Patent Publication Number: US-2019173240-A1

Title: In-vehicle control system and wire harness

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application claims priority from Japanese Patent Application No. 2017-232892 filed on Dec. 4, 2017, the entire contents of which are incorporated herein by reference. 
     BACKGROUND OF THE INVENTION 
     Field of the Invention 
     The present invention relates to an in-vehicle control system and a wire harness. 
     Description of Related Art 
     Generally, in a vehicle, electrical components such as various loads, switches, sensors, electronic control units (ECUs), and the likes are arranged in various areas such as a door, a roof, a floor, and a seat. Further, electrical components of the respective areas are connected to each other via a wire harness, so that necessary electric power is respectively supplied to such electrical components from a vehicle side, a plurality of electrical components can communicate with each other, and necessary signals can be input and output. 
     When a control function such as a microcomputer is arranged for each area, it is possible to cope with the difference of the electrical components in each area according to, for example, the difference in the type of a vehicle or the change in the specification only by changing the software of the microcomputer or the like. However, when the microcomputers in respective areas are commonly connected to the same network on the vehicle, it is necessary to assign identification information such as a unique ID or the like to the microcomputer of each area and perform appropriate control for each ID. 
     Meanwhile, in a vehicle, there is a possibility of adding various pieces of equipment besides basic equipment, as optional equipment, with specification change, or according to the needs of a user. Therefore, it is necessary to supply electric power to additional equipment, generate a signal for controlling the equipment, and enable communication. 
     For example, the patent document 1: JP-A-2014-166019 relates to a wire harness and an electronic control device and discloses a technique for easily adding an electronic device. In addition, a vehicle harness structure of the patent document 1 discloses a technique for achieving commonality of the wire harness article numbers and eliminating the attachment of a wire harness. 
     [Patent Document 1] JP-A-2014-166019 
     According to a related art, in an in-vehicle control system including a wire harness, when a power supply box which supplies electric power to a downstream side or a subordinate cable is designed, it is necessary to determine the number of circuits in each part, the function to be installed, the connection form, and the like in advance supposing various pieces of equipment which may be added. 
     Therefore, as in the configuration illustrated in  FIG. 2  of the patent document 1, for example, a plurality of connectors are provided in a power supply box and a plurality of ECUs are respectively connected to the connectors via electric wires having different wire harnesses. Then, auxiliary devices such as various electronic devices are connected to the downstream side of each ECU. 
     In other words, the total number of connectors to be equipped in a power supply box, the number of electric wires of a wire harness, and the like must be predetermined according to additional equipment supposed at the time of designing. Therefore, when supposed equipment is too much, unnecessary connectors and electric wires not used are increased, and thus the cost of the system is increased. In addition, when the supposed equipment is insufficient, the equipment which can be added is limited, and thus it becomes difficult to respond to the specification changes and the request from a user. 
     In addition, as illustrated in FIG. 1 of the patent document 1, for example, when a control function is installed in a joint box, it is necessary to respectively install a standard control unit and an extended control unit. Here, with respect to the extended control unit, design must be made previously assuming various pieces of equipment which may be added. Alternatively, when there is a necessity for a specification change or the like, it is necessary to decide the function and configuration of a new extended control unit as a design change. 
     In other words, it is difficult to optimize the configuration when a power supply box or a subordinate cable is designed, and it is necessary to design new power supply boxes and cables of different configurations and to increase the types of parts which is brought about by a specification change of a vehicle, addition of equipment to be connected, and the like. Therefore, there is a concern that development man-hours accompanying reservation design of additional equipment increase, or the management cost or the cost of parts increases as the number of the types of parts increases. 
     SUMMARY 
     One or more embodiments provide an in-vehicle control system and a wire harness which can flexibly cope with additions and changes of equipment which are unexpected at the time of design without an accompanying substantial configuration change. 
     In an aspect (1), an in-vehicle control system includes a power distribution box which supplies electric power to a downstream side, an in-vehicle device having one or more loads, and a connection cable which connects the power distribution box to the in-vehicle device disposed in the downstream side of the power distribution box. The power distribution box includes a host controller. At least one connector attached to the connection cable includes a connector control unit. The host controller acquires via the connection cable and holds connector identification information previously assigned to the connector control unit. 
