JP2006160176A - Power supply system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power supply system for a vehicle capable of enhancing its battery exhaustion preventing function by incorporating the possibility of selecting which should be taken in priority, the battery exhaustion preventing function or other functions. <P>SOLUTION: The power supply system for the vehicle to supply the power to a plurality of loads within the vehicle from a battery 1 mounted in the vehicle is equipped with a residual capacity calculating means 4 to calculate the residual capacity of the battery 1, a shutoff means 8 to shut off the power to a load 70, and a battery managing means 4 supplied with power at all times from the battery and to drive the shutoff means 8 when the residual capacity of the battery 1 has lowered to or below the reference value, wherein the load 70 includes a communication means 73 capable of exchanging communications with the battery managing means 4 and being connected with a user's terminal unit 80 for signal reception and transmission, and the battery managing means 4 transmits a message for inquiring whether the shutoff means 8 should be driven or not, to the terminal unit 80 via the communication means 73 when the residual capacity has lowered to or below the reference value. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicular power supply system, and more particularly to a vehicular power supply system that prevents the battery from running out as much as possible.

  Conventionally, as this type of vehicle power supply system, there is one disclosed in Japanese Patent Application Laid-Open No. 2003-226208 proposed by the applicant.

  FIG. 2 is a circuit diagram of the vehicle power supply system disclosed in the above publication. In FIG. 2, the vehicle power supply system includes a battery 1, an alternator 2, a power distribution box 3, a battery management ECU (electronic control unit) 4, a fusible link 5, load power cut-off latch relays 6 and 7, a current sensor 9, and a fuse. 10-16, display unit 19, alarm unit 20, communication line 21, travel sensor 27, loads 31, 32, 33, loads 61, 62, always need power supply (in other words, do not want to shut down the power) Input unit 90 and a system-related output unit 100 that requires constant power supply.

  The loads 31, 32, and 33 are systems other than the traveling system that are not directly related to running, turning, and stopping, such as a power window and an air conditioner, for example. It will be called a load group 30. The loads 61 and 62 are, for example, traveling systems such as EFY (engine control computer), ETC, power steering, etc. (except for systems that do not want to shut down the power, which will be described later). These are collectively referred to as a second load group 60. Although not shown, the above-described load groups 30 and 60 include electronic control units (that is, all ECUs other than the battery management ECU 4) that control the loads in the groups.

  The system-related input unit 90 that you do not want to shut down is, for example, an input switch related to a system that executes a security function or an immobilizer function that should always be operable due to its function, and you do not want to shut off the power. The system-related output unit 100 is an output unit related to a system that executes the above-described security function or immobilizer function.

In the vehicle power supply system described above, when the vehicle stop is detected by the travel sensor 27 as the vehicle stop detection means for detecting the stop of the vehicle, the battery management ECU 4 as the battery management means performs the load power supply cutoff latch as the cutoff means. Relays 6 and 7 are driven to cut off power supply to all loads other than battery management ECU 4 among a plurality of loads (that is, load groups 30 and 60 and battery management ECU 4). Therefore, after the shut-off, power is supplied only to the battery management ECU 4 and the system connected to the battery management ECU 4 that does not want to shut off the power. As a result, the power supply is reduced as much as possible, so that the battery of the vehicle can be prevented from running out and the reliability as the power source for the vehicle is improved.
JP 2003-226208 A

  In the above-described technology, the battery management ECU 4 integrates a system that does not want to shut off the power supply as in security (theft), and reduces the total dark current of the vehicle as much as possible.

  However, in the above-described technology, it is undeniable that the current consumption is still present as long as the power supply is left to the system that the user does not want to cut off the power supply like the security related function. In addition, because the system that you do not want to shut down the power supply is inevitably integrated as in security (theft), the number of W / H (wire harness) circuits increases, resulting in increased costs and vehicle space feasibility. Gets worse.

  In addition, each person may or may not want to turn off the power supply for a system such as an anti-theft function, and some people may want to extend battery life longer than the anti-theft function. .

  Therefore, in view of the above-described conventional problems, the present invention provides a vehicle power supply system that enables selection of which one should prioritize the battery running prevention function and other functions, and further improves the battery running prevention function. The purpose is to do.

  The invention according to claim 1 is a vehicle power supply system that supplies power to a plurality of loads in a vehicle from a battery mounted on the vehicle, the remaining capacity calculating means for calculating the remaining capacity of the battery, and the load And a battery management means for driving the shut-off means when the battery is constantly supplied with power and the remaining capacity of the battery is below a reference value. Communication means capable of communicating with the battery management means, and including communication means capable of being connected to a user's transmission / reception terminal, the battery management means, when the remaining capacity is equal to or less than the reference value, A message for inquiring whether or not to drive the shut-off means is communicated to the receiving / transmitting terminal through a communication means.

