JP2007283974A - Power source system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce dark current to loads which are used only at the time of boarding, so as to prevent battery runout by disconnecting the loads at non-boarding time. <P>SOLUTION: The loads are grouped into a first group of loads 13 which are operated by an occupant in a vehicle to actuate, and a second group of loads 41 including a vehicle security system which are actuated as the occupant operate in leaving the vehicle, or actuated as non-existence of occupants is detected. A change-over switch is provided comprising a relay 21 to stop supply of power to one of the first group of loads and the second group of loads while power is being supplied to the other. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a power supply system for a vehicle, and more specifically, for a load operated by an occupant operating in a vehicle, the power supply is cut off when the occupant is not in the vehicle to suppress / prevent battery power-up. To do.

Conventionally, control for various loads mounted in an automobile is performed by mechanical control and hydraulic control. However, in recent years, electronic control has progressed, and an electronic control unit (ECU) is installed in an automobile. This controls the power distribution to the load. Recently, these ECUs tend to increase rapidly with the increase in electrical components.
The ECU is driven by supplying power from a battery. However, since the battery is also used for starting the engine, it is necessary to suppress the power supply to the ECU and prevent battery overdischarge (so-called battery rising) as much as possible. There is.

  Various proposals have been made for the battery run-out prevention device. For example, in Japanese Patent Laid-Open No. 2005-354827 (Patent Document 1), after the ignition switch is turned off, when the elapsed time in the state where there is no occupant in all the seats by the occupant detection means exceeds the reference time, The power is cut off. Thus, when there is no occupant, useless power consumption of the battery is prevented by cutting off the power supply to the load.

JP 2005-354827 A

  However, the load is used when there is no occupant, such as a security system, but there is a load that is not used when the occupant is present in the vehicle. Such a load cannot cut off the power supply when no occupant is present, but Patent Document 1 does not consider anything.

Further, as shown in FIG. 4, the battery 3 is divided into loads 1A to 1C that are used when a passenger such as a security system is not in the vehicle and loads 2A to 2C that are used when the passenger is in the vehicle. There is also a method in which the power supply is cut off for each load.
However, it is necessary to divide the circuit of the load and interpose fuses 4A and 4B for each load group, and there is a problem that the number of fuses increases.

The present invention has been made in view of the above problems, and for a load operated by an operation of an occupant in a vehicle, the power supply is stopped when there is no occupant to suppress and prevent the battery from rising. Is the main issue.
Another object is to reduce the number of fuses connected to the load group.

In order to solve the above-mentioned problem, a load belonging to the first group operated by an occupant operating in a vehicle,
When the occupant leaves the vehicle, it is operated by the occupant's operation, or is grouped into a load belonging to the second group including a vehicle security system that operates by detecting the absence of the occupant,
A vehicle power supply system is provided that includes a changeover switch that stops power supply to one of the load of the first group and the load of the second group when power is supplied to one of the loads.

Examples of the load belonging to the first group operated by the occupant in the vehicle include a seat, a power window, and an ECU that drives a tilt and telescopic steering. On the other hand, the vehicle crime prevention system is included as a load belonging to the second group that operates by the operation of the occupant when the occupant leaves the vehicle or operates by detecting the absence of the occupant. Examples of the load of the security system include an antitheft buzzer, an intrusion sensor, a tilt sensor, and an ECU that drives and controls a security camera.
The load belonging to the second group is not limited to the crime prevention system, and the load that operates by the operation of the occupant when the occupant leaves the vehicle, or that operates by detecting the absence of the occupant when not occupying the load belongs to the second group. included.

The load belonging to the first group and the load belonging to the second group are not used simultaneously.
That is, when the occupant is in the vehicle, the load belonging to the first group such as the seat and the power window is used by the occupant, but the second group load such as the security system is stopped.
On the other hand, the crime prevention system is activated when the vehicle is not on board, but loads such as seats and power windows that are operated by the occupant's operation are not used.