     According to the aspect (1), the host controller can acquire the connector identification information given to the connector control unit of the connector connected to the downstream side thereof. Therefore, information necessary for controlling the in-vehicle device actually connected to the further downstream side of the connector control unit can be specified by the connector identification information. Thus, even when a new in-vehicle device which is not supposed at the time of designing is connected to the downstream side of the host controller, the host controller can appropriately control the in-vehicle device. As a result, it is possible to reduce the development man-hours accompanying reservation design of additional equipment. In addition, since there is no need to preliminarily incorporate parts which are less likely to be used in the power distribution box, the cost of parts can be reduced. 
     In an aspect (2), the power distribution box includes a plurality of standardized insertion ports to which one end of the connection cable is connectable. The host controller acquires the connector identification information via the connection cable according to a common control procedure even when the connection cable is connected to any of the plurality of standardized insertion ports. 
     According to the aspect (2), the specifications of the plurality of insertion ports are standardized. Thus, when each in-vehicle device is connected to the power distribution box via the connection cable, each connection cable can be connected to any of the plurality of insertion ports. Therefore, there is no mistake of the connection destination when the connection cable is connected and the cost of parts can also be reduced by standardized parts. 
     In an aspect (3), the connection cable includes a branch portion which branches to a plurality of paths. A plurality of the connectors are respectively connected to the plurality of the paths in the downstream side. A plurality of the connector identification information which is different is respectively assigned to the plurality of the connectors. A plurality of the in-vehicle devices are respectively connected to the plurality of the connectors. 
     According to the aspect (3), even when a plurality of insertion ports are not prepared in advance in the power distribution box, it is possible to connect a plurality of in-vehicle devices respectively or add in-vehicle devices by increasing the number of connectors connected to the branch destination of the connection cable. 
     In an aspect (4), the in-vehicle device includes a plurality of the loads or signal input devices. The connector control unit controls the plurality of the loads or the signal input device according to an instruction from the host controller. 
     According to the aspect (4), even when in-vehicle devices of various specifications with different number and types of loads and signal input devices are connected to the downstream side of the power distribution box, the difference in the specifications of respective in-vehicle devices can be absorbed by the control of the connector control unit. Therefore, it becomes easy to standardize the connection specifications between the host controller and the respective connector control units. 
     In an aspect (5), the host controller has a plurality of control operations which respectively correspond to the plurality of the connector identification information. The host controller controls the connector control unit with the control operation which is selected according to the connector identification information acquired via the connection cable. 
     According to the aspect (5), the host controller can execute appropriate control for each of a plurality of in-vehicle devices of different types and specifications by selecting one of the control operations according to the corresponding connector identification information. In addition, when a new control operation is added to the host controller, it also becomes possible to connect new additional equipment which is not supposed at the time of designing. 
     According to one or more embodiments, it is possible to flexibly cope with additions and changes of equipment which are unexpected at the time of designing, without substantial configuration changes. Therefore, it is possible to reduce the development man-hours accompanying reservation design of additional equipment. In addition, since there is no need to preliminarily incorporate parts which are less likely to be used in the power distribution box, the cost of parts can be reduced. 
     The invention has been briefly described above. Further, the details of the invention will be further clarified by reading the mode for carrying out the invention described below with reference to the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a plan view illustrating a specific example of a layout of major electrical components on a vehicle; 
         FIG. 2  is a block diagram illustrating a configuration example of an in-vehicle control system; 
         FIG. 3  is a block diagram illustrating another example of the configuration of the in-vehicle control system; 
         FIG. 4  is a sequence diagram illustrating an operation example of the in-vehicle control system; 
         FIGS. 5A and 5B  are configuration diagrams illustrating an example of a connection cable; 
         FIG. 6  is a perspective view illustrating an example of a power distribution box; and 
         FIGS. 7A and 7B  are configuration diagrams illustrating another example of the connection cable. 
     
    
    
     DETAILED DESCRIPTION 
     A specific embodiment relating to the invention will be described below with reference to the drawings. 
