JP2016061247A - On-vehicle power source system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an on-vehicle power source and a vehicle control device capable of promptly restarting an engine while supplying stable electric power to a load in the event of an abnormality in an on-vehicle power source system while a vehicle is traveling with an engine stopped.SOLUTION: A control device controls a vehicle which has a power transmission section which adjusts power between an engine and drive wheels and automatically stops the engine, while the vehicle is traveling, with power transmission between the engine and the drive wheels cut off by the power transmission section. The vehicle also has: a plurality of on-vehicle power sources which supply electric power to an on-vehicle electric component; and a circuit which is arranged between the plurality of on-vehicle power sources and the on-vehicle electric component and stabilizes power supply from each of the on-vehicle power sources to the on-vehicle electric component.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an in-vehicle power supply system having an in-vehicle power supply device and a vehicle control device, and more particularly to an in-vehicle power supply system applied to a vehicle capable of coasting by stopping an engine.

  As a background art in this technical field, there is JP 2012-47148 A (Patent Document 1). This publication discloses a control device for a vehicle that, when it is necessary to stop the vehicle, stops the engine by a fuel cut until the vehicle stops, then releases the clutch and coasts.

  Moreover, there exists Unexamined-Japanese-Patent No. 2013-23103 (patent document 2). In this publication, when a short circuit or an open state of either the first DC power supply or the second DC power supply is detected while the engine is stopped during traveling, the first DC power supply or the second DC power supply is detected. Power supply apparatus for supplying power to a brake load from a normal DC power supply and performing voltage conversion between a high-voltage first DC power supply and a low-voltage second DC power supply by a DC / DC converter Is disclosed.

JP 2012-47148 A JP2013-23103A

    With the technology of Patent Document 2, even when any power supply abnormality occurs while the vehicle is running and the engine is stopped, stable power supply to the brake load can be performed, and the vehicle can be stopped safely. However, as shown in FIG. 10, for example, when an abnormality occurs in the power supply at the timing when the engine is stopped during traveling (S901) (S902) and the vehicle approaches a right or left turn at an intersection, the accelerator pedal is depressed ( In S903), when the engine cannot be restarted, the intended driving force cannot be obtained and there is a risk of colliding with the oncoming vehicle 902. Also, if any power supply malfunctions when running with the engine stopped, the generator cannot generate power by rotating the engine, so it depends on power supply from a normal DC power supply only. It becomes. In the technique of Patent Document 2, when an abnormality occurs in the high-voltage first DC power supply, the voltage of the low-voltage second DC power supply is boosted by a DC / DC converter and corresponds to the first DC power supply. Although the voltage can be obtained, if an abnormality occurs in the second DC power supply, the input rating of the DC / DC converter cannot be satisfied, and there is a possibility that a desired boosting cannot be performed.

    Therefore, when an abnormality occurs in the in-vehicle power supply system when the engine is stopped during traveling, the in-vehicle power supply and the vehicle that can restart the engine early while supplying stable power to the load A control device is required.

  An engine starter for starting an engine, a plurality of in-vehicle power supplies for supplying power to the in-vehicle electrical components, a circuit for controlling the engine starter between the engine starter and the in-vehicle power source, and the in-vehicle electrical components A voltage stabilization circuit that stabilizes the drive voltage, a generator that generates electric power by utilizing the rotation of the engine, and a power transmission unit that adjusts the power between the engine and the drive wheels, while the vehicle is running In the vehicle that automatically stops the engine in a state in which the power transmission between the engine and the driving wheels is cut off by the power transmission unit, the voltage stabilization circuit receives power from any of the plurality of on-vehicle power supplies. The vehicle-mounted power supply device and the vehicle control device are characterized in that they are connected so that they can be exchanged.

    By applying the present invention, even when an abnormality occurs in the in-vehicle power supply system while running with the engine stopped, the engine is started at an early stage while maintaining stable running while supplying stable power to the load. It becomes possible to do.

