and the power line 95R is routed across the vehicle compartment 10 and the engine room 14 so as to penetrate the grommet 66A. The power lines 96R and 97R are connected to each other in series by the connector 86, and the power line 97R is routed across the vehicle compartment 10 and the engine room 14 so as to penetrate the grommet 66B.

  Next, the operation of this steering system will be described.

1) Power supply to each device A part of the power output from the front battery 72F is directly connected to the low voltage power lines 78F, 82F, 84F directly from the power distributor 74F (that is, not via the DC / DC converter 76F). These are respectively sent to the connector 32A of the steering operation unit 12 and the connectors 44A and 52A of the steering drive units 16 and 18, from which the ECUs 30A, 30B and 30C of the steering operation unit 12 and the steering drive units 16 and 18 are connected. It is supplied to the ECUs 42A, 42B, 42C. Further, a part of the electric power output from the battery 72F is further boosted from the distributor 74F via the DC / DC converter 76F and then connected to the connectors of the steering drive units 16 and 18 through the high voltage power lines 94F and 96F. 44A and 52A are supplied to the motors 38A, 38B and 38C of the units 16 and 18 from these connectors.

  Similarly, a part of the power output from the rear battery 72R is directly connected to the connector of the steering operation unit 12 through the low-voltage power lines 77R and 78R directly from the power distributor 74R (that is, not via the DC / DC converter 76R). 32B, sent to the connector 44B of the steering drive unit 16 through the low voltage power lines 82R and 83R, and sent to the connector 52B of the steering drive unit 18 through the low voltage power lines 84R and 85R. 32B, 44B and 52B are supplied to the ECUs 30A, 30B and 30C of the steering operation unit 12 and the ECUs 42A, 42B and 42C of the steering drive units 16 and 18, respectively. Further, part of the electric power output from the battery 72R is further boosted from the distributor 74R via the DC / DC converter 76R and then to the connector 44B of the steering drive unit 16 through the high voltage power lines 94R and 95R. At the same time, it is sent to the connector 52B of the steering drive unit 18 through the high voltage power lines 96R, 97R, and is supplied to the motors 38A, 38B, 38C of the units 16, 18 from these connectors 44B, 52B.

2) Steering control The ECUs 30A, 30B, and 30C shown in FIG. 2A respectively perform steering control based on detection signals output from the rotation operation angle sensors 28A, 28B, and 28C (the same signals as each other if the sensors are normal). A signal is generated, and the signal is sent to the connector 32A through the signal lines 35A, 35B, and 35C, and is sent to the connector 32B through the signal lines 36A, 36B, and 36C. That is, since the common steering control signals sent from the ECUs 30A, 30B, 30C are output from the connectors 32A, 32B, even if one of the connectors 32A, 32B fails, the normal steering control signal is output from the other connector. It is possible to continue output.

  The steering control signal output from the connector 32A is input to the connector 44A of the steering drive unit 16 through the signal lines 61A and 62A shown in FIG. 1, and is input to the connector 52A of the steering drive unit 18 through the signal lines 63A and 64A. The The steering control signal output from the connector 32B is input to the connector 44B of the steering drive unit 16 through the signal lines 61B and 62B, and is input to the connector 52B of the steering drive unit 18 through the signal lines 63B and 64B.

  In the steering drive unit 16 shown in FIG. 2B, the steering operation signal input to the connector 44A is input to the ECUs 42A and 42B through the signal lines 49A and 49B, respectively, and the steering operation signal input to the connector 44B is the signal line. Input to ECUs 42A and 42B through 50A and 50B. That is, since a common steering control signal is input from the connectors 44A and 44B to the ECUs 42A and 42B, even if one of the connectors 44A and 44B breaks down, the steering control is normally performed from the other connector to the ECUs 42A and 42B. A signal will be input. The ECUs 42A and 42B to which the steering control signal is input, respectively, based on a comparison between the steering control signal and a detection signal (detection signal regarding the wheel steering angle) output from the steering angle sensors 40A and 40B. , 38B are feedback-controlled.

  Similarly, in the steering drive unit 18 shown in FIG. 5C, the steering operation signals input to the connectors 52A and 52B are input to the common ECU 42C through the signal lines 57 and 58. Even if one of them fails, the steering control signal is normally input from the other connector to the ECU 42C. The ECU 42C also feedback-controls the driving of the motor 38C based on a comparison between the steering control signal and a detection signal (detection signal for the wheel steering angle) output from the steering angle sensor 40C.