     [Arrangement Example of Major Electrical Components in Vehicle] 
     A specific example of a layout of major electrical components on a vehicle is illustrated in  FIG. 1 .  FIG. 1  illustrates a state in which a vehicle body  50  is viewed from above, in which the left side indicates the front side and the right side indicates the rear side. 
     In the example illustrated in  FIG. 1 , a trunk line  51  of the wire harness extends in a right-left direction in the vicinity of a front side of a passenger compartment of the vehicle body  50 , and further, the trunk line  51  branches from the vicinities of a left end and a right end and extends in a front-rear direction of the passenger compartment so that the trunk line  51  is arranged so as to form an “h” shape. The trunk line  51  is used for electric power transmission and communication. Further, a plurality of power distribution boxes  52 - 1 ,  52 - 2 ,  52 - 3 ,  52 - 4 , and  52 - 5  are connected in a dispersed state to main locations of the trunk line  51 . Basic functions of those power distribution boxes  52 - 1  to  52 - 5  are distribution of electric power supplied to subordinate loads (various electrical components), relay of communication, and the like. Further, a connection cable with a connector to be described below may also be a part of the wire harness. 
     The power output from an in-vehicle battery  55  is supplied to the other power distribution boxes  52 - 1 ,  52 - 2 ,  52 - 4 , and  52 - 5  from the power distribution box  52 - 3  arranged on the left end side via the trunk line  51 . Then, each of the power distribution boxes  52 - 1  to  52 - 4  distributes the electric power of the trunk line  51  and supplies it to the load of each part. 
     In the example illustrated in  FIG. 1 , the electrical components are modularized at each part of the vehicle body  50  and are arranged in each section as equipment modules MO 1  to MO 4 . The equipment modules MO 1 , MO 2 , MO 3 , and MO 4  respectively include electrical components of various kinds of in-vehicle equipment arranged in a door area, a floor area, a roof area, and a rear area of the vehicle body  50 . 
     Specifically, the equipment module MO 1  includes a door lock motor  61   a , a power window motor  61   b , a lamp  61   c , an outer mirror  61   d , and the like. The equipment module MO 2  includes a courtesy switch  62   a , an outer mirror switch  62   b , a seat heater  62   c , a hazard switch  62   d , and the like. The equipment module MO 3  includes a roof LED  63   a , a vanity switch  63   b , a vanity lamp  63   d , and the like. The equipment module MO 4  includes a rear LED  64   a , an E latch  64   b , and the like. 
     In the example illustrated in  FIG. 1 , the power distribution box  52 - 1  and the equipment module MO 1  are connected to each other via a connection portion  53 - 1 . Similarly, the power distribution box  52 - 1  and the equipment module MO 2  are connected by a connection portion  53 - 2 ; the power distribution box  52 - 3  and the equipment module MO 3  are connected by a connection portion  53 - 3 ; and the power distribution box  52 - 5  and the equipment module MO 4  are connected by a connection portion  53 - 4 . Each of the connection portions  53 - 1  to  53 - 4  is a connection cable including a connector. 
     Therefore, the electric power required by the electrical components of respective equipment modules MO 1  to MO 4  can be supplied via one of the power distribution boxes  52 - 1  to  52 - 5  and the connection portions  53 - 1  to  53 - 4 . In the following description, when it is not necessary to distinguish between the power distribution boxes  52 - 1  to  52 - 5 , it will be described as the power distribution box  52 . 
     [Configuration Example of In-Vehicle Control System] 
     A configuration example of an in-vehicle control system according to the embodiment is illustrated in  FIG. 2 . 
     The in-vehicle control system illustrated in  FIG. 2  includes a power distribution box  52 , downstream load modules  20 - 1  and  20 - 2 , and a connection cable C 1 . Here, the power distribution box  52 , the downstream load modules  20 - 1  and  20 - 2 , and the connection cable C 1  can be respectively mounted on the vehicle body  50  as the power distribution box  52 - 1 , the equipment modules MO 1  and MO 2 , and the connection portion  53 - 1  (or  53 - 2 ) illustrated in, for example,  FIG. 1 . Of course, similar in-vehicle control systems can be configured for the other power distribution boxes  52 - 2  to  52 - 5 . 