The figure which shows the structure of the vehicle provided with the engine control apparatus and vehicle control apparatus in embodiment of this invention. The flowchart of the deceleration control in the 1st-5th embodiment of this invention. The vehicle-mounted power supply device in the 1st Embodiment of this invention. The connection of the vehicle-mounted electrical component in the 1st Embodiment of this invention. The vehicle-mounted power supply device in the 2nd Embodiment of this invention. The vehicle-mounted power supply device in the 3rd Embodiment of this invention. The vehicle-mounted power supply device in the 4th Embodiment of this invention. The vehicle-mounted power supply device in the 5th Embodiment of this invention. The time chart and schematic diagram showing the subject of this invention. Explanatory drawing showing the subject of this invention.

    Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a diagram illustrating a configuration of a vehicle including an in-vehicle power supply device and a vehicle control device according to the first embodiment of the present invention. As shown in FIG. 1, an engine 101 is mounted on a vehicle 100, and driving force generated by the engine 101 is transmitted to a driving wheel 104 connected via a differential mechanism 103 via a transmission 102. This causes the vehicle 100 to travel.
The transmission 102 is not limited to a stepped transmission that combines a torque converter and a planetary gear mechanism, and may be a continuously variable transmission that combines a belt or chain and a pulley.

      The transmission 102 also includes a power transmission control mechanism 105 that can control the amount of power transmission between the engine 101 and the differential mechanism 103. The power transmission control mechanism 105 allows the power of the engine 101 and the drive wheels 104 to be controlled. By adjusting the transmission amount, the engine can be stopped during traveling. Here, as the power transmission control mechanism 105, a torque converter, a dry or wet clutch, or a planetary gear mechanism may be used.

    Next, the in-vehicle power supply device 106 will be described. As the in-vehicle power supply device 106, a starter motor 107 is assembled as an engine starting device, and the starter motor 107 is driven by supplying electric power from the in-vehicle power source 108. After the engine 101 is rotated, combustion is started. . Here, the engine starting device is not limited to the starter motor 107, and may be a motor having functions of a starter motor and a generator.

      Examples of power supplied from the in-vehicle power source 108 include not only the starter motor 107 but also an electric drive component 109 (hereinafter, in-vehicle electrical component) of the vehicle. In-vehicle electrical components 109 include actuators for operating the engine 101, for example, fuel supply devices, ignition device headlights, brake lamps, lighting devices such as direction indicators, air conditioners such as blower fans, heaters, etc. It also includes a controller 110 that controls them. Furthermore, as a method of charging the in-vehicle power source 108 and supplying electric power to the in-vehicle electrical component 109, there is a generator 112 connected to the engine 101 via a drive belt 111. The generator 112 can generate electric power by rotating following the rotation of the crankshaft. The generator 112 has a mechanism that makes the generated voltage variable by controlling the field current, and can also stop the generated output.

      The deceleration control including the engine stop control during traveling, which is implemented in the controller 110 of the present invention, will be described with reference to FIG.

      In step S201, when the amount of depression of the accelerator pedal is greater than zero, that is, when it is determined that the accelerator pedal is not depressed and the accelerator is off, the process proceeds to step S201, where it is determined that the accelerator is not off. If so, the deceleration control process ends.

      In step S202, when it is determined that the in-vehicle power supply system is normal, the process proceeds to step S202. When it is determined that the vehicle power supply system is abnormal, the process proceeds to step S210, and engine brake deceleration is executed. Here, as an abnormality of the in-vehicle power supply system, it is assumed that the in-vehicle power supply 108 is open and short-circuited, or that a relay, a semiconductor switch, or the like is out of order.

      In step S203, it is determined whether or not the engine can be stopped during traveling. If the engine can be stopped, the process proceeds to step S204. If the engine cannot be stopped, the process proceeds to step S210. Here, as conditions for determining whether or not the engine can be stopped, the remaining capacity or voltage of the in-vehicle power source 108 is a predetermined position or more, the temperature of the in-vehicle power source 108 is a predetermined value or more, and the load of the in-vehicle electrical component 109 is When it is less than the predetermined value, it is determined that the engine can be stopped. Here, the set value of the temperature condition of the in-vehicle power supply 108 is set based on a temperature at which the in-vehicle power supply 108 can secure an output necessary for increasing the rotation speed of the starter motor 107 at a desired engine start time.