  In the power supply system of the present invention, as described above, the load belonging to the first group and the load belonging to the second group are divided into groups, and when power is supplied to one group, naturally, power is supplied to the other group. Therefore, the changeover switch is provided to stop the power supply and to cut off the power source battery and the load. Thus, by cutting off the unused load from the battery, dark current does not flow from the battery to the load, and unnecessary power consumption is suppressed.

The security system includes a security control means that is constantly supplied with power,
The security control means outputs a start signal for starting the security system and a stop signal for stopping the security system to the changeover switch, and
The change-over switch supplies power to the load belonging to the first group by the stop signal and stops supplying power to the second group, while supplying power to the load belonging to the second group by the start signal. It is preferable to switch the power supply to the load belonging to the first group so as to be stopped.

As the change-over switch, a relay is preferably used, and when a stop signal of the security system is received from the security control means, the circuit is connected to a load belonging to the first group, assuming that the passenger is in a riding mode in which the vehicle gets in the vehicle. It is closed and driven by supplying power from a battery to a load belonging to the first group, such as an ECU that drives a seat, a power window, etc., while opening a circuit connected to a security system belonging to the second group. The power supply is cut off.
On the other hand, when the changeover switch receives the start signal of the security system from the security control means, the circuit connected to the load belonging to the second group related to the security system is closed and power is supplied, and the security system is started. Assuming that the vehicle is in the non-ride mode, the circuit connected to the load belonging to the first group is opened to cut off the power supply. Thereby, it can prevent that a dark current flows from the battery to the load which operate | moves by a passenger | crew's operation in non-ride mode, and can suppress and prevent a battery going up.

That is, the operation of the changeover switch is linked to the start and stop of the crime prevention system, and the crime prevention system is used as means for identifying the riding mode and the non-riding mode.
In this way, by using the crime prevention system, electric power is supplied to the load belonging to the first group operated by the occupant in the vehicle when getting on, and the load belonging to the first group after the occupant leaves the vehicle. Since the power supply to the vehicle is cut off, it is possible to prevent the battery from running out without impairing passenger convenience.

It is preferable that an excessive current preventing means is interposed on a power supply line connecting the changeover switch and the vehicle battery. A fuse is used as the excessive current preventing means.
That is, since the load belonging to the first group and the load belonging to the second group are selectively connected to the battery side by the operation of the changeover switch, if the battery is connected to the battery via the fuse on the upstream side of the changeover switch. Since an excessive current flows to the load side is cut off, it is not necessary to provide a fuse for each group of loads.
Thus, it is sufficient to provide one fuse between the changeover switch and the battery, and the number of fuses can be reduced as compared with the conventional example of FIG. 4 in which a fuse is provided for each load group.

It is preferable that the changeover switch has a state holding function configured to flow a changeover operation current only when the switch is changed.
Only when the switch is switched, a current flows through the selector switch so that the switch is switched. When the switch does not operate, no current flows, so that power consumption is small and battery power can be prevented.

As described above, according to the present invention, the load belonging to the first group that is operated when boarding and the load that belongs to the second group that is operated when not riding are grouped into loads belonging to the second group. In operation, it is assumed that the vehicle is in the non-riding mode, and the power supply to the load belonging to the first group is cut off. Therefore, when the power supply is unnecessary, the battery and the load are cut off and the dark current flows from the battery to the load. It can be surely prevented. As a result, unnecessary power consumption can be suppressed, and the battery can be prevented from running out.
Similarly, when supplying power to the load belonging to the first group, it is not necessary to supply power to the load belonging to the second group. Therefore, the battery and the load are cut off to suppress unnecessary power consumption and increase the battery. Can be prevented.
In this way, in both the riding mode and the non-riding mode, the battery can be prevented from running out at all times by cutting off the load that does not require power supply from the battery.

