JP2010254069A - Device and method for controlling vehicular power supply - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device and a method for controlling the vehicular power supply capable of performing the low power control before the remaining capacity of a battery is reduced. <P>SOLUTION: The power supply control device includes first vehicle state detection sensors 24-26 for detecting the vehicle state, a target current value determining means 32 for determining the target current consumption to be consumed by an electronic control unit, a current sensor for detecting the measured current consumption to be supplied from a battery 27 to on-vehicle apparatuses 11C, and an operating state suppressing means for suppressing the operational state of the electronic control unit when the measured current consumption exceeds the target current consumption. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power supply control device for controlling power supplied to an electronic control unit, and more particularly to a vehicle power supply control device and a vehicle power supply control method capable of reducing power consumed by the electronic control unit.

  There is a concern that the number and performance of electronic devices mounted on vehicles are improved and power consumption is increasing. As a technique for reducing power consumption, it is conceivable to cut off power supplied to electronic devices that are not being used. In a vehicle, the in-vehicle network may be divided into several power systems, and low power control may be performed to control the power supply state to each section according to ignition on / off or shift position.

  In many cases, an electronic device operates using a battery as a power source. When the remaining battery level decreases, it is considered to perform low power control on a computer or an ECU (Electronic Control Unit) (for example, see Patent Documents 1 and 2). ). Patent Document 1 discloses an information processing apparatus that puts some of a plurality of cores into a non-operating state when the remaining battery level becomes a predetermined value or less. Further, Patent Document 2 discloses a power management device that turns off power after saving data of a slave ECU when the master ECU determines that the power of the slave ECU should be turned off according to the battery state. ing.

JP 2008-257578 A JP 2007-237768 A

  However, there is a problem that the low power control is not effective if the battery is exhausted only by performing the low power control based on the remaining battery level as in Patent Document 1 or 2. That is, it is considered that there is a vehicle situation where power is wasted even before the battery is consumed, and reducing the vehicle situation can reduce power consumption more effectively before the battery is consumed.

  In view of the above problems, an object of the present invention is to provide a vehicular power supply control device and a vehicular power supply control method that perform low power control before the remaining battery level decreases.

  In view of the above problems, the present invention provides a first vehicle state detection sensor for detecting a vehicle state, target current value determination means for determining a target current consumption value consumed by the electronic control unit based on the vehicle state, and a battery. A current sensor that detects an actual consumption current value that is supplied to the in-vehicle device, and an operation state suppression unit that suppresses the operation state of the electronic control unit when the actual consumption current value exceeds the target current consumption value. A power supply control device is provided.

  It is possible to provide a vehicular power supply control device and a vehicular power supply control method that perform low power control before the remaining battery level decreases.

It is an example of the schematic block diagram of the power supply control apparatus mounted in vehicle. It is an example of a functional block diagram of a power supply control device. It is an example of the figure which shows an example of an electric current value map typically. It is an example of the figure which shows an example of object ECU decision table typically. An example of the flowchart figure which shows the procedure in which a power supply control device performs low power control is shown.

The best mode for carrying out the present invention will be described below with reference to the drawings.
FIG. 1 shows an example of a schematic configuration diagram of an on-vehicle power supply control device 100. First, an outline of the present embodiment will be described.
(1) The overall ECU 21 determines a target current consumption value Io according to the vehicle state.
(2) The overall ECU 21 detects the current measured current consumption value I _mon .
(3) If the measured current consumption I _mon is, when the target supply current Io greater than supervising ECU21 is one or more dependent ECU11A~11C shifts stopped or in a low consumption mode (hereinafter, referred to as the "low-power control" Sometimes).

Thus, by determining the upper limit of the current consumption according to not only the remaining battery level but also the vehicle state, the current consumption can be suppressed before the remaining battery level is reduced, and the power consumption reduction effect is significantly improved. Further, when the measured current consumption value I _mon is equal to or less than the target current consumption value Io, the subordinate ECUs 11A to 11C may be activated. In this case, the subordinate ECUs 11A to 11C that take time to activate are activated. This improves the convenience of the electronic device.

