JP2015182589A - Controller and control method for power supply - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a highly durable controller for a power source and a control method for the power source.SOLUTION: In a vehicle, a controller for a power source is provided between a battery and an electric load that operates by power supplied from the battery. The controller includes: a booster section that boosts power output from the battery and supplies the boosted power to the electric load; a bypass section that supplies the power output from the battery to the electric load by bypassing the booster section; a state detector that detects a state of the battery; and a control section that controls the booster and bypass sections. The control section receives a voltage drop estimate value of the battery, in restarting an engine after an idling stop, that is output from the state detector, and performs control to supply the power through the booster section when the voltage drop estimate value is equal to or less than a minimum operation voltage of the electric load, and performs control to keep a state where the power is supplied through the bypass section when the voltage drop estimate value is not equal to or less than the minimum operation voltage of the electric load.

Description

  The present invention relates to a control device and a control method for a power supply provided in a vehicle between a battery and an electric load that is operated by being supplied with electric power from the battery.

  In recent years, a technique called idling stop has been mounted on vehicles. In this technique, the engine is automatically stopped when the vehicle is stopped due to a signal or the like, and then the engine is automatically restarted when the vehicle starts. According to this technology, by stopping the engine while the vehicle is stopped, it is possible to reduce fuel consumption and exhaust gas emission.

  Here, when the engine is restarted, since a large current flows through the starter motor, the voltage of the battery decreases. Therefore, as described in Patent Document 1, when the engine is restarted, a relay provided between the battery and the electric load is turned off, and power supplied to the electric load is limited. Further, there is a technique for preventing a predetermined electric load from being reset by boosting and supplying electric power from a battery to a predetermined electric load by a relay or the like when the engine is restarted.

JP 2009-12568 A Japanese Patent No. 4785056 Japanese Patent No. 3960998 Japanese Patent No. 4015128

  By the way, with the recent increase in demand for fuel efficiency improvement and exhaust gas reduction, there is an increasing demand for increasing the number of idling stops. In connection with this, the durability of the control device for the power source provided between the battery and the electric load is also required.

  The present invention has been made in view of the above, and an object of the present invention is to provide a power supply control device and control method with high durability.

  In order to solve the above-described problems and achieve the object, a power supply control device according to the present invention is a power supply control device provided between a battery and an electric load that is supplied with power from the battery and operates in a vehicle. A booster that boosts the power output from the battery and supplies the boosted power to the electrical load; and a bypass unit that bypasses the booster and outputs the power output from the battery to the electrical load; A state detector for detecting the state of the battery, and a control unit for controlling the boosting unit and the bypass unit, wherein the control unit outputs the engine after idling stop output from the state detector. The estimated voltage drop value of the battery at the time of starting is received, and when the estimated voltage drop value is equal to or lower than the minimum operating voltage of the electric load, the voltage drop unit is passed through. If the estimated voltage drop does not fall below the minimum operating voltage of the electrical load, control is performed to maintain the state of supplying the power via the bypass unit. It is characterized by doing.

  In the power supply control device according to the present invention, in the above invention, the bypass unit is configured to be able to block a path to the electric load of the electric power output from the battery, and the control unit includes: Accepting the battery capacity predicted value output from the state detector, and if the capacity predicted value falls below a predetermined value, the bypass unit is configured to block the path of the power to the electric load. It is characterized by controlling.

  In the power supply control device according to the present invention as set forth in the invention described above, the predetermined value is a capacity capable of starting the engine.

  In the power supply control device according to the present invention as set forth in the invention described above, the control unit receives information related to a person getting on the vehicle, and releases the block of the route when the information is input.

  The power supply control method according to the present invention includes a reception step of receiving an estimated voltage drop value of the battery when the engine is restarted after idling stop, which is output from a state detector that detects the state of the battery in the vehicle. Determining whether or not the estimated voltage drop is below a minimum operating voltage of an electric load that is supplied with power from the battery and operates, wherein the estimated voltage drop represents the minimum operating voltage. When the voltage is lower, the electric power is boosted and supplied to the electric load, and when the estimated voltage drop is not lower than the minimum operating voltage of the electric load, the electric power is not boosted and is supplied to the electric load. It is characterized by maintaining.