  By the feedback control of the motors 38A to 38C as described above, a steering operation that associates the rotational operation angle of the steering wheel 20 with the front wheel steering angle is realized. In addition, a plurality of motors 38A, 38B, 38C are provided as electric actuators for that purpose, and the steering operation is performed by the cooperation of these motors, so that it is guaranteed that the steering operation can be continued even if one of the motors fails. Is done.

  On the other hand, detection signals from the steering angle sensors 40A and 40B are output from the ECUs 42A and 42B. These detection signals are transmitted from the steering operation unit 12 along the route of the connector 44A → the signal lines 62A and 61A → the connector 32A. The signals are input to the ECUs 30A, 30B, and 30C, and are also input to the ECUs 30A, 30B, and 30C through the path of the connector 44B → the signal lines 62B and 61B → the connector 32B. Similarly, detection signals of the respective steering angle sensors 40C are output from the ECU 42C, and the detection signals are output from the ECUs 30A, 30B, and 30B of the steering operation unit 12 through the path of the connector 52A → the signal lines 64A and 63A → the connector 32A. In addition to being input to 30C, it is also input to each of the ECUs 30A, 30B, and 30C through the path of the connector 52B → the signal lines 64B and 63B → the connector 32B. The ECUs 30A and 30B of the steering operation unit 12 cooperate to perform drive control of the motors 26A and 26B, that is, control of the rotational reaction force applied to the steering shaft 22 based on the detected steering angle input through the path. .

  That is, the connectors 44A, 44B, 52A, and 52B according to this embodiment function as control signal input connectors to which steering control signals are input, and output signals for reaction force control, that is, steering angle detection signals. In contrast, the connectors 32A and 32B function as control signal output connectors for outputting a steering control signal, and a steering angle detection signal for reaction force control is input. It is also used as a control signal input connector.

  According to the steering system shown above, even if some connectors break down due to breakage or the like, the probability that normal control signal transmission / reception can be maintained by the remaining connectors can be increased, thereby improving reliability and safety. An in-vehicle control system can be constructed.

  In particular, in the connector arrangements shown in FIGS. 3 and 4, the connectors 32A, 32B, 44A, 44B, 52A, and 52B all face the rear of the vehicle or the center in the width direction. Even if an impact is applied, the connector is not easily damaged.

  In the example shown in FIG. 1, a steering system including one steering operation unit 12 and two steering drive units 16 and 18 is shown. However, the in-vehicle control system according to the present invention provides an in-vehicle control that outputs a control signal. There may be a single unit and a single in-vehicle unit to which the control signal is input, or a plurality of in-vehicle control units and in-vehicle units may exist.

  FIG. 5 shows an example of an in-vehicle control system that includes two in-vehicle control units C1 and C2 that output a common control signal and two in-vehicle units U1 and U2 that operate in response to the input of the common control signal. Is shown.

  Among these, in FIG. 4A, unlike the present invention, the control signal output connector 101 provided in the in-vehicle control unit C1 and the control signal input connector 111 provided in the in-vehicle unit U1 are connected in a one-to-one relationship. Similarly, a comparative example in which the control signal output connector 102 provided in the in-vehicle control unit C2 and the control signal input connector 112 provided in the in-vehicle unit U2 are connected one-on-one is shown. In this example, the input of the control signal to the in-vehicle unit U1 becomes impossible only when at least one of the connectors 101, 111 fails, and the control signal to the in-vehicle unit U2 only when at least one of the connectors 102, 112 fails. Input is disabled.

  In the example shown in FIG. 6B, unlike the present invention, each unit C1, C2, U1, U2 is provided with only a single connector 101, 102, 111, 112, but the control signal output connector 101 is provided. Is connected not only to the control signal input connector 111 but also to the control signal input connector 112. Similarly, the control signal output connector 102 is connected to not only the control signal input connector 112 but also the control signal input connector 111. It is a comparative example. Also in this example, when either of the control signal input connectors 111 and 112 fails, the control signal cannot be input to the in-vehicle unit U1 or U2 provided with the connector, and the control signal output connector When either one of 101 and 102 fails, the control signal cannot be output from the in-vehicle control unit C1 or C2 provided with the connector.