  The overall ECU 21 is an ECU that manages the subordinate ECUs 11A to 11C. In the present embodiment, a mode in which the central ECU 21 mainly manages the subordinate ECUs 11A to 11C for the purpose of reducing power consumption will be described. However, the general ECU 21 may take charge of processing other than managing the subordinate ECUs 11A to 11C. The overall ECU 21 can also be used as, for example, a navigation ECU, a body ECU, or the like. The overall ECU 21 only needs to be able to detect the vehicle state and control the subordinate ECUs 11A to 11C with low power, and may be a dedicated ECU (for example, a battery ECU) for reducing power consumption.

  The overall ECU 21 and the subordinate ECUs 11A to 11C are connected via an in-vehicle network. In the figure, a CAN (Controller Area Network) is shown, but a LIN (Local Interconnect Network), a FlexRay, or the like may be used. The subordinate ECU 11A has a SW17A, the subordinate ECU 11B has a SW17B, and the subordinate ECU 11C has a SW17C. The overall ECU 21 is connected to the SWs 17A to 17C via a dedicated line, and can control ON / OFF of the SWs 17A to 17C, flag setting for the SWs 17A to 17C described later, and the like. The reason why the general ECU 21 and the SWs 17A to 17C are connected by a dedicated line is to reliably start the subordinate ECUs 11A to 11C even if the subordinate ECUs 11A to 11C in the stopped state cannot perform CAN communication. Since whether or not the subordinate ECUs 11A to 11C in the stopped state can perform CAN communication can be designed, it is not necessary to connect the general ECU 21 and the SWs 17A to 17C of the subordinate ECUs 11A to 11C with dedicated lines.

  The general ECU 21 is connected to an engine speed sensor 24, a shift position sensor 25, a vehicle speed sensor 26, a voltage sensor 28, and a current sensor 29 directly or by CAN communication. The engine speed sensor 24 is a sensor that detects the engine speed. The shift position sensor 25 is a sensor that detects a shift position “N, D, P, R” operated by the driver. The vehicle speed sensor 26 measures, for example, a change in magnetic flux when a convex portion on the rotor circumference arranged in each wheel of the vehicle passes as a pulse by a vehicle-side magnetic sensor. The wheel speed can be measured for each wheel based on the number of pulses per unit time, and the vehicle speed can be obtained by multiplying the wheel speed by the outer diameter of the tire. The voltage sensor 28 detects the terminal voltage of the battery 27 at a predetermined sampling period.

The current sensor 29 detects the discharge current of the battery 27 supplied to the general ECU 21 and the subordinate ECUs 11A to 11C at a predetermined sampling period. The current sensor 29 may detect only the discharge current supplied to the general ECU 21 and the subordinate ECUs 11A to 11C or may include the discharge current supplied to other vehicle-mounted devices (such as an air conditioner). In the present embodiment, since the target consumption current value I _mon consumed by the general ECU 21 and the subordinate ECUs 11A to 11C is determined according to the vehicle state detected by the shift position sensor 25 and the like, the target consumption current value I _mon is supplied to the general ECU 21 and the subordinate ECUs 11A to 11C. It is only necessary to detect the discharge current. In other words, if the target consumption current value I _{mon to} be consumed including the discharge current supplied to the other in-vehicle device is determined, the current sensor 29 detects the discharge current supplied to the other in-vehicle device. To do.

  Further, since the remaining amount of the battery is easily affected by the temperature, it is preferable to detect the liquid temperature of the battery 27 and the temperature of the case of the battery 27 by a temperature sensor (not shown). The overall ECU 21 calculates the remaining battery capacity from the terminal voltage and temperature from a map or the like. The current sensor 29 can detect the current when the current generated by the alternator or the motor generator is stored in the battery 27 at a predetermined cycle. The remaining battery level may be corrected from the balance between the current during discharging and the current during charging. The battery 27 is a secondary battery such as a lead storage battery, a nickel metal hydride battery, or a lithium ion battery.

  The overall ECU 21 includes a microcomputer 23 and an IC 22. The microcomputer 23 is a computer in which a CPU, RAM, ROM, EEPROM, input / output interface (I / O), ASIC (Application Specific Integrated Circuit), and the like are connected by a bus. The IC 22 includes a CAN communication unit that performs CAN communication, and an interface that acquires a shift position, vehicle speed, voltage, current, and the like. The IC 22 includes a reset circuit for resetting and restarting the microcomputer 23, a monitoring circuit for detecting an abnormality with a watchdog timer, and the like.