  According to a second aspect of the present invention, in the vehicular power supply system according to the first aspect, when the drive means returns a request signal for requesting the drive of the shut-off means via the transmission / reception terminal, the shut-off is performed. The means is driven.

  The invention according to claim 3 is a vehicle power supply system that supplies power to a plurality of loads in the vehicle from a battery mounted on the vehicle, the remaining capacity calculating means for calculating the remaining capacity of the battery, and the plurality Of the loads, the first shut-off means for shutting off the power supply to the first load group including the less important system, and the traveling system among the plurality of loads is highly important. A second cutoff unit that shuts off power supply to the second load group, including the system, and a system that is more important than the systems included in the second load group among the plurality of loads. A third shut-off means for shutting off the power supply to the third load group, including a system that does not want to shut off the power, and the battery is constantly supplied with power, and the remaining capacity of the battery is the first capacity When the reference value is lower than the reference value, the first cutoff means is driven, and when the remaining capacity is lower than the second reference value lower than the first reference value, the first and second cutoff means are The third load group includes communication means capable of communicating with the battery management means and capable of being connected to a user transmitting / receiving terminal, and the battery management means. The means drives the first and second shut-off means when the remaining capacity becomes equal to or lower than a third reference value lower than the second reference value, and the third means via the communication means. A message for inquiring whether or not to activate the blocking means is communicated to the transmitting / receiving terminal.

  According to a fourth aspect of the present invention, in the vehicular power supply system according to the third aspect, the drive means returns a request signal for requesting the drive of the third shut-off means via the transmission / reception terminal. The third blocking means is driven.

  According to the first aspect of the present invention, when the remaining capacity of the battery is reduced, an inquiry as to whether or not to interrupt power supply to the load can be communicated to the user transmitting / receiving terminal.

  According to the second aspect of the present invention, when the remaining capacity of the battery is reduced, a cutoff request is returned from the user via the transmission / reception terminal in response to an inquiry as to whether or not to cut off the power supply to the load. In this case, the power supply to the load can be cut off to prevent the battery from running out. If the cut-off request is not returned, the power supply to the load can be maintained.

  According to the third aspect of the present invention, when the remaining capacity of the battery decreases, power supply to a less important load or a more important load is cut off step by step according to the degree of the decrease, and the most important An inquiry as to whether or not to interrupt power supply to a highly reliable load can be communicated to the user's transmission / reception terminal.

  According to the fourth aspect of the present invention, when the remaining capacity of the battery decreases, the power supply to the less important load or the more important load is cut off step by step according to the degree of the decrease, and the most important If an inquiry about whether to cut off the power supply to a highly reliable load is communicated to the user's receiving / transmitting terminal, and the user sends a disconnection request via the receiving / transmitting terminal, the load The power supply to the battery can be cut off to prevent the battery from running out, and the power supply to the load can be maintained when the cut-off request is not returned.

  The best mode of the present invention will be described below with reference to the drawings. FIG. 1 is a circuit diagram showing the best mode of a vehicle power supply system according to the present invention.

  In FIG. 1, the vehicle power supply system includes a battery 1, an alternator 2, and a power distribution box 3. The power distribution box 3 functions as a battery management ECU 4 that functions as a remaining capacity calculation unit, a voltage detection unit, and a battery management unit, a fusible link 5, and a blocking unit, and also functions as a first, second, and third blocking unit, respectively. Load power supply cutoff latch relays 6, 7, 8, a current sensor 9 serving as a current detection unit, and fuses 10 to 18 and 23 are included.

  The battery 1 is composed of a lead battery or the like, and is connected to an alternator 2 and a load power supply cutoff latch relay 6 via a fusible link 5. The load power cut-off latch relay 6 has an exciting coil 6a and a relay switch 6b. The exciting coil 6a is connected between the fusible link 5 and the battery management ECU 4. The relay switch 6 b is connected between the fusible link 5 and the fuses 11, 12, and 13.

  The battery 1 is also connected to load power supply interruption latch relays 7 and 8. The load power cut-off latch relay 7 has an exciting coil 7a and a relay switch 7b. The exciting coil 7a is connected between the battery 1 and the battery management ECU 4. The relay switch 7 b is connected between the battery 1 and the fuses 15 and 16. The load power cut-off latch relay 8 has an exciting coil 8a and a relay switch 8b. The exciting coil 8a is connected between the battery 1 and the battery management ECU 4. The relay switch 8 b is connected between the battery 1 and the fuses 17, 18, and 23.