  On the other hand, as shown in FIG. 5C, the in-vehicle control unit C1 is provided with two control signal output connectors 101A and 101B, and the in-vehicle control unit C2 is provided with two control signal output connectors 102A and 102B. The in-vehicle unit U1 is provided with two control signal input connectors 111A and 111B, the in-vehicle unit U2 is provided with two control signal input connectors 112A and 112B, and the control signal output connector 101A is for control signal input. The control signal output connector 101B is connected to the control signal input connector 112A, the control signal output connector 102A is connected to the control signal input connector 111B, and the control signal output connector 102B is connected to the connector 111A. If it is configured to be connected to the connector 112B For example, even if one of the control signal output connectors 101A and 101B fails, the output of the control signal can be continued from the other connector, and if either one of the control signal input connectors 111A and 111B fails The input of the control signal to the in-vehicle unit U1 can be continued through the other connector.

  Further, if the control signal output connector (for example, connector 101A) is connected to a plurality of control signal input connectors, or the control signal input connector (for example, connector 111A) is connected to a plurality of control signal output connectors. The probability that normal control operation can be maintained regardless of the failure of some connectors can be further increased.

It is a lineblock diagram showing the steering system of vehicles concerning an embodiment of the invention. (A) is a block diagram of a steering operation unit included in the steering system, and (b) and (c) are block diagrams of a steering drive unit included in the system. It is a perspective view which shows the structure of the said steering operation unit. It is a perspective view which shows the structure of the said steering drive unit. (A) (b) is a figure which shows the comparative example of the vehicle-mounted control system provided with several vehicle-mounted control units and vehicle-mounted units, (c) is the vehicle-mounted control system concerning this invention provided with the some vehicle-mounted control units and vehicle-mounted units. It is a figure which shows the example of.

Explanation of symbols

12 Steering operation unit (vehicle-mounted control unit)
16, 18 Steering drive unit (in-vehicle unit)
30A, 30B, 30C ECU (control circuit)
32A, 32B connector (control signal output connector)
42A, 42B, 42C ECU (vehicle equipment)
44A, 44B, 52A, 52B Connector (control signal input connector)
C1, C2 In-vehicle control unit U1, U2 In-vehicle unit 101A, 101B, 102A, 102B Control signal output connector 111A, 111B, 112A, 112B Control signal input connector

Claims (9)

  A control circuit for creating a control signal to be input to an in-vehicle device, and a plurality of control signal output connectors arranged at positions separated from each other and connected to the control circuit, respectively, from these control signal output connectors An in-vehicle control unit characterized in that a common control signal is output.   The in-vehicle control unit according to claim 1, wherein the control signal output connectors are arranged to face in different directions.   An in-vehicle device that operates in response to a control signal input from the outside, and a plurality of control signal input connectors that are arranged at positions separated from each other and connected to the in-vehicle device, and through these control signal input connectors A vehicle-mounted unit characterized in that a common control signal is input to the vehicle-mounted device.   4. The in-vehicle unit according to claim 3, wherein the control signal input connectors are arranged to face different directions.   An in-vehicle control unit according to claim 1 and an in-vehicle unit according to claim 3 or 4, wherein each control signal output connector of the in-vehicle control unit is a control signal input connector of the in-vehicle unit. The control signal input connector is connected to at least one of the control signal output connectors and a common control signal is input to the control signal input connector. Is connected to at least one of the control signal output connectors of the in-vehicle control unit, and a common control signal is input from the control signal output connector to the control signal input connector. An in-vehicle control system characterized by this.   6. The in-vehicle control system according to claim 5, further comprising a plurality of the in-vehicle control units including a common control circuit, wherein each control signal output connector of each in-vehicle control unit is connected to at least one control signal input connector. An in-vehicle control system characterized by   The in-vehicle control system according to claim 5 or 6, comprising a plurality of in-vehicle units including common in-vehicle devices, wherein each control signal input connector of each in-vehicle unit is connected to at least one control signal output connector. An in-vehicle control system characterized by   8. The in-vehicle control system according to claim 5, wherein the in-vehicle control unit includes a steering operation unit that generates and outputs a steering control signal based on an operation content of a steering operation member. The vehicle-mounted control system, wherein the unit includes a steering drive unit that changes a steering angle of a wheel in accordance with the input of the steering control signal. 9. A vehicle comprising the on-vehicle control system according to claim 8, wherein the steering drive unit changes at least a steering angle of a front wheel, and the steering drive unit and the steering operation unit are arranged in a front half of the vehicle. In addition, all control signal input connectors and control signal output connectors are arranged in one of a posture that faces the rear of the vehicle, a posture that faces the inner side in the vehicle width direction, and a posture that faces obliquely rearward in the vehicle width direction. A vehicle equipped with an in-vehicle control system.