  The method for controlling a power supply according to the present invention includes a step of determining whether or not a predicted remaining capacity of the battery is lower than a predetermined value in the above invention, and when the predicted remaining capacity is lower than a predetermined value. The path of the electric power to the electric load is cut off.

  According to the present invention, there is an effect that it is possible to realize a power supply control device and control method with high durability.

FIG. 1 is a block diagram illustrating a configuration of a power supply control device according to the first embodiment. FIG. 2 is a block diagram showing an example of the configuration of the battery monitor shown in FIG. FIG. 3 is a flowchart showing an example of a control flow of the power supply control device shown in FIG. FIG. 4 is a diagram for explaining the estimated value of the OCV. FIG. 5 is a diagram for explaining an estimated voltage drop value. FIG. 6 is a block diagram illustrating a configuration of a power supply control device according to the second embodiment. FIG. 7 is a flowchart showing an example of a control flow of the power supply control device shown in FIG. FIG. 8 is a block diagram illustrating a configuration of a power supply control device as a comparative example. FIG. 9 is a flowchart showing an example of a control flow of the power supply control device shown in FIG.

  Hereinafter, embodiments of a power supply control device and a control method according to the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. Moreover, in each drawing, the same code | symbol is attached | subjected suitably to the same or corresponding element.

(Embodiment 1)
FIG. 1 is a block diagram showing a configuration of a power supply control apparatus according to Embodiment 1 of the present invention. As shown in FIG. 1, a power supply control device (hereinafter referred to as a control device) 100 includes a battery 1 and a plurality of ECUs (Electronic Control Units) 3 that are electric loads that operate by being supplied with electric power from the battery 1. And a boost control unit 10 and a battery sensor 20 as a state detector.

  The boost control unit 10 includes a bypass circuit 11 that is a bypass unit, a boost circuit 12 that is a boost unit, and a control unit 13 that controls the bypass circuit 11 and the boost circuit 12. The bypass circuit 11 includes a relay 11a and a transistor 11b. The booster circuit 12 includes a choke coil 12a, a diode 12b, a capacitor 12c, and a field effect transistor (FET) 12d.

  In the bypass circuit 11, the coil terminal of the relay 11a is connected to the control unit 13 and the collector terminal of the transistor 11b. One end of the contact terminal of the relay 11a is connected to the battery 1 side via the fuse 2, and the other terminal is connected to the ECU 3 side. The base terminal of the transistor 11b is connected to the control unit 13, and the emitter terminal is grounded. The bypass circuit 11 controls the base current supplied to the transistor 11b by the control unit 13 to turn on or off the current flowing through the coil, thereby bringing the relay 11a into the closed state illustrated in the figure or the open state illustrated by the broken line P. In the closed state, the electric power supplied from the battery 1 is supplied to the ECU 3 and the electronic device 4 through the path I1.

  In the booster circuit 12, the choke coil 12a and the diode 12b are connected in series so that the choke coil 12a is positioned on the battery 1 side and the diode 12b is on the ECU 3 side. One end of the capacitor 12c is connected to the cathode terminal side of the diode 12b, and one end is grounded. The FET 12d has a drain terminal connected to the anode terminal side of the diode 12b, a gate terminal connected to the control unit 13, and a source terminal grounded. Thus, the booster circuit 12 is configured as a boost type DCDC converter. The voltage supplied to the gate by the control unit 13 is controlled by, for example, PWM (Pulse Width Modulation), so that the electric power supplied from the battery 1 is boosted through the path I2 and supplied to the ECU 3 and the electronic device 4.

  The bypass circuit 11 includes a path I2 that is a boost path via the booster circuit 12 and a path I1 that is a bypass path that bypasses the booster circuit 12 in the path from the battery 1 to the ECU 3 and the electronic device 4. Can be switched.

  The control unit 13 controls the bypass circuit 11 and the booster circuit 12 and receives various information from the battery sensor 20, the engine ECU 5, the ignition switch 6, and the like.