     The power distribution box  52  illustrated in  FIG. 2  includes an electric power distribution unit  11 , a communication unit  12 , a host ECU (electronic control unit)  13 , and a standard interface (I/F)  14 . The electric power distribution unit  11  has a function of distributing the electric power supplied from the upstream side via the trunk line  51  and supplying it to the load on the downstream side. The host ECU  13  has a function of controlling the downstream load modules  20 - 1  and  20 - 2 , and the likes via the connection cable C 1 . The communication unit  12  provides a function for the host ECU  13  to communicate with a device on the downstream side via the connection cable C 1 . Also, there is a case where a function for the host ECU  13  to communicate with another power distribution box via the trunk line  51  is mounted to the communication unit  12 . 
     As illustrated in  FIG. 6 , the power distribution box  52  has a trunk line connection portion  57  to which the trunk line  51  is connected and which functions as a connector and a connector  58  to which a connector CN 11  of the connection cable C  1  connected to each of the downstream load modules  20 - 1  and  20 - 2  is fitted. The connector  58  has a plurality of insertion ports  14   a  and  14   b  formed therein. 
     The standard interface  14  has the insertion port  14   a  in a standardized shape which can be fitted with the connector CN 11 . Further, it is also possible to prepare a plurality of similar insertion ports  14   a  in the standard interface  14 . In addition, the insertion port  14   a  has terminals respectively for connecting a power supply line, a ground wire, and two communication lines. 
     Each of the downstream load modules  20 - 1  and  20 - 2  illustrated in  FIG. 2  incorporates a connector  21 , a switch  22 , a sensor  23 , a load  24 , and a relay  25 . Although not illustrated, a driver circuit for processing the signal input from the switch  22  and the sensor  23  and controlling the energization of the load  24  and the relay  25  is actually connected to the inside or the outside of each of the downstream load modules  20 - 1  and  20 - 2 . 
     A configuration diagram of the connection cable C 1  illustrated in  FIG. 2  is illustrated in  FIGS. 5A and 5B . The connection cable C 1  is constituted of a power supply line  31 , a ground wire  32 , and a communication line  33  (for example, a twisted pair cable). The cable illustrated in  FIG. 5A  is used to connect the power distribution box  52  and the downstream load module  20  on a one-to-one basis. In addition, the connection cable C 1  in  FIG. 5B  branches into a plurality of paths at a branch portion in the course of its length. The connector CN 11  is connected to an end portion C 1   b  on the upstream side and connectors CN 21  and CN 22  are respectively connected to end portions C 1   c  and C 1   d  on the downstream side. 
     The connector  21  of each of the downstream load modules  20 - 1  and  20 - 2  has an insertion port in a shape which can be fitted with the connector CN 21  or CN 22  of the connection cable C 1 . As illustrated in  FIGS. 2, 5A and 5B , circuit boards of connector control units EC 21  and EC 22  are respectively provided in the housings of the connectors CN 21  and CN 22 . 
     Each of the connector control units EC 21  and EC 22  holds information of a unique connector ID assigned in advance to each of the connector control units EC 21  and EC 22  and has a function of communicating with the host ECU 13  of the power distribution box  52  and a function of inputting/outputting necessary signals to/from the connector  21 . Each of the connector control units EC 21  and EC 22  is constituted by a microcomputer or a dedicated electronic circuit. The specific operation of each of the connector control units EC 21  and EC 22  will be described below. 
     The information on the connector ID held by each of the connector control units EC 21  and EC 22  is predetermined in advance so as to reflect the difference in the configuration, type, specification, and the like of the downstream load modules  20 - 1  and  20 - 2  connected to the downstream side thereof. 
     In the example of  FIG. 2 , the connector control units EC 21  and EC 22  are respectively arranged in the connectors CN 21  and CN 22  of the connection cable C 1 . However, the connector control units EC 21  and EC 22  may be arranged in the connectors  21  of the respective downstream load modules  20 - 1  and  20 - 2 . 
     Further, the in-vehicle control system may be connected so as to have the configuration illustrated in  FIG. 3 . 