  The hardware structure of the subordinate ECUs 11A to 11C is the same as that of the general ECU 21, and thus the description thereof is omitted. The subordinate ECU 11A is, for example, a back guide monitor ECU. Connected to the back guide monitor ECU are a rear camera with the optical axis directed obliquely below the rear of the vehicle, a display device 14 for displaying the image of the rear camera, and a steering angle sensor for detecting a steering angle. When the back guide monitor ECU detects that the vehicle moves backward from the shift position sensor 25, the back guide monitor ECU predicts the traveling direction of the vehicle according to the steering angle and the vehicle speed of the vehicle, and the prediction result is superimposed on the image of the rear camera and displayed together with the image. Display on the device 14. Further, the back guide monitor ECU predicts the traveling direction in the case of the maximum steering angle and displays it on the video together with the traveling direction predicted based on the current steering angle. Thus, the driver can easily grasp whether or not the parking space can be parked by steering from the current steering angle to the maximum steering angle.

  Moreover, subordinate ECU11B is door ECU which controls the drive part of a door, for example. The door drive unit includes a door / window, a door lock latch, and the like. Subordinate ECU12 is arrange | positioned in each door, and controls the drive part of each door. Accordingly, the motor 15 is, for example, an opening / closing motor that opens and closes a door / window or a door lock motor that engages a latch with a pole on the vehicle body side. When the occupant operates the opening / closing switch provided on the door in the opening direction, the door ECU rotates the opening / closing motor in the opening direction, and when operated by the closing direction, the door ECU rotates the opening / closing motor in the closing direction. The door ECU stores the top dead center (closed state) and bottom dead center (fully open state) of the door window, and detects the current position of the door window. When moving to the bottom dead center, the open / close motor is stopped. When the occupant operates the door lock switch, the door ECU rotates the door lock motor in the operation direction (lock side or unlock side) to engage or disengage the latch and the pole. In addition, when the door ECU determines that the verification of the electronic key has been established in the keyless entry system, the door lock may be released.

  The subordinate ECU 11 </ b> C is, for example, an engine ECU that controls the engine 16. The engine ECU calculates the throttle opening, fuel injection amount, fuel injection timing, intake / exhaust valve opening timing, igniter ignition timing, etc. according to the accelerator opening and the engine speed, and the throttle is adjusted to match the calculation result. Control the opening and so on.

  FIG. 2 shows an example of a functional block diagram of the power supply control device 100. Each functional block in FIG. 2 is realized by the CPU of the overall ECU 21 executing a program stored in the EEPROM or by an ASIC. The target current value determination unit 32 refers to the current value map 31 to determine the target consumption current value Io from the vehicle speed, the terminal voltage of the battery 27, and the temperature. In other words, the target consumption current value Io represents an indication of the consumption current that may be consumed from both the power generation state and the charge state of the battery 27. The state of charge can be obtained from the voltage and temperature as described above. Moreover, since the power generation state may depend on the vehicle speed, the engine speed, etc., the vehicle speed can be used as a parameter. Therefore, the engine speed may be used instead of the vehicle speed, or the engine speed may be used together with the vehicle speed. In the case of an electric vehicle or a hybrid vehicle, power is generated by a motor generator, which correlates with the vehicle speed.

  FIG. 3 is an example of a diagram schematically illustrating an example of the current value map 31. The vehicle speed, the terminal voltage and temperature of the battery 27, and the target current consumption value Io are registered in association with each other. The current value map 31 can be determined by experimentally monitoring the vehicle state and the current consumption consumed by the general ECU 21 and the subordinate ECUs 11A to 11C. The current consumption at the time of monitoring is the minimum current consumption required for the general ECU 21 and the subordinate ECUs 11A to 11C to operate. In general, the greater the vehicle speed, the greater the amount of power generation, and the higher the terminal voltage and temperature, the greater the remaining battery capacity. Therefore, as shown in the figure, the target current consumption value Io has a shape that is close to the right.

  The target current value determination unit 32 can uniquely determine the target current consumption value Io from the vehicle speed, the terminal voltage of the battery 27, and the temperature. Further, the target current value determining unit 32 may calculate the target consumption current value Io. For example, the target current value determination unit 32 reads the battery remaining amount associated with the terminal voltage and the temperature from the current value map 31, and reads the power generation amount associated with the vehicle speed from the current value map 31. Then, a target consumption current value Io is calculated by calculating with both having a predetermined weight.