  The battery management ECU 4 includes a microcomputer including a CPU, a ROM, a RAM, and the like. The battery management ECU 4 includes, in addition to the load power cut-off relays 6, 7, 8 and the fuse 10 described above, a current sensor 9 for detecting a current flowing through the plus line of the battery 1, a display unit 19 and an alarm unit 20 serving as warning means. And a travel sensor 27 as vehicle stop detection means.

  The fuses 11, 12, and 13 are connected to loads 31, 32, and 33, respectively. The loads 31, 32, and 33 are systems other than the traveling system that are not directly related to the traveling / stopping control of the vehicle, such as a power window and an air conditioner. It will be referred to as one load group 30.

  The fuses 15 and 16 are connected to loads 61 and 62, respectively. The loads 61 and 62 are, for example, traveling systems such as EFY (engine control computer), ETC, and power steering (except for systems that do not want to shut down, which will be described later), and these are relatively high in importance. The traveling system is collectively referred to as a second load group 60.

  Although not shown, the load groups 30 and 60 described above include ECUs that control loads in the groups.

  The travel sensor 27 is attached to, for example, an axle, and supplies a detection signal to the battery management ECU 4 when the vehicle travels.

  The fuses 17, 18, and 23 are connected to the security ECU 71, the front controller 72, and the Mayday ECU 73, respectively. The security ECU 71, the front controller 72, and the Mayday ECU 73 are systems that are not included in the first and second load groups 30 and 60 and that do not want to shut off the power. These systems are more important than the traveling system. These are collectively referred to as a third load group 70. Although not shown, the load group 70 includes loads driven by an ECU or the like in the group.

  The security ECU 71 is connected to a load (not shown) that executes a security function and an immobilizer function. An auxiliary machine (not shown) on the instrument panel side of the vehicle is connected to the front controller 72 as a load. The Mayday ECU 73 can be connected to a user transmission / reception terminal 80 located outside the vehicle by wireless communication, and functions as a communication means. The transmission / reception terminal 80 may be either a fixed telephone installed in the user's house or a mobile phone carried by the user.

  The security ECU 71, the front controller 72, and the Mayday ECU 73 are configured to be able to communicate with the battery management ECU 4 through vehicle multiplex communication.

  Next, the operation of the vehicle power supply system having the above-described configuration will be described. In the above configuration, to summarize the operation, the battery management ECU 4 determines the state of the battery 1 (based on the current detection signal from the current sensor 9 and the voltage detection signal indicating normal / abnormal battery line through the fuse 10). By detecting (calculating) deterioration, dischargeable capacity, etc., a battery management function capable of preventing battery failure and avoiding vehicle malfunctions due to an abnormally large current is executed.

  In addition to the battery management function described above, the battery management ECU 4 collectively controls a system such as a security function that is not desired to be turned off. By wirelessly communicating with a user transmission / reception terminal 80 outside the vehicle via the ECU 73, the user may be inquired about whether to prioritize the battery run-off prevention function or the security function that does not want to shut off the power. In addition, when priority is given to the battery running prevention function, power supply to all loads other than the battery management ECU 4 can be cut off, and the performance is further improved as a battery running prevention function when an actual vehicle is considered. Further, the battery management ECU 4 can optimally charge and discharge the battery 1 while grasping the state of the battery 1, thereby improving the life of the battery 1.

  Hereinafter, the above-described operation will be described in detail. The battery management ECU 4 operates with power supplied from the battery 1 through the fuse 10 at the same time, and monitors the power supply voltage to indicate normality / abnormality of the battery line. Have gained. Then, the battery management ECU 4 normally calculates the remaining capacity of the battery 1 based on the current detection signal from the current sensor 9 and the voltage detection signal from the fuse 10, and monitors the state of the calculated remaining capacity. If the power supply to the power supply is within a sufficient range, the excitation coils 6a, 7a, 8a of the load power cut-off latch relays 6, 7, 8 are driven to turn on the relay switches 6b, 7b, 8b. So that it is controlled. Thus, power is supplied to each of the loads 31 to 33, 61 to 62, and 71 to 73 from the battery 1 during parking, and from the battery 1 and the alternator 2 during traveling.