     In the in-vehicle control system of  FIG. 3 , a plurality of insertion ports  14   a  and  14   b  are prepared in the standard interface  14 A of the power distribution box  52 A in advance. Those insertion ports  14   a  and  14   b  have the same shape. The power distribution box  52 A and the downstream load module  20 - 1  are connected via a connection cable C 2 A and the power distribution box  52 A and the downstream load module  20 - 2  are connected via a connection cable C 2 B. 
     In the connection cable C 2 A, the connector CN 11  is provided in one end and the connector CN 21  is provided in the other end. The connector CN 21  incorporates the circuit board of the connector control unit EC 21 . In the connection cable C 2 B, the connector CN 11  is provided in one end and the connector CN 22  is provided in the other end. The connector CN 22  incorporates the circuit board of the connector control unit EC 22 . 
     In the configuration of  FIG. 3 , since the two insertion ports  14   a  and  14   b  have the same shape, the connector CN 11  of the connection cable C 2 A can be inserted into any of the plurality of insertion ports  14   a  and  14   b . Also, the connector CN 11  of the connection cable C 2 B can be inserted into any of the plurality of insertion ports  14   a  and  14   b.    
     Similar to the configuration of  FIG. 2 , also in the configuration of  FIG. 3 , the connector control unit EC 21  holds the information of the connector ID according to the configuration, type, specification, and the like of the downstream load module  20 - 1  and the connector control unit EC 22  holds the information of the connector ID according to the configuration, type, specification, and the like of the downstream load module  20 - 2 . 
     The plurality of insertion ports  14   a  and  14   b  of the standard interface  14 A may be allocated to different communication ports independent from each other or communication lines of a plurality of insertion ports  14   a  and  14   b  may be connected in parallel to the same communication port. 
     A configuration diagram of another example of the connection cable C 1  illustrated in  FIG. 2  is illustrated in  FIGS. 7A and 7B . Configurations to which the same reference notations as in  FIGS. 5A and 5B  are affixed are the same as the configurations in  FIGS. 5A and 5B , so the description thereof will be omitted. In the connection cable C 1  illustrated in  FIGS. 7A and 7B , a circuit board of the connector control unit EC 21  is provided in a housing of the connector CN 11 , instead of the connectors CN 21  and CN 22 . In any case of  FIG. 7A or 7B , the connector control unit EC 21  holds the information of a unique connector ID assigned thereto in advance and has a function of communicating with the host ECU  13  of the power distribution box  52  and a function of inputting/outputting necessary signals to/from the connector  21 . 
     [Operation Example of In-Vehicle Control System] 
     An operation example of the in-vehicle control system according to the embodiment is illustrated in  FIG. 4 . That is, when the power distribution box  52  and the downstream load module  20 - 1  and the like are connected by the connection cable C 1 , as illustrated in  FIG. 2 , control of the procedure as illustrated in  FIG. 4  is executed between the host ECU  13  in the power distribution box  52  and the connector control unit EC 21  in the connector CN 21 . The operation of  FIG. 4  will be described below. 
     When power is supplied from the trunk line  51  to the host ECU  13 , the host ECU  13  supplies electric power to the connector control unit EC 21  via a power supply line of the connection cable C 1  (S 11 ). 
     The connector control unit EC 21  starts its operation when the electric power is supplied from the connection cable C 1 , and acquires a connector ID held by itself from, for example, an internal memory (S 12 ). Then, the connector control unit EC 21  transmits its own connector ID to the host ECU  13  via a communication line of the connection cable C 1  (S 13 ). 
     The host ECU  13  receives the connector ID transmitted from the connector control unit EC 21  and saves the connector ID in a connector ID table  13   a  in association with a communication port (S 14 ) which has received the connector ID. 
     The connector ID table  13   a  is arranged in a nonvolatile memory in the host ECU  13  and used to hold a list of connector IDs of the respective connectors actually connected to the downstream side of the host ECU  13 . For example, when the connectors CN 21  and CN 22  are connected to the power distribution box  52  by the connection cable C 1 , as illustrated in  FIG. 2 , the connector ID of the connector control unit EC 21  in the connector CN 21  and the connector ID of the connector control unit EC 22  in the connector CN 22  are written and held in the connector ID table  13   a.    