Returning to FIG. 2, the current value acquisition unit 33 acquires the current value detected by the current sensor 29 by A / D conversion. Since the current consumption of the central ECU 21 and the subordinate ECUs 11A to 11C shows fine fluctuations, the current value acquisition unit 33 averages the discharge current periodically detected by the current sensor 29, for example, every about one minute, and measures the actual consumption. Obtained as current value I _mon .

Then, the determination unit 34 compares the target consumption current value Io with the actually measured consumption current value _Imon . The comparison result can take the following two cases.
・ Target consumption current value Io <measured consumption current value I _mon
・ Target current consumption value Io ≥ Actual measured current consumption value I _mon
When the target consumption current value Io is smaller than the actually measured consumption current value I _mon , the target ECU determination unit 35 determines the subordinate ECUs 11A to 11C that are targets of the low power control. The target ECU determination unit 35 determines an ECU to be subjected to low power control from any one of the subordinate ECUs 11A to 11C from two determination criteria.
(A1) Whether the vehicle state is a stoppable state in which the subordinate ECUs 11A to 11C may be stopped. (A2) When there are a plurality of subordinate ECUs that may stop, which subordinate ECU is to be stopped. The unit 35 has a target ECU determination table 39. FIG. 4 is an example of a diagram schematically illustrating an example of the target ECU determination table 39. In the target ECU determination table 39, “stoppable state” and “priority order” are registered for each of the subordinate ECUs 11A to 11C. The target ECU determination unit 35 identifies the subordinate ECUs 11A to 11C corresponding to the “stoppable state”.

The “stoppable state” is an aspect of the vehicle state for determining the target consumption current value Io. That is, it is determined by the same sensor as the sensor for specifying a vehicle state whether it is a "stoppable state". As a result, the stop of the subordinate ECUs 11A to 11C not only leads to the actually measured consumption current value I _mon , but the cancellation of the “stoppable state” due to the stop is reflected in the relationship between the vehicle state and the target consumption current value Io. Become.

When a plurality of subordinate ECUs 11A to 11C are specified, the target ECU determination unit 35 determines which subordinate ECU 11A to 11C performs low power control according to the priority order. For example, when “the shift position is other than R” and “the vehicle speed is 50 km / h or more”, the target ECU determination unit 35 determines the target of low power control from the subordinate ECU 11 having the priority “1”. The priorities are determined in advance in descending order of power consumption, for example. The priority order is not set in advance, but when the determination unit 34 determines that “target consumption current value Io <measured consumption current value I _mon ”, among the subordinate ECUs 11A to 11C that are in the stoppable state, the most consumed You may determine subordinate ECU11A-11C with large electric power as the object of low electric power control.

  In FIG. 4, only one stoppable state is registered in the subordinate ECUs 11 and 12, but there are many cases where there are a plurality of stoppable states. If the stoppable states are different, the subordinate ECUs 11A to 11C may be able to stop for each stoppable state. For this reason, the priority order is not necessarily fixed to the subordinate ECUs 11A to 11C, and appropriate subordinate ECUs 11A to 11C (which consume the most power) are determined as targets for low power control for each stoppable state.

  Returning to FIG. 2, the low power control unit 36 performs low power control on any of the subordinate ECUs 11 </ b> A to 11 </ b> C that is the target of the low power control. By doing so, it is possible to reduce power consumption by stopping the subordinate ECUs 11A to 11C that are likely to be operating unnecessarily from the vehicle state.

  The low power control unit 36 performs low power control by a method determined for each of the subordinate ECUs 11A to 11C. Specifically, the low power control includes shutting off the power from the battery 27 to the subordinate ECUs 11A to 11C, shifting to the sleep mode, reducing the operation clock, and the like. The sleep mode is to stop the operation clock while data is stored in volatile memory such as RAM. Low power mode in which power is supplied only to the nonvolatile memory to maintain the data in the volatile memory. Say. When an HDD (Hard Disk Drive) or SSD (Solid State Drive) is included, hibernation (the content of the RAM is stored in a nonvolatile memory) may be used.