Embodiments of the present invention will be described with reference to the drawings.
1 and 2 show a first embodiment of the present invention. FIG. 1 is a block diagram of a vehicle power supply system 10, and FIG. 2 is a view of mounting the vehicle power supply system 10 on a vehicle 30.
The vehicle power supply system 10 includes a battery 11, a battery rising prevention device 20 connected to the battery 11 via the fuse 12, a load 13 belonging to the first group connected to the battery rising prevention device 20, and a load belonging to the second group. 14 and crime prevention control means 15.
The battery run-out prevention device 20 includes a relay 21, a control unit 22, and a drive circuit 23 that constitute a changeover switch. The crime prevention control means 15 is configured as a security ECU separate from the battery rise prevention device 20 and is connected to a control means (CPU) 22 in the battery rise prevention device 20.

The common contact 21 a of the relay 21 of the battery run-off prevention device 20 is connected to the battery 11 via the fuse 12.
The load 13 belonging to the first group includes a plurality of loads 13 </ b> A to 13 </ b> C that the occupant operates in the vehicle. The load 14 belonging to the second group includes a plurality of loads 14 </ b> A to 14 </ b> C including a vehicle security system that is operated by an operation by the occupant when the occupant leaves the vehicle.
Specifically, in the loads 13A to 13C belonging to the first group, 13A is an ECU for driving and controlling the steering position, 13B is an ECU for adjusting the seat, and 13C is a power window ECU.
Specifically, in the loads 14A to 14C belonging to the second group, 14A is an ECU that drives a security sensor, 14B is an ECU that drives a security camera, and 14C is an ECU that drives an antitheft buzzer.

  Among the loads divided into the first group and the second group, the load 13 belonging to the first group is connected to the first contact 21b of the relay 21 serving as the changeover switch, and the load 14 belonging to the second group is a relay. When the first contact 21b is on with respect to the common contact 21a, the second contact 21c is off, and when the first contact 21b is off, the second contact 21c is on. That is, the load 13 belonging to the first group and the load 14 belonging to the second group are selectively connected to the battery 11.

The crime prevention control means 15 is connected to the control means 22 of the battery run-out prevention device 20. The control means 22 is connected to the drive circuit 23, and the drive circuit 23 is connected to the coil portion 21 d of the relay 21. The relay 21 used as the changeover switch has a state holding function configured to flow a changeover operation current only at the time of switch changeover.
The control means 22, the drive circuit 23, and the security control means 15 of the battery run-off prevention device 20 are always supplied with power from the battery.

The crime prevention control means 15 is connected to a door lock sensor and a door unlock sensor so as to receive a door lock signal and a door unlock signal.
When the door lock signal is received, an activation signal for starting the loads 14A to 14C belonging to the security system is output to the control means 22 of the battery rising prevention device 20, and when the door unlock signal is received, the security system is stopped. A stop signal is output.

Hereinafter, the operation of the power supply system will be described.
First, since the occupant locks the door when the occupant leaves the vehicle, it is necessary to simultaneously activate the security system when the locking is detected. Therefore, when the occupant performs the door locking operation, the crime prevention control means 15 receives the door lock signal, and accordingly transmits an activation signal to the control means 22 of the battery running prevention device 20. Upon receipt of the start signal, the control means 22 drives the drive circuit 23 to switch the relay 21, connects the load 14 belonging to the second group to the battery 11, and drives the security camera ECU 14A and the security camera. Electric power is supplied to the ECU 14B and the ECU 14C that drives the antitheft buzzer.
At the same time, the load 13 belonging to the first group is disconnected from the battery 11, and dark current is prevented from flowing through the ECU 13A for driving and controlling the steering position, the ECU 13B for adjusting the seat, and the power window ECU 13C.
Since the steering position, seat, and power window driven by the ECUs 13A to 13C are not operated when the vehicle is not on, there is no problem even if the power supply is cut off.