  Next, a description will be given of how to prevent the battery from running out during running or parking. At any time during running or parking, the battery management ECU 4 determines whether the battery is based on the current detection signal from the current sensor 9 and the voltage detection signal from the fuse 10. The remaining capacity of 1 is calculated, and the remaining capacity is equal to or less than a predetermined first reference value (a value indicating the capacity required for starting the engine and the capacity in consideration of the natural neglected reduced capacity within the settable days for leaving the vehicle). In such a case, the drive of the exciting coil 6a of the power cut-off latch relay 6 is stopped, and the relay switch 6b is latched off, so that the loads 31, 32, 33 included in the first load group 30 (that is, the vehicle Shut off the power supply to a relatively insignificant system other than the travel system that is not directly related to the travel / stop control.

  Further, the battery management ECU 4 supplies power to the first load group 30 when the remaining capacity of the battery 1 further decreases below a predetermined second reference value lower than the first reference value. , The drive of the exciting coil 7a of the power cut-off latch relay 7 is stopped, and the relay switch 7b is latched off, so that the loads 61 and 62 included in the second load group 60 (that is, the comparison) The power supply to the driving system) is also cut off.

  As a result, even when a large number of loads continue to operate during traveling and the power generation amount of the alternator 2 is insufficient in capacity and power is supplied from the battery 1, it is possible to prevent the battery from running up as much as possible.

  Next, when the vehicle is parked, that is, when the vehicle is stopped, the battery management ECU 4 detects the stop of the vehicle due to the absence of the detection signal from the travel sensor 27, and the excitation coils 6a and 7a of the power shutoff latch relays 6 and 7 are detected. Power supply to the first and second load groups 30, 60 (and thus including the loads 31, 32, 33, 61, 62) by stopping the driving of the switch and latching the relay switches 6b, 7b off. Shut off.

  Next, when the vehicle is left unattended for a long time during parking, and the remaining capacity of the battery 1 further decreases below a predetermined third reference value lower than the second reference value, the battery management ECU 4 Maintains the interruption of the power supply to the first and second load groups 30 and 60, and performs wireless communication with the user (vehicle user) transmission / reception terminal 80 via the Mayday ECU 73 by vehicle multiplex communication. Call and contact / hear. This contact / hearing is for inquiring whether the user wants to give priority to the battery run-out prevention function or to give priority to the security function that does not want to shut down the power.

  When the user responds to the call from the battery management ECU 4 via the Mayday ECU 73, the battery management ECU 4 sends a voice message for inquiring whether to prioritize the battery running prevention function or the security function that does not want to shut off the power. It is done. This voice message is, for example, “The remaining capacity of the battery has been greatly reduced. Press number 1 if you want to prioritize the function to prevent the battery running out, and press number 2 if you want to prioritize the security function.” Message. When the user presses the number 1 or 2 of the receiving / transmitting terminal 80, for example, the telephone according to the function that the user wants to prioritize, the number information is used as a request signal for requesting the priority of the battery running prevention function or the security function. And returned to the battery management ECU 4 via the Mayday ECU 73.

  When the returned numeric information is 1, the battery management ECU 4 stops driving the exciting coil 8a of the power cut-off latch relay 8 and latches the relay switch 8b to turn off the third load accordingly. The power supply to the group 70, and hence the security ECU 71, the front controller 72, and the Mayday ECU 73 is cut off.

  On the other hand, when the returned numeral information is 2, battery management ECU 4 keeps relay switches 6b and 7b off and relay switch 8b on accordingly.

  By controlling as described above, the power supply to all loads other than the battery management ECU 4 can be interrupted by the user's intention when detecting abnormality of the battery 1 or insufficient capacity, etc. With the system in which the related functions are grouped in the battery management ECU 4, the performance is further improved as a battery run-out prevention function. Further, since the battery 1 can be optimally charged / discharged while grasping the state of the battery 1, the life of the battery 1 can be improved.

  Further, when the abnormality of the battery 1 is determined, a warning is output to the display unit 19 including an in-meter indicator or the like and the alarm unit 20 including a buzzer or the like to suggest replacement of the battery 1.

  Next, avoidance of a vehicle malfunction due to an abnormal current will be described. When the battery management ECU 4 detects an abnormal large current or a large collision current based on a current detection signal from the current sensor 9, the large current is determined in advance. When it is larger than the first reference value, the drive of the exciting coil 6a of the power cut-off latch relay 6 is stopped, the relay switch 6b is latched off, and the loads 31, 32, 33 included in the first load group 30 ( That is, the power supply to systems other than the traveling system that are not directly related to running, turning, or stopping is cut off.