      In step S204, a running engine stop process is performed. In the engine stop process, first, the engine combustion is stopped by cutting the fuel supply to the engine 101. Even after the engine combustion is stopped, the engine rotation is maintained by the inertia from the drive wheels. Therefore, in order to stop the engine rotation, the power transmission control mechanism 105 is controlled to disconnect the transmission between the shaft of the engine 101 and the drive wheels 104. . As a result, the rotational speed of the engine gradually decreases, and finally the engine is completely stopped. Here, rather than stopping the combustion of the engine, the power transmission control mechanism 105 may be controlled to perform the process of separating the transmission between the shaft of the engine 101 and the drive wheels 104 first. Since processing for the next restart is involved when the engine is stopped, it is necessary to maintain the engine rotation for a predetermined time. Therefore, there is a possibility that a delay may occur between the time when the accelerator is off and the time when the engine 101 is disconnected from the drive wheel 104. Therefore, the engine stop process by turning off the accelerator may be switched according to the operating conditions.

      In step S205, when it is determined that the in-vehicle power supply system is normal, the process proceeds to step S206. When it is determined that the in-vehicle power supply system is abnormal, the process proceeds to step S209, and an engine start process when the in-vehicle power supply system is abnormal is performed. carry out.

      As the engine restart condition in step S206, when the remaining capacity of the in-vehicle power source 108 becomes a predetermined value or less, when the electric load of the in-vehicle electrical component 109 becomes high, or when the evaporator temperature becomes a predetermined value or more, When at least one or more engine restart conditions are satisfied, such as when the brake negative pressure is reduced, the process proceeds to S207, and the engine stop is continued until the engine restart conditions are satisfied.

      In step S207, the engine 101 is started. As an engine starting method, a starter start for supplying electric power to the starter motor 107 to start the engine and a push start for controlling the power transmission control mechanism 105 to start the engine by utilizing the rotational energy of the drive wheels 104. The engine combustion is restarted by implementing any of the starting methods.

      In step S208, if the starter start is selected in the engine start process S208, that is, if a predetermined condition is satisfied after the starter relay 303 is turned on, the starter motor 107 is determined to be abnormal. Specifically, after the starter relay 303 is turned on, the engine speed does not exceed a predetermined value, or when the voltage difference of the in-vehicle power source is less than the predetermined value when the starter relay 303 is switched from OFF to ON. The starter motor 107 is determined to be abnormal. When it is determined that the starter motor 107 is abnormal, the process proceeds to step S209. When it is determined that the starter motor 107 is normal, the process is terminated.

      In step S209, the starter start or push start is performed while controlling the circuit based on the abnormality occurrence location and contents of the in-vehicle power supply system, the engine combustion is resumed, and the process is terminated.

      In step S210, the engine combustion is stopped by cutting the fuel supply to the engine 101. Thereafter, the rotational energy of the drive wheel 104 is used to control the gear ratio of the transmission 102 so that the engine 101 has an engine speed at which combustion can be resumed only by restarting fuel supply. At this time, the power generation voltage of the generator 112 is increased and the in-vehicle power source 108 is charged with the generated power. When the vehicle speed is equal to or greater than the speed ratio of the transmission 102, the fuel supply to the engine 101 is resumed, and then the transmission between the engine 101 and the drive wheels 104 is disconnected and the creep running is performed.

  FIG. 3 is a diagram showing the in-vehicle power supply device 106 according to the first embodiment of the present invention.

  The starter motor 107 is connected to the in-vehicle power source 301 and the in-vehicle power source 302 via the starter relay 303, and supplies power to the starter motor 107 from the in-vehicle power source 303 and the in-vehicle power source 302 by turning on the starter relay 303. be able to. Here, the in-vehicle power source 301 and the in-vehicle power source 302 both supply power to the starter motor 107 independently to make the engine 101 an energy storage device having a crankable performance, such as a lead storage battery, a nickel metal hydride battery, or a lithium ion battery. Any of an electric double layer capacitor and a lithium ion capacitor may be used. As a result, even if an abnormality occurs in any of the in-vehicle power supplies, the starter motor 105 can start the engine while supplying stable power to the in-vehicle electrical components 109.