     The host ECU  13  incorporates a control software holding unit  13   b . The control software holding unit  13   b  is a storage area allocated to the nonvolatile memory or the like in the host ECU  13  and holds the control software for each connector ID registered thereto in advance. 
     The host ECU  13  acquires the connector ID from each connector on the downstream side, and then the host ECU  13  executes control corresponding to the connector ID for each connected connector (S 15 ). That is, the host ECU  13  refers to the connector ID table  13   a , in such a manner that the connector ID of each connected connector is determined. Therefore, the control software corresponding to each of the determined connector IDs is acquired from the control software holding unit  13   b  and executed. 
     For example, when the connectors CN 21  and CN 22  are connected to the power distribution box  52  by the connection cable C 1 , as illustrated in  FIG. 2 , the host ECU  13  performs communication with the connector control unit EC 21  and control of the downstream load module  20 - 1  using control software corresponding to the connector ID of the connector control unit EC 21 . Further, the host ECU  13  performs communication with the connector control unit EC 22  and control of the downstream load module  20 - 2  using control software corresponding to the connector ID of the connector control unit EC 22 . 
     Here, in the host ECU  13 , a transmission destination of a signal for control software can be specified by the corresponding connector ID and communication port. Further, on the connector control unit EC 21  side, by referring to the connector ID included as information such as a destination in the signal sent from the host ECU  13 , it is possible to distinguish a signal addressed to itself from a signal addressed to another connector control unit EC 22 . 
     Therefore, the connector control unit EC 21  performs control of each load in the downstream load module  20 - 1  while communicating with the host ECU  13  (S 16 ). That is, a signal generated by the switch  22  or the sensor  23  is input from a predetermined port and the signal is encoded in a format corresponding to its own connector ID, and then the signal is transmitted to the host ECU  13 . Further, a signal received from host ECU  13  is decoded in a format corresponding to its own connector ID and is output to a predetermined port, so that the load  24  or the relay  25  is controlled. 
     For example, in the downstream load module  20 - 1  illustrated in  FIG. 2 , when the load  24  is driven in accordance with the operation state of the switch  22 , the following operation is performed. The signal output from the switch  22  is sent to the host ECU  13  in the power distribution box  52  via the connector control unit EC 21  in the connector CN 21 , the connection cable C 1 , and the connector CN 11 . By executing the control software corresponding to the connector ID of the connector control unit EC 21 , the host ECU  13  processes an input signal from the switch  22  and generates a control signal for driving the load  24  according to the input signal. The control signal is output from the power distribution box  52  and received by the connector control unit EC 21  in the connector CN 21  via the connection cable C 1 . The connector control unit EC 21  decodes the received control signal and outputs it to the downstream side. As a result, the energization of the load  24  is controlled. Therefore, the operation of the downstream load module  20 - 1  can be controlled by the host ECU  13 . 
     In the operation example of  FIG. 4 , only communication between the host ECU  13  and the connector control unit EC 21  is illustrated. However, communication between the host ECU  13  and the connector control unit EC 22  is also the same as in  FIG. 4 . Further, not only the in-vehicle control system illustrated in  FIG. 2  but also the in-vehicle control system illustrated in  FIG. 3  can perform the same operation as in  FIG. 4 . 
     In the operation example of  FIG. 4 , it is assumed that the host ECU  13  obtains the connector ID from each of the connectors CN 21  and CN 22  on the downstream side when the host ECU  13  is powered on. However, the same processes may be executed periodically, for example. 
     [Advantages of In-Vehicle Control System of Embodiment] 
     In a case of the in-vehicle control system illustrated in  FIG. 2 , a plurality of downstream load modules  20 - 1  and  20 - 2  of different types can be simply connected by connecting the connector CN 11  of the connection cable C 1  which is branched in the course of its length to the insertion port  14   a  of the standard interface  14 . Further, even in a case of the configuration of  FIG. 3 , it is possible to connect a plurality of downstream load modules  20 - 1  and  20 - 2  of different types by connecting a plurality of connection cables C 2 A and C 2 B to a standard interface  14 A of the power distribution box  52 . 
     In addition, when the number of downstream load modules  20 - 1  and the like connected to the power distribution box  52  is increased, it is possible to add the downstream load modules  20 - 1  and the like without changing the configuration of the power distribution box  52  by adding connectors and electric wires branching in the course of a cable as similar to the connection cable C 1 . 