  Further, when the abnormal large current is larger than the second predetermined reference value higher than the first reference value, the battery management ECU 4 maintains the power supply to the first load group 30 while maintaining the interruption of the power supply. The driving of the exciting coil 7a of the cutoff latch relay 7 is stopped, the relay switch 7b is latched off, and the loads 61 and 62 included in the second load group 60 (that is, a traveling system other than the system that does not want to shut off the power by all means) Shut off the power supply to the system.

  Thereby, it is possible to avoid a vehicle malfunction caused by an abnormal large current and a collision current at the time of a collision, for example, a large current flowing through the wire harness and being damaged.

  As described above, the best mode of the present invention has been described, but the present invention is not limited to this, and various modifications and applications are possible.

  For example, in the above-described best mode, the remaining capacity of the battery 1 is calculated based on the current detection signal from the current sensor 9 and the voltage detection signal from the fuse 10, but the current detection signal from the current sensor 9 or the fuse 10 is calculated. It may be configured to calculate only with one of the voltage detection signals from.

  Further, in the above-described embodiment, when the remaining capacity of the battery 1 is equal to or less than the first reference value determined in advance, a warning is given to the display unit 19 and the alarm unit 20, but this is not limiting. When the remaining capacity of the battery 1 is less than or equal to the predetermined second reference value or the third reference value, or when the abnormal large current is greater than or equal to the first or second reference value Each of the unit 19 and the alarm unit 20 may be configured to issue a warning in a form different from the warning when the remaining capacity of the battery 1 is equal to or less than a predetermined first reference value.

  Further, the vehicle stop detection means detects the vehicle stop by the absence of a detection signal from the travel sensor. However, the present invention is not limited to this, and the vehicle stop detection unit may be configured to detect the vehicle stop by ignition key-off.

  The message sent from the battery management ECU 4 to the transmission / reception terminal 80 is not limited to a voice message, and may be a text message that can be displayed on the display unit of the transmission / reception terminal 80.

1 is a circuit diagram showing the best mode of a vehicle power supply system according to the present invention. It is a circuit diagram which shows an example of the conventional power supply system for vehicles.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Battery 4 Battery management ECU (remaining capacity calculation means; voltage detection means; battery management means)
6 Power shut-off latch relay (first shut-off means)
7 Power shut-off latch relay (second shut-off means)
8 Power shut-off latch relay (third shut-off means)
9 Current sensor (current detection means)
30 First load group 60 Second load group 70 Third load group 73 Mayday ECU (communication means)
80 Transmitting and receiving terminal

Claims (4)

A vehicle power supply system that supplies power to a plurality of loads in a vehicle from a battery mounted on the vehicle,
A remaining capacity calculating means for calculating a remaining capacity of the battery;
A blocking means for blocking power supply to the load;
When the battery is constantly supplied with power and the remaining capacity of the battery is below a reference value, the battery management means for driving the shut-off means,
The load includes communication means capable of communicating with the battery management means and capable of being connected to a user transmission / reception terminal.
The battery management means, when the remaining capacity becomes equal to or less than the reference value, communicates a message asking whether or not to drive the shut-off means to the transmitting / receiving terminal via the communication means. Vehicle power supply system. In the vehicle power supply system according to claim 1,
The power supply system for vehicles, wherein the drive means drives the shut-off means when a request signal for requesting the drive of the shut-off means is returned via the transmission / reception terminal. A vehicle power supply system that supplies power to a plurality of loads in a vehicle from a battery mounted on the vehicle,
A remaining capacity calculating means for calculating a remaining capacity of the battery;
A first shut-off means for shutting off power supply to the first load group, including a less important system of the plurality of loads;
A second shut-off means for shutting off power supply to the second load group, including a highly important system such as a traveling system among the plurality of loads;
The power supply to the third load group including the system that is more important than the system included in the second load group and does not want to shut off the power among the plurality of loads is cut off. A third blocking means;
When power is always supplied from the battery and the remaining capacity of the battery becomes equal to or less than the first reference value, the first shut-off means is driven, and the remaining capacity is lower than the first reference value. Battery management means for driving the first and second shut-off means when the reference value of 2 or less,
The third load group includes communication means capable of communicating with the battery management means and capable of being connected to a user transmission / reception terminal.
The battery management means drives the first and second shut-off means when the remaining capacity is equal to or lower than a third reference value lower than the second reference value, and also via the communication means A vehicle power supply system, wherein a message for inquiring whether or not to drive the third blocking means is communicated to the transmitting / receiving terminal. In the vehicle power supply system according to claim 3,
The drive means drives the third shut-off means when a request signal for requesting the drive of the third shut-off means is returned via the transmission / reception terminal. .

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