  The voltage stabilization circuit 304 is connected between the in-vehicle electrical component 109, the in-vehicle power supply 301, and the in-vehicle power supply 302. Here, the voltage stabilizing circuit 304 uses a step-up DCDC converter. The step-up DCDC converter includes a coil 305, a step-up control switch 306 that controls the on / off state of the coil 305, a backflow prevention diode 307, and a capacitor 308 for stabilizing the step-up side output, The controller 110 controls the energization time of the boost control switch 306 to stabilize the voltage. Further, the voltage stabilization circuit 304 is not limited to the step-up DCDC converter, and may be configured by a circuit that supplies power only in the direction from the in-vehicle power source to the in-vehicle electrical component 109, using only the diode 307 and the capacitor 308. In that case, the capacity of the capacitor 308 is determined by the power consumption of the in-vehicle electrical component 109 consumed while the starter motor is driven.

      Further, as shown in FIG. 4, the in-vehicle electrical component 109 may be divided and connected to the in-vehicle electrical component 401 that does not require voltage stabilization and the in-vehicle electrical component 402 that requires voltage stabilization when the starter motor is driven. The in-vehicle electrical components 401 that do not require voltage stabilization include an electric water pump, radiator fan, and electric power steering. The electrical components 402 that require voltage stabilization include controllers, lights, and brake hydraulic actuators (ABS, VDC), navigation, audio, meter, electric oil pump, cigar power line, wiper, etc.

  An abnormality engine start process S209 of the in-vehicle power supply device 106 mounted on the controller 110 according to the first embodiment of the present invention will be described.

  When an abnormality occurs in the in-vehicle power supply 301 or the in-vehicle power supply 302, the voltage supplied to the in-vehicle electrical component 109 is stabilized while the boost control switch 306 is controlled to increase the voltage and supply stable electric power to the in-vehicle electrical component 109. After that, starter start is performed with normal in-vehicle power supply.

      When it is determined that the starter motor 107 or the starter relay 303 is abnormal, even if the in-vehicle power supply 301 and the in-vehicle power supply 302 are normal, power cannot be supplied to the starter motor 107 and starter start cannot be performed. The vehicle is pushed and started by the obtained travel energy of the vehicle.

      When the boost control switch 306 in the voltage stabilization circuit 304 is determined to be abnormal, the boost cannot be performed, and stable electric power cannot be supplied to the in-vehicle electrical component 109 when the starter motor 107 is driven. Therefore, when it is determined that the boost control switch 306 in the voltage stabilization circuit 304 is abnormal, a push start is performed. In addition, when the diode 307 is overheated, boosting the voltage may cause the diode 307 to fail. Therefore, the engine stop permission condition S203 permits the engine stop only when the temperature of the diode 307 is equal to or lower than a predetermined value. Add a condition to stop and prohibit engine stop running.

      As described above, the engine can be started while supplying stable power to the in-vehicle electrical component 109 by switching the starting method according to the abnormality of the in-vehicle power supply system.

  FIG. 5 is a diagram showing the in-vehicle power supply device 106 according to the second embodiment of the present invention.

  A bypass relay 501 may be connected in parallel to the voltage stabilizing circuit 304 as shown in FIG. If power is continuously supplied to the in-vehicle electrical component 109 via the diode 307 during combustion of the engine, the diode 307 generates heat, and therefore, an element having excellent heat resistance or a heat sink excellent in heat dissipation is required. . Therefore, during engine combustion, the bypass relay 501 is turned on so that no current flows through the diode 307. Before the starter motor 107 is driven, the bypass relay 501 is turned off, the voltage stabilizing circuit 304 is operated, and the diode 307 is passed through, whereby heat generation can be minimized. Thereby, the circuit of the voltage stabilization circuit 304 can be reduced in size and cost can be suppressed.

      An abnormality engine start process S209 of the in-vehicle power supply device 106 mounted on the controller 110 in the second embodiment of the present invention will be described.

      When the bypass relay 501 in the voltage stabilizing circuit 304 is in the on-fixed state, the voltage cannot be boosted, and stable electric power cannot be supplied to the in-vehicle electrical component 109 when the starter motor 107 is driven. Therefore, when it is determined that the bypass relay 501 in the voltage stabilization circuit 304 is in the on-fixed state, the pushing start is performed.