On the other hand, the passenger unlocks the door when boarding. When the occupant performs the unlocking operation of the door, the crime prevention system may be stopped, and when the crime prevention control means 15 receives the unlock signal, the crime prevention control means 15 transmits the stop signal to the control means 22 of the battery rising prevention device 20. When receiving the stop signal, the control means 22 drives the drive circuit 23 to switch the relay 21 to connect the load 13 belonging to the first group to the battery 11.
Therefore, when riding, electric power is supplied to the ECU 13A for driving and controlling the steering position, the ECU 13B for adjusting the seat, and the power window ECU 13C, and the steering position, the seat and the power window can be operated by these ECUs 13A to 13C. Convenience can be ensured.

As described above, with the door locking / unlocking operation as a trigger, the relay 21 serving as a change-over switch is switched, and when riding, the load 13 belonging to the first group is connected to the battery 11, while the load 14 belonging to the second group is The battery 11 is disconnected. Conversely, when the vehicle is not in the vehicle, the load 14 belonging to the second group is connected to the battery 11, while the load 13 belonging to the first group is disconnected from the battery 11. In this way, when power is supplied to one of the two load groups, power is not supplied to the other, so that unused loads are reliably cut off from the battery, Since dark current does not flow through a load that is not being used, unnecessary power consumption can be suppressed, and the battery can be prevented from running out.
Further, since only one of the load 13 belonging to the first group and the load 14 belonging to the second group is connected to the battery 11, the relay 12 does not need to be provided for each load, and between the changeover switch and the battery. One may be provided. For this reason, the number of relays 12 can be reduced.

FIG. 3 shows a second embodiment of the present invention.
The difference from the first embodiment is that the crime prevention control means 15 is incorporated in the control means 22 in the battery rising prevention device 20 in the second embodiment.
In the first embodiment, a separate ECU comprising a security ECU is provided and connected to the battery rise prevention device. However, in the second embodiment, the ECU can be reduced by one and saved by being incorporated in the battery rise prevention device. Linearization can also be achieved, and the configuration of the vehicle power supply system 10 can be simplified.
In addition, since another structure and an effect are the same as that of 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

It is not limited to using a door lock signal as a detection signal when the vehicle is not in the vehicle. For example, when an in-vehicle camera is attached, it is detected that the vehicle is not in the vehicle unless the occupant is photographed for the required time. The absence signal may be output to the security control means, and if there is a means that can reliably detect that the occupant is not in the vehicle, it may be used.
In addition, the said embodiment is not limited for this invention, The various form within the claim of this invention is included.

1 is a block diagram showing a first embodiment of a vehicle power supply system according to the present invention. FIG. 3 is a mounting diagram of a vehicle power supply system on a vehicle. It is a block diagram which shows 2nd Embodiment of the power supply control apparatus for vehicles. It is a figure which shows a prior art example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle power supply system 11 Battery 12 Fuse 20 Battery rising prevention devices 13 and 14 Load 15 Crime prevention control means 21 Relay 22 Control means 23 Drive circuit

Claims (4)

A load belonging to the first group operated by an occupant operating in the vehicle;
When the occupant leaves the vehicle, it is operated by the occupant's operation, or is grouped into a load belonging to the second group including a vehicle security system that operates by detecting the absence of the occupant,
A power supply system for a vehicle, comprising: a change-over switch that stops power supply to the other of the first group of loads and the second group of loads when power is supplied to one of the loads. The security system includes a security control means that is constantly supplied with power,
The security control means outputs a start signal for starting the security system and a stop signal for stopping the security system to the changeover switch, and
The change-over switch supplies power to the load belonging to the first group by the stop signal and stops supplying power to the second group, while supplying power to the load belonging to the second group by the start signal. The vehicle power supply system according to claim 1, wherein the power supply system is switched to stop power supply to a load belonging to the first group.   3. The vehicle power supply system according to claim 1 or 2, wherein an excessive current preventing means is interposed on a power supply line connecting the changeover switch and the vehicle battery.   4. The vehicle power supply system according to claim 1, wherein the change-over switch has a state holding function configured to flow a change-over operation current only when the switch is changed. 5.

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