     For example, even when unexpected changes are made to the configuration and specifications of the downstream load module  20 - 1  or the like, if the connection cable is substituted with the connection cable C 1  including the connector control unit EC 21  to which a new connector ID is given and control software corresponding to the new connector ID is added to the control software holding unit  13   b  of the host ECU  13 , it can be used as it is without changing other configurations. 
     Therefore, when the power distribution box  52  is designed for the first time, there is no need to suppose the possibility of change or addition in the future and carry out reservation design, and thus it is possible to greatly reduce development man-hours. Moreover, it is not necessary to preliminarily incorporate components with low possibility of use in the power distribution box  52 , and thus it is possible to eliminate waste and to reduce the cost of parts. 
     Further, difference in the configuration, type and the like of the downstream load modules  20 - 1 ,  20 - 2 , and the like connected to the downstream side of the connection cable C 1  and the like can be distinguished by the connector ID given in advance to each of the connector control units EC 21  and EC 22 , and thus a common standardized standard interface ( 14 ,  14 A) can be adopted for the output of the power distribution box  52 . With such commonality, the types of parts and the number of article numbers are reduced, and thus the management cost and the manufacturing cost of parts are reduced. 
     Here, the features of the in-vehicle control system and the wire harness according to the embodiment of the invention described above are briefly summarized in the following [1] to [6] and listed below. 
     [1] An in-vehicle control system comprising: 
     a power distribution box ( 52 ) which supplies electric power to a downstream side; 
     an in-vehicle device (downstream load module  20 - 1  or  20 - 2 ) having one or more loads; and 
     a connection cable (C 1 , C 2 A, or C 2 B) which connects the power distribution box to the in-vehicle device disposed in the downstream side of the power distribution box, 
     wherein the power distribution box includes a host controller (host ECU  13 ), 
     wherein at least one connector attached to the connection cable includes a connector control unit (EC 21  or EC 22 ), and 
     wherein the host controller acquires via the connection cable and holds connector identification information (connector ID) previously assigned to the connector control unit. 
     [2] The in-vehicle control system according to [1], 
     wherein the power distribution box includes a plurality of standardized insertion ports ( 14   a  and  14   b ) to which one end of the connection cable (C 2 A or C 2 B) is connectable, and 
     wherein the host controller acquires the connector identification information via the connection cable according to a common control procedure even when the connection cable is connected to any of the plurality of standardized insertion ports (S 14 ). 
     [3] The in-vehicle control system according to [1], 
     wherein the connection cable (C 1 ) includes a branch portion (C 1   a ) which branches to a plurality of paths, 
     wherein a plurality of the connectors (CN 21  and CN 22 ) are respectively connected to the plurality of the paths in the downstream side, 
     wherein a plurality of the connector identification information which is different is respectively assigned to the plurality of the connectors, and 
     wherein a plurality of the in-vehicle devices are respectively connected to the plurality of the connectors. 
     [4] The in-vehicle control system according to any one of [1] to [3], 
     wherein the in-vehicle device includes a plurality of the loads or signal input devices (switch  22 , sensor  23 , load  24 , relay  25 , and the like), and 
     wherein the connector control unit controls the plurality of the loads or the signal input device according to an instruction from the host controller (S 16 ). 
     [5] The in-vehicle control system according to any one of [1] to [4], 
     wherein the host controller has a plurality of control operations (respective types of control software in control software holding unit  13   b ) which respectively correspond to the plurality of the connector identification information, and 
     wherein the host controller controls the connector control unit with the control operation which is selected according to the connector identification information acquired via the connection cable (S 15 ). 
     [6] A wire harness comprising: 
     a power distribution box ( 52 ) which supplies electric power to an in-vehicle device (downstream load module  20 - 1  or  20 - 2 ) disposed in a downstream side and including one or more loads; 
     a connection cable (C 1 , C 2 A, or C 2 B) which connects the power distribution box to the in-vehicle device; and 
     a connector including a circuit board which is built in the connector and holds connector identification information (connector ID) referred by a host controller (host ECU  13 ) which the power distribution box includes.