      As described above, the engine can be started while supplying stable power to the in-vehicle electrical component 109 by switching the starting method according to the abnormality of the in-vehicle power supply system.

      FIG. 6 is a diagram showing an in-vehicle power supply device 106 according to the third embodiment of the present invention.

      A voltage stabilizing circuit 304 is provided between the in-vehicle power source 301 and the in-vehicle power source 302 and the starter motor 107. The voltage stabilization circuit 304 has a circuit configuration that suppresses the voltage drop of the in-vehicle power source due to the inrush current to the starter motor 107. For example, there is a configuration in which a precharge resistor 601 and a precharge relay 602 are connected in parallel with the starter relay 303. Specifically, first, when starting the starter, the precharge relay 602 is turned on while the starter relay 303 is turned off, so that the power of the in-vehicle power supply 301 is supplied to the starter motor 107 via the precharge resistor 601. Therefore, inrush current can be suppressed. By turning on the starter relay 303 after the rotation speed of the starter motor 107 becomes equal to or higher than a predetermined value, the power of the in-vehicle power supply 301 is supplied to the starter motor 107 without passing through the precharge resistor 601. The rotation speed of the starter motor 107 increases rapidly. As a result, a voltage drop of the in-vehicle power supply can be suppressed, so that stable electric power can be supplied to the in-vehicle electrical component 109 even when the starter motor 107 is driven. Here, instead of the starter relay 303, the precharge resistor 601 and the precharge relay 602, a semiconductor element such as a MOSFET or IGBT capable of controlling the amount of power supplied to the starter may be used as the voltage stabilization circuit 304. Good. As an alternative to suppress the voltage drop of the in-vehicle power source due to the inrush current, the starter motor 107 and the voltage stabilizing circuit 304 are replaced with a starter / alternator, and the generated torque is measured while measuring the voltages of the in-vehicle power source 301 and the in-vehicle power source 303. It may be configured to suppress the voltage drop of the in-vehicle power supply by controlling the above with high accuracy.

      An abnormality engine start process S209 of the in-vehicle power supply device 106 mounted on the controller 110 according to the third embodiment of the present invention will be described.

      When the precharge relay 602 in the voltage stabilization circuit 304 is in an OFF-fixed state, it becomes impossible to supply power to the starter motor 107 via the precharge resistor 601, so that the inrush current cannot be suppressed, When the starter motor 107 is driven, stable electric power cannot be supplied to the vehicle-mounted electrical component 109. Therefore, when it is determined that the precharge relay 602 in the voltage stabilization circuit 304 is in the off-fixed state, the pushing start is performed.

      On the other hand, when the precharge relay 602 is in the on-fixed state, the amount of power supplied to the starter motor 107 can be controlled, so starter start is performed.

      As described above, the engine can be started while supplying stable power to the in-vehicle electrical component 109 by switching the starting method according to the abnormality of the in-vehicle power supply system.

  FIG. 7 is a diagram showing an in-vehicle power supply device 106 according to the fourth embodiment of the present invention.

  Between the in-vehicle power source 301 and the in-vehicle power source 302, a power interchange circuit 701 capable of controlling power transfer between the in-vehicle power sources is provided, and a generator 112 is further connected. The power interchange circuit 701 is not limited to a mechanical relay, but may be a semiconductor element such as a MOSFET or an IGBT. Further, a circuit configuration in which a mechanical relay and a semiconductor element are connected in parallel may be employed. As a result, when an abnormality occurs in the semiconductor element, the power supply to the in-vehicle power supply 301 can be maintained by turning on the mechanical relay. Here, since the in-vehicle power source 301 requires instantaneous power of the starter motor 107, the in-vehicle power source 2302 is a power source having excellent output characteristics such as an electric twentieth layer capacitor or a lithium ion capacitor. It is desirable that the power source has excellent capacity characteristics such as nickel metal hydride and lithium ion batteries.

  An abnormality engine start process S209 of the in-vehicle power supply device 106 mounted on the controller 110 according to the fourth embodiment of the present invention will be described.