  What low power control is applied is determined for each of the subordinate ECUs 11A to 11C. Therefore, the low power control unit 36 may perform low power control according to the subordinate ECUs 11A to 11C that perform low power control. For example, when the power is shut off, the SWs 17A to 17C are turned off. Thereby, power supply is interrupted. When instructing the transition to the sleep mode or the reduction of the operation clock, the low power control unit 36 uses the SWs 17A to 17C as a flag and turns on the flag. As a result, the CPUs of the subordinate ECUs 11A to 11C detect an interrupt, and shift to the sleep mode or reduce the operation clock according to a predetermined setting. The reduction of the operation clock is realized, for example, by dividing the operation clock supplied from the clock generator by a frequency divider.

  Note that the low power control unit 36 records the sub ECUs 11A to 11C subjected to the low power control, so that the same sub ECUs 11A to 11C are not subjected to the low power control again. In addition, since the activation ECU determination unit 37 described below determines the dependent ECUs 11A to 11C to be activated, the low power control unit 36 notifies the activation ECU determination unit 37 of the dependent ECUs 11A to 11C subjected to the low power control.

Start ECU determining section 37, when the target supply current value Io is above the measured consumption current value I _mon, it activates the dependent ECU11A~11C has stopped. Therefore, the target current consumption value Io is not only the upper limit of the actually measured current consumption value _Imon , but may be the lower limit.

The activation ECU determination unit 37 determines the dependent ECUs 11A to 11C to be activated according to the following criteria. The priority is higher in the order of (b1)>(b2)> (b3).
(B1) The sub ECUs 11A to 11C controlled by the low power control unit 36 do not satisfy the stoppable state or may not be satisfied. (B2) The sub ECUs 11A to 11C controlled by the low power control unit 36 for low power. “Target consumption current value Io−measured consumption current value I _mon ” is greater than or equal to the threshold α (b3) “target consumption current value Io−measured consumption current value I _mon ” is greater than or equal to the threshold β (β > Α)
The activation ECU determination unit 37 determines the subordinate ECUs 11A to 11C to be activated based on (b1), so that it is preferentially activated when the subordinate ECUs 11A to 11C that were originally activated are highly likely to be used. be able to. Further, by determining the dependent ECUs 11A to 11C to be activated based on (b2), when the actually measured consumption current value I _mon is relatively small with respect to the target consumption current value Io, the dependent ECUs 11A to 11C that were originally activated are determined. Can be activated. Further, by determining the dependent ECUs 11A to 11C to be activated based on (b3), when the measured consumption current value I _mon is sufficiently smaller than the target consumption current value Io, the dependent ECUs 11A to 11C are activated to Responsiveness in the situation where the ECUs 11A to 11C are used can be improved. The activation ECU determination unit 37 may determine the dependent ECUs 11A to 11C to be activated only when the possibility of using the dependent ECUs 11A to 11C is high. By limiting, the power consumption can be reduced even if there is a margin of the measured current consumption value I _mon with respect to the target current consumption value Io.

  The ECU activation unit 38 turns on the SWs 17A to 17C of the subordinate ECUs 11A to 11C determined to be activated, for example. When it is detected that the SWs 17A to 17C are turned on, the reset circuits of the ICs 12A to 12B of the subordinate ECUs 11A to 11C reset the microcomputers 13A to 13C. By doing so, the subordinate ECUs 11A to 11C can be activated. Similarly, when the ICs 12A to 12B detect that the flags of the SWs 17A to 17C used as the flags are turned off, the ICs 12A to 12B return the microcomputer from the sleep mode and return the operation clock to the original frequency.

  FIG. 5 shows an example of a flowchart illustrating a procedure for the power control apparatus 100 to perform low power control. The flowchart of FIG. 5 starts when the ignition is turned on in a vehicle equipped with an engine and the main system is turned on in a hybrid vehicle or an electric vehicle. After the start, it is repeated every cycle time.

First, the target current value determination unit 32 refers to the current value map 31 and determines the target current consumption value Io from the vehicle speed, the terminal voltage of the battery 27, and the temperature (S10). Next, the current value acquisition unit 33 acquires the actually measured consumption current value I _mon from the current value detected by the current sensor 29 (S20).

The determination unit 34 determines whether or not “target consumption current value Io <measured consumption current value I _mon ” is satisfied (S30). When the measured current consumption value I _mon is larger than the target current consumption value Io (Yes in S30), the sub ECUs 11A to 11C that have already performed the low power control cannot further reduce the power consumption. Subordinate ECUs that have been subjected to low power control are excluded (S40).