  In addition, ECU3, the control part 13, and engine ECU5 can comprise all, for example with a microcontroller. The microcontroller includes a calculation unit and a storage unit. The arithmetic unit performs various arithmetic processes for control, and is configured by, for example, a CPU (Central Processing Unit). The storage unit stores various programs and data used by the calculation unit to perform calculation processing, for example, a part composed of ROM (Read Only Memory), and a work space when the calculation unit performs calculation processing. And a part constituted by, for example, a RAM (Random Access Memory) used for storing the result of the arithmetic processing of the arithmetic part and the like.

  The engine ECU 5 is connected to the starter motor 7. Further, an alternator 9 is connected to the battery 1 via a fuse 8.

  Next, the battery sensor 20 will be described. The battery sensor 20 is connected to the battery 1 and detects the state of the battery 1.

  FIG. 2 is a block diagram illustrating an example of the configuration of the battery sensor 20. As shown in FIG. 2, the battery sensor 20 includes a voltage measurement circuit 21, a current measurement circuit 22, a pulse discharge circuit 23, a temperature sensitive element 24, and a control unit 25.

  The voltage measurement circuit 21 is connected to the positive electrode side of the battery 1, measures the voltage of the battery 1, and outputs the measured voltage value to the control unit 25. The current measurement circuit 22 includes a shunt resistor connected to the negative electrode side of the battery 1, measures the current of the battery 1, and outputs the measured current value to the control unit 25. The pulse discharge circuit 23 includes a charging circuit and a discharge circuit, and causes the battery 1 to perform pulse discharge according to a control signal from the control unit 25. The pulse discharge circuit 23 is used when calculating the internal resistance (impedance) of the battery 1 based on the current value and the voltage value measured during the pulse discharge. The temperature sensing element 24 is, for example, a thermistor, is disposed near the battery 1, and is used for temperature measurement of the battery 1 by the control unit 25. The control unit 25 receives various information from the voltage measurement circuit 21, the current measurement circuit 22, the pulse discharge circuit 23, and the temperature sensitive element 24, performs calculations based on this information, and detects the state of the battery 1. In addition, the control unit 25 includes an interface unit 25a that performs, for example, CAN (Controller Area Network) communication and LIN (Local Interconnect Network) communication. From the interface unit 25a, information on the detected state of the battery 1 is boosted. 10 to the control unit 13. The control unit 25 can also be constituted by a microcontroller, for example.

  Next, control in the control device 100 will be described, but before that, control of the control device as a comparative form will be described.

  FIG. 8 is a block diagram illustrating a configuration of a power supply control device as a comparative example. This control device includes a boost control unit 1010. The boost control unit 1010 is obtained by replacing the control unit 13 with a control unit 1013 in the boost control unit 10 shown in FIG.

  FIG. 9 is a flowchart showing an example of a control flow of the power supply control device shown in FIG. The control flow starts when the user gets on the vehicle and starts the engine. During normal travel, the electric power from the battery 1 is not boosted and is supplied to the ECU 3 and the electronic device 4 via the route I1 that is a bypass route.

  When the engine restart condition is satisfied, for example, when the user removes his / her foot from the brake after the idling stop, the engine ECU 5 controls the starter motor 7 to restart the engine and the control unit 1013 notifies the boost ON signal. Is output. Next, in step S1001, the control unit 1013 receives an input of a boost ON signal. When receiving the input of the boost ON signal, in step S1002, the control unit 1013 controls the current supplied to the base terminal of the transistor 11b of the bypass circuit 11 to open the relay 11a and turn the bypass circuit 11 OFF. The voltage applied to the gate terminal of the FET 12d of the booster circuit 12 is PMW controlled to turn on the booster circuit 12. As a result, the electric power output from the battery 1 is boosted to a predetermined voltage via the booster circuit 12 and supplied to the ECU 3 and the electronic device 4. As a result, even if the voltage of the battery 1 is reduced when the engine is restarted, sufficient electric power is supplied to the ECU 3 and the electronic device 4.

  When the voltage of the battery 1 is restored after the engine is restarted, the engine ECU 5 outputs a boost OFF signal to the control unit 1013. In step S1003, the control unit 1013 determines whether a boost OFF signal is input from the engine ECU 5. When it is determined that the boost OFF signal has not been input (No in step S1003), the bypass circuit 11 is kept in the OFF state and the boost circuit 12 is kept in the ON state. If it is determined that the boost OFF signal has been input (step S1003, Yes), the relay 11a is closed, the bypass circuit 11 is turned ON, the gate voltage of the FET 12d is turned OFF, and the boost circuit 12 is turned OFF ( Step S1004). As a result, the electric power output from the battery 1 is supplied to the ECU 3 and the electronic device 4 without being boosted by the bypass path.

  Here, in the control device according to the comparative embodiment, the relay 11a is opened and closed as described above every time the engine is restarted after idling stop. Therefore, the durability and life of the control device are limited by the number of durability of the relay 11a. It was.

  In contrast, in control device 100 according to Embodiment 1 shown in FIG. 1, the estimated voltage drop of battery 1 when the engine is restarted after idling is stopped is the lowest of the electric load (ECU 3, electronic device 4). If the voltage drops below the operating voltage, control is performed to switch to the boost path, and if the estimated voltage drop does not fall below the minimum operating voltage of the electrical load, control is performed to maintain the state via the bypass path. The number of opening / closing operations of the relay 11a decreases with respect to the number of idling stops. As a result, the life of the relay 11a is extended and the durability of the control device 100 is also increased.

  Hereinafter, control in the control apparatus 100 will be described. FIG. 3 is a flowchart illustrating an example of a control flow of the control device 100. The control flow starts when the user gets on the vehicle and starts the engine. During normal travel, the electric power from the battery 1 is not boosted and is supplied to the ECU 3 and the electronic device 4 via the route I1 that is a bypass route.

  When the engine restart condition is satisfied, for example, when the user removes his / her foot from the brake after the idling stop, the engine ECU 5 controls the starter motor 7 to restart the engine, and the control unit 13 sends a boost ON signal. Is output. On the other hand, the battery sensor 20 calculates and outputs a battery voltage drop estimated value at the time of cranking associated with engine restart. Note that the period during which cranking occurs is, for example, about 70 ms.

  The battery sensor 20 calculates a battery voltage drop estimated value from an estimated value of OCV (Open Circuit Voltage), which is a stable voltage of the battery, an estimated value of internal resistance, and an actual measured value of starting current.

  FIG. 4 is a diagram for explaining the estimated value of the OCV. As shown in FIG. 4, the battery voltage fluctuates when the vehicle travels, but gradually decreases after time T1 when the ignition key is turned OFF and approaches the OCV. The battery sensor 20 estimates the OCV by a method using an approximate expression as disclosed in Patent Document 2, for example, based on the battery voltage value indicated by a black circle in the figure, measured between the time T1 and the time T2.

  FIG. 5 is a diagram for explaining an estimated voltage drop value. The estimated voltage drop is a value obtained by estimating a voltage drop at the time of engine restart, and is represented by (OCV−ΔV). Note that ΔV = (internal resistance) × (starting current). The starting current is an actual value measured by the battery sensor 20, and the internal resistance is an estimated value calculated by the battery sensor 20 based on the actual value using pulse discharge (see, for example, Patent Document 3). As the internal resistance, an estimated value calculated from actually measured values of voltage and current at start-up may be used.

  Returning to FIG. In step S <b> 101, the control unit 13 receives an input of a voltage drop estimated value from the battery sensor 20. Furthermore, in step S102, the control unit 13 receives an input of a boost ON signal from the engine ECU 5. Note that the order of steps S101 and S102 may be reversed. When receiving an input of the boost ON signal, in step S103, the control unit 13 determines whether or not the battery voltage (voltage drop estimated value) at the time of cranking is equal to or lower than the minimum operating voltage of the ECU 3 that is the target ECU.

  If it is determined that the voltage is equal to or lower than the minimum operating voltage (step S103, Yes), the process proceeds to step S104. In step S104, the control unit 13 controls the current supplied to the base terminal of the transistor 11b of the bypass circuit 11 to open the relay 11a, turn the bypass circuit 11 off, and the gate terminal of the FET 12d of the booster circuit 12 PMW control is performed on the voltage applied to, and the booster circuit 12 is turned on. As a result, the electric power output from the battery 1 is boosted to a predetermined voltage and supplied to the ECU 3 and the electronic device 4. As a result, even if the voltage of the battery 1 is reduced when the engine is restarted, sufficient electric power is supplied to the ECU 3 and the electronic device 4.

  When the voltage of the battery 1 recovers after restarting the engine, the engine ECU 5 outputs a boost OFF signal to the control unit 13. In step S105, the control unit 13 determines whether a boost OFF signal is input from the engine ECU 5. When it is determined that the boost OFF signal is not input (No at Step S105), the bypass circuit 11 is kept off and the boost circuit 12 is kept on. If it is determined that the boost OFF signal has been input (step S105, Yes), the process proceeds to step S106. In step S106, the control unit 13 closes the relay 11a, turns on the bypass circuit 11, turns off the gate voltage of the FET 12d, and turns off the booster circuit 12. As a result, the electric power output from the battery 1 is supplied to the ECU 3 and the electronic device 4 without being boosted by the bypass path.

  On the other hand, when it determines with it not becoming below the minimum operating voltage in step S103 (step S103, No), the control part 13 complete | finishes control, maintaining the path | route I1 which is a bypass path | route as an electric power path | route. In this case as well, since the estimated voltage drop is higher than the minimum operating voltage of the ECU 3, sufficient voltage power is supplied to the ECU 3 and the electronic device 4. This control flow is repeated every time idling is stopped.

  As described above, in the control flow of the control device 100, the control unit 13 opens and closes the relay 11a only when the estimated voltage drop is equal to or lower than the minimum operating voltage of the ECU 3, so the number of idling stops is reduced. Thus, the number of opening / closing operations of the relay 11a is reduced. As a result, the life of the relay 11a is longer than before and the durability of the control device 100 is also increased.

(Embodiment 2)
FIG. 6 is a block diagram showing the configuration of the power supply control device according to the second embodiment of the present invention. As shown in FIG. 6, control device 100A has a configuration in which boost control unit 10 is replaced with boost control unit 10A in control device 100 according to the first embodiment shown in FIG. The boost control unit 10A has a configuration in which the bypass circuit 11 is replaced with a bypass circuit 11A in the boost control unit 10.

  The bypass circuit 11A includes a relay 11Aa and transistors 11Ab and 11Ac. The relay 11Aa is a latch relay and includes a SET coil and a RESET coil. The terminal of the SET coil is connected to the control unit 13 and the collector terminal of the transistor 11Ab. The terminal of the RESET coil is connected to the control unit 13 and the collector terminal of the transistor 11Ac. One end of the contact terminal of the relay 11Aa is connected to the battery 1 side via the fuse 2, and the other terminal is connected to the ECU 3 side. The base terminals of the transistors 11Ab and 11Ac are connected to the control unit 13, and the emitter terminals are grounded. The control unit 13 controls the base current supplied to the transistor 11Ab to turn on the current flowing through the SET coil, thereby opening the relay 11Aa as indicated by the broken line P. Even if the current is turned off, the open state is maintained. In the open state, the control unit 13 controls the base current supplied to the transistor 11Ac to turn on the current flowing through the RESET coil, thereby closing the relay 11Aa. In the closed state, the electric power supplied from the battery 1 is supplied to the ECU 3 and the electronic device 4 through the path I1.

  The control flow shown in FIG. 3 can also be executed by the control device 100A according to the second embodiment. Therefore, the life of the relay 11Aa is longer than before, and the durability of the control device 100A is also increased.

  Furthermore, the control device 100A according to the second embodiment can perform the following control. This will be specifically described below.

  Some electronic devices 4 are supplied with power even when the user gets off the vehicle and the vehicle is left unattended. For example, when the electronic device 4 is a power window or a power seat, electric power is continuously supplied to the corresponding ECU 3 in order to store the position information of the window and the seat when the ignition switch 6 is turned off. . Further, when the electronic device 4 is a navigation system or an audio device, power is continuously supplied to the corresponding ECU 3 in order to store the operation state at the time when the ignition switch 6 is turned off.

  As described above, even when the vehicle is left unattended, current flows (also referred to as dark current), and the power of the battery 1 continues to be consumed. Here, the number of days in which the vehicle is left means the number of days in which the vehicle can be left in a state where the engine can be started.

  In the control described below, when the estimated capacity value of the battery 1 is lower than a specified value, the bypass circuit 11A is controlled so as to cut off the path to the electric load of the power. Consumption can be suppressed, and in particular, the number of days the vehicle is left can be extended.

  FIG. 7 is a flowchart illustrating an example of a control flow of the control device 100A. The control flow starts when the user gets off the vehicle and leaves the vehicle.

  First, the battery sensor 20 estimates the estimated battery capacity value based on the estimated OCV value using, for example, the method described in Patent Document 4, and continues to output the estimated value to the control unit 13 at a constant cycle.

  Next, in step S <b> 201, the control unit 13 receives an input of an estimated battery capacity value from the battery sensor 20. Next, in step S202, the control unit 13 determines whether or not the estimated battery capacity value is equal to or less than a specified capacity. The specified capacity is, for example, a capacity capable of starting the engine, and is a capacity in which the charging rate of the battery 1 is 50% to 60%.

  If it is determined that the capacity is not less than the specified capacity (step S202, No), the process returns to step S201. If it is determined that the capacity is less than the specified capacity (step S202, Yes), the process proceeds to step S203. In step S203, the control unit 13 controls the current supplied to the base terminal of the transistor 11Ab of the bypass circuit 11A to open the relay 11Aa and turn off the bypass circuit 11. As a result, the power supply path to the ECU 3 and the electronic device 4 is blocked.

  Next, in step S <b> 204, the control unit 13 determines whether information capable of determining the user's boarding has been input. The information that can be used to determine the user's boarding is, for example, information that the door lock is opened, information that the door is opened, and the like. Such information is input to the control unit 13 from an ECU that controls a keyless entry mode in which the door is unlocked remotely based on a result of wireless communication with a portable device carried by a user outside the vehicle, for example.

  If it is determined that information has not been input (step S204, No), step S204 is repeated. If it is determined that information has been input (step S204, Yes), the control unit 13 controls the current supplied to the base terminal of the transistor 11Ac of the bypass circuit 11A to close the relay 11Aa and turn the bypass circuit 11 on. (Step S205). As a result, the interruption of the power supply path to the ECU 3 and the electronic device 4 is released, and the power supply is resumed. As a result, the user who gets on the vehicle can use the electronic device 4 whose power supply is cut off when the vehicle is left.

  As described above, in the control flow of the control device 100A, when the capacity estimation value of the battery 1 is lower than the specified value, the bypass circuit 11A is controlled so as to cut off the path to the electric load of power. The power consumption of the battery 1 while the vehicle is left can be suppressed, and in particular, the number of days the vehicle is left can be extended. In addition, since a latch relay is used for the bypass circuit 11A, the open state can be maintained without passing current, so that power consumption can be further suppressed. Further, in the control flow of the control device 100A, dark current can be cut without additionally providing a known dark current cut system.

  In the above embodiment, the bypass circuit uses a relay, but a semiconductor switching element such as an FET may be used instead of the relay. In addition, according to this invention, the frequency | count of switching of a bypass circuit with respect to the frequency | count of idling stop can be reduced. Therefore, the reliability of the control device can be similarly maintained even when an inexpensive relay with low switching durability is used.

  In the second embodiment, the bypass circuit 11A using a latch relay is provided. Instead of the bypass circuit 11A, the bypass circuit 11 shown in FIG. 1 is provided separately from the bypass circuit 11 on the downstream side (ECU3 side). You may provide the bypass part comprised by these switching elements (a relay or a semiconductor element etc.). In this case, the interruption of the power supply path to the ECU 3 and the electronic device 4 is performed by the control unit 13 controlling the switching element. As a result, for example, more various controls can be performed, such as cutting off power to only a desired ECU of the ECU 3.

  Further, instead of the bypass circuit 11A, a bypass section constituted by the bypass circuit 11 shown in FIG. 1 and a latch relay provided on the upstream side (battery 1 side) may be provided. In this case, by providing the latch relay closer to the fuse 2 than the control unit 13, the control unit 13 can be configured to cut off the power path to the control unit 13 by opening the latch relay. Thereby, the dark current of control part 13 itself can also be cut. In this case, when it is determined that information that can determine whether the user is in the vehicle has been input (for example, input of a signal from the ignition switch 6), another ECU that is always operating even when the vehicle is left. However, the control unit 13 may be activated by closing the latch relay. Alternatively, the control unit 13 may be activated by inputting information that can be used to determine whether the user gets on the vehicle, and the activated control unit 13 may control the latch relay to be closed.

  The present invention is not limited to the above embodiment. What was comprised combining each component mentioned above suitably is also contained in this invention. Further effects and modifications can be easily derived by those skilled in the art. Therefore, the broader aspect of the present invention is not limited to the above-described embodiment, and various modifications can be made.

1 Battery 2, 8 Fuse 3 ECU
4 Electronic equipment 5 Engine ECU
6 Ignition switch 7 Starter motor 9 Alternator 10, 10A Boost controller 11, 11A Bypass circuit 11a, 11Aa Relay 11b, 11Ab, 11Ac Transistor 12 Booster circuit 12a Choke coil 12b Diode 12c Capacitor 12d FET
DESCRIPTION OF SYMBOLS 13, 25 Control part 20 Battery sensor 21 Voltage measurement circuit 22 Current measurement circuit 23 Pulse discharge circuit 24 Temperature sensing element 25a Interface part 100, 100A Control apparatus I1, I2 Path | route

Claims (6)

A control device for a power source provided between a battery and an electric load that operates by being supplied with electric power from the battery in a vehicle,
A booster that boosts power output from the battery and supplies the boosted power to the electrical load;
A bypass unit for supplying power output from the battery to the electric load by bypassing the boosting unit;
A state detector for detecting the state of the battery;
A control unit for controlling the boosting unit and the bypass unit;
With
The control unit receives an estimated voltage drop value of the battery when the engine is restarted after idling stop, which is output from the state detector, and the estimated voltage drop value is equal to or less than a minimum operating voltage of the electric load. If so, control to supply the power via the boost unit, and if the estimated voltage drop is not less than the minimum operating voltage of the electrical load, the power via the bypass unit A control apparatus for a power source, characterized in that control is performed so as to maintain a state of supplying the power. The bypass unit is configured to be able to block a path to the electric load of electric power output from the battery,
The control unit receives a predicted capacity value of the battery output from the state detector, and when the predicted capacity value is lower than a predetermined value, the path of the electric power to the electric load is cut off. The power supply control device according to claim 1, wherein the bypass unit is controlled.   The power supply control device according to claim 2, wherein the predetermined value is a capacity capable of starting the engine.   4. The power supply control device according to claim 2, wherein the control unit receives information related to a person getting on the vehicle and releases the block of the route when the information is input. 5. In the vehicle, an accepting step of receiving an estimated voltage drop value of the battery at the time of restarting the engine after idling stop, which is output from a state detector that detects the state of the battery;
A determination step of determining whether or not the voltage drop estimated value is lower than a minimum operating voltage of an electric load that is operated by being supplied with electric power from the battery;
Including
When the estimated voltage drop is below the minimum operating voltage, the power is boosted and supplied to the electrical load, and when the estimated voltage drop is not below the minimum operating voltage of the electrical load, A method of controlling a power supply, characterized by maintaining a state of supplying electric power to the electric load without boosting power.   Including a step of determining whether or not a predicted remaining capacity value of the battery is lower than a predetermined value, and when the predicted remaining capacity value is lower than a predetermined value, cutting off a path of the electric power to the electric load. The power supply control method according to claim 5.

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