      When the boost control switch 306 in the voltage stabilization circuit 304 is determined to be abnormal, boosting is impossible, and stable electric power cannot be supplied to the in-vehicle electrical component 109 when the starter motor 107 is driven. Therefore, when it is determined that the boost control switch 306 in the voltage stabilization circuit 304 is abnormal, a push start is performed. Further, even when the boost control switch 306 in the voltage stabilization circuit 304 is determined to be abnormal, it cannot be pushed and started, that is, when the vehicle speed is low, or when vehicle maintenance control such as ABS or VDC is in operation. May open the power interchange circuit 701, supply power from the in-vehicle power source 302 to the in-vehicle electrical components 401 and 402, and supply power from the in-vehicle power source 301 to the starter motor 107, and restart the engine. Thus, when an abnormality occurs in the in-vehicle power supply system, the attitude of the vehicle body can be safely controlled, and the engine can be started while supplying stable electric power to the in-vehicle electrical component 109. In addition, the set value of the vehicle speed that cannot be pushed and started is set based on the vehicle speed at which the lockup of the transmission 102 cannot be maintained.

      Further, in the case where the outside world information acquisition means, the blinker information acquisition means, and the steering angle information acquisition means are provided, the first or second engine is determined when it is determined that the in-vehicle power supply system is abnormal during the automatic engine stop. When it is determined that the engine can be started in any of the start modes, the starter start is performed in the intersection, when the winker is turned on, or when at least one of the steering angles is equal to or greater than a predetermined value. As a result, when acceleration is required, for example, when turning right or left, the engine can be started without giving a feeling of deceleration due to the pushing start, so that the driver feels uncomfortable.

      FIG. 8 is a diagram showing an in-vehicle power supply device 106 according to the fifth embodiment of the present invention.

      As shown in FIG. 8, the power interchange circuit 701 includes a circuit (coil 801, boost control switch 803, diode 804) that can boost the voltage of the in-vehicle power supply 301 and supply it to the in-vehicle power supply 302 side, and a mechanical relay 804. A circuit connected in parallel may be used. As a result, electric power up to a voltage range lower than that of the electric double layer capacitor or lithium ion capacitor whose operating voltage of the in-vehicle power supply 301 is smaller than that of the in-vehicle power supply 302 is supplied to the in-vehicle power supply 302 and the in-vehicle electrical components 401 and 402 Can be supplied.

  An abnormality engine start process S209 of the in-vehicle power supply device 106 mounted on the controller 110 according to the sixth embodiment of the present invention will be described.

      When the boost control switch 802 in the power interchange circuit 701 is determined to be abnormal, boosting is impossible, but no power is supplied from the in-vehicle power source 302 to the in-vehicle power source 301. Even if it is driven, stable power can be supplied to the in-vehicle electrical component 109 by the in-vehicle power supply 302, so starter start is performed. However, when the starter motor 107 is driven, the voltage stabilization circuit 304 controls the boost control switch 306 to boost the voltage and supply power to the on-vehicle electrical components. Thus, even when an abnormality occurs in the in-vehicle power supply 302 when the starter motor 107 is driven, the power of the in-vehicle power supply 301 can be supplied to the in-vehicle electrical component 402 via the power interchange circuit 701 and the power stabilization circuit 304. . As shown in FIG. 9, when each of the in-vehicle electrical components 904a to 904c is connected to the in-vehicle power supply 301 and the in-vehicle power supply 302 via the voltage stabilization circuits 903a to 903c, the power interchange circuit 701 is boosted. If this is not possible, the starter can be started while controlling the boost control switch 306 of the voltage stabilization circuits 903a to 903c to boost the voltage and supplying power to the on-vehicle electrical components. When at least one of the voltage stabilizing circuits 903a to 903c cannot be boosted, the starter start is performed after the power interchange circuit 701 is cut off or boosted.

      Thus, when an abnormality occurs in the in-vehicle power supply system, the engine can be started while supplying stable power to the in-vehicle electrical component 109.

DESCRIPTION OF SYMBOLS 100 Vehicle 101 Engine 102 Transmission 103 Differential mechanism 104 Drive wheel 105 Power transmission mechanism 106 In-vehicle power supply device 107 Starter motor 108 In-vehicle power source 109 In-vehicle electrical component 110 controller 111 Drive belt 301 In-vehicle power source 1
302 On-vehicle power supply 2
303 Starter relay 304 Voltage stabilization circuit 305 Coil 306 Step-up control switch 307 Diode 308 Capacitor 401 On-vehicle electrical component (voltage stabilization not required)
402 On-vehicle electrical components (voltage stabilization required)
501 Bypass relay 601 Precharge resistor 602 Precharge relay 701 Power interchange circuit 901 Own vehicle 902 Oncoming vehicle

Claims (16)

  Engine starter for starting the engine, a plurality of in-vehicle power supplies for supplying electric power to the in-vehicle electrical components, a voltage stabilizing circuit for stabilizing the drive voltage of the in-vehicle electrical components, and power between the engine and the drive wheels And a voltage transmission circuit for automatically stopping the engine in a state where power transmission between the engine and the drive wheels is cut by the power transmission unit during traveling. A vehicle-mounted power supply system that is connected so that power can be exchanged from any of the plurality of vehicle-mounted power supplies. The vehicle includes an engine starter control circuit that controls power supply from the plurality of in-vehicle power supplies to the engine starter,
The voltage stabilization circuit is connected to at least one of the plurality of in-vehicle power supplies and the in-vehicle electrical components, or between the plurality of in-vehicle power supplies and the engine starter control circuit. The on-vehicle power supply system according to claim 1.   The voltage stabilization circuit can supply power only in the direction from the plurality of in-vehicle power supplies to the in-vehicle electrical components, or can supply power to the in-vehicle electrical components by boosting the voltage to a voltage higher than the in-vehicle power source. The in-vehicle power supply system according to claim 2, wherein the in-vehicle power supply system is a DCDC converter. The vehicle includes a vehicle control device that controls the engine, the engine starting device, and the power transmission unit,
The vehicle control device includes an on-vehicle power supply system abnormality determination unit that determines at least one abnormality among the voltage stabilization circuit, the engine starter, or the plurality of on-vehicle power supplies, and the automatic engine stop, Based on the determination result of the in-vehicle power supply system abnormality determination unit, the engine is started using the energy of the drive wheels by controlling the first engine start mode in which the engine is started by the engine starter and the power transmission unit The in-vehicle power supply system according to claim 1, wherein the engine is started by switching between a second engine start mode to be performed.   The vehicle control device is determined to be abnormal by the in-vehicle power supply system abnormality determination unit during the automatic stop of the engine, and can be started in either the first engine start mode or the second engine start mode. In this case, the on-vehicle power supply system according to claim 4, wherein the engine is started in the first engine start mode.   5. The on-vehicle power supply system according to claim 4, wherein the vehicle control device prohibits the automatic stop of the engine when the on-vehicle power supply system abnormality determination unit determines that there is an abnormality.   When an abnormality occurs in any of the plurality of in-vehicle power supplies, the voltage stabilization circuit is operated, and after the driving voltage of the in-vehicle electrical components is stabilized, the engine is started in the first engine start mode. The in-vehicle power supply system according to claim 4.   The engine is started in the second engine start mode when an abnormality occurs in at least one of the engine starter, the engine starter control circuit, or the voltage stabilizing circuit. 4. The on-vehicle power supply system according to 4.   The vehicle includes a power interchange circuit capable of cutting off power between the plurality of in-vehicle power sources or bidirectionally accommodating power, and between a generator that generates power using rotation of the engine and the plurality of in-vehicle power sources. The in-vehicle power supply system according to claim 1, wherein connection is made.   When an abnormality that cannot cut off the power between the in-vehicle power supplies occurs in the power interchange circuit, the voltage stabilizing circuit is operated, and after the driving voltage of the in-vehicle electrical components is stabilized, the engine is started by the engine starting device. The in-vehicle power supply system according to claim 9, wherein the engine is started in a first engine start mode.   The vehicle control device according to claim 9, wherein an abnormality has occurred in the engine starter, an engine starter control circuit that controls power supply from the plurality of vehicle-mounted power supplies to the engine starter, or the voltage stabilization circuit The on-vehicle power supply system according to claim 9, wherein, in a case where the push start prohibition state is set, the power interchange circuit is cut off