  Next, the target ECU determination unit 35 determines whether there are subordinate ECUs 11A to 11C that satisfy the “stoppable state” in the target ECU determination table 39 (S50). When there is no subordinate ECU 11A to 11C that satisfies the “stoppable state” (No in S50), it is not preferable to forcibly perform low power control, and thus the processing from step S10 is repeated without performing low power control.

  When there are subordinate ECUs 11A to 11C that satisfy the “stoppable state” (Yes in S50), the target ECU determination unit 35 determines whether there are a plurality of subordinate ECUs that can perform low power control (S60). When there are a plurality of subordinate ECUs that can perform low power control (Yes in S60), the target ECU determination unit 35 determines the subordinate ECU with the highest priority in order to determine subordinate ECUs 11A to 11C that perform low power control (S70). If there are not a plurality of subordinate ECUs capable of low power control (No in S60), it is not necessary to consider the priority order of the subordinate ECUs 11A to 11C, and the process proceeds to step S80.

And the low electric power control part 36 carries out low electric power control of either of subordinate ECU11A-11C determined as the object of low electric power control (S80). By doing so, the actual consumption current value I _mon detected by the current sensor 29 becomes small, so that the target current consumption value Io can be expected to be equal to or less than the actual measurement current consumption value I _mon . That is, the power consumption of the vehicle can be reduced.

Returning to step S30, if the measured current consumption value I _mon is equal to or lower than the target supply current value Io (No in S30), it means that there is enough power, starting ECU determination unit 37 to be started dependent ECU11A~ It is determined whether there is 11C (S90). And when there is no subordinate ECU11A-11C which should be started (No of S90), since the process to start is unnecessary, the process from step S10 is repeated.

  When there are subordinate ECUs 11A to 11C to be activated (Yes in S90), the ECU activation unit 38 activates any of the subordinate ECUs 11A to 11C according to the criteria (b1) to (b3) that determine the activation order (S100). ). The power supply control device 100 repeats the above processing.

The power supply control device 100 according to the present embodiment can greatly reduce power consumption before the remaining battery level decreases by determining the upper limit of the current consumption according to not only the remaining battery level but also the vehicle state. That, is determined in advance the proper relationship of the vehicle state and the consumption current (target current consumption value Io), by comparing the measured consumption current value I _mon and the target supply current value Io, it operates unnecessarily from the vehicle state It is possible to reduce the power consumption by controlling the power saving of the subordinate ECUs 11A to 11C that are likely to be connected. In addition to simply setting the upper limit of power consumption, when the measured current consumption value I _mon is less than or equal to the target current consumption value Io, the dependent ECUs 11A to 11C that take time to start are activated by starting the dependent ECUs 11A to 11C. It can also be prevented that the responsiveness of 11C is lowered.

11A-11C Subordinate ECU
12A-12C, 22 IC
13A-13C, 23 Microcomputer 17A-17C SW
21 General ECU
24 engine speed sensor 25 shift position sensor 26 vehicle speed sensor 27 battery 28 voltage sensor 29 current sensor 100 power supply control device

Claims (6)

A vehicle state detection sensor for detecting the vehicle state;
Target current value determining means for determining a target current consumption value consumed by the electronic control unit based on the vehicle state;
A current sensor for detecting an actual consumption current value supplied from the battery to the in-vehicle device;
When the measured current consumption value exceeds the target current consumption value, an operation state suppression means for suppressing the operation state of the electronic control unit;
A power supply control device comprising: The operating state suppression means determines an electronic control unit that suppresses the operating state according to the vehicle state.
The power supply control device according to claim 1. The vehicle state detection sensor is
At least one of a vehicle speed sensor, a shift position sensor, and an engine speed sensor,
The power supply control device according to claim 1, wherein the power supply control device is a power supply control device. When the measured current consumption value is less than or equal to the target current consumption value,
An operating state return means for returning the electronic control unit whose operating state is suppressed to the original operating state;
The power supply control device according to claim 1, further comprising: The operating state return means determines an electronic control unit to return to the original operating state according to the vehicle state.
The power supply control device according to claim 4. A vehicle state detection sensor detecting the vehicle state;
A target current value determining means determining a target current consumption value consumed by the electronic control unit based on the vehicle state;
A current sensor detecting a measured current consumption value supplied from the battery to the in-vehicle device;
An operating state suppression means for suppressing the operating state of the electronic control unit when the measured current consumption value exceeds the target current consumption value;
A power supply control method characterized by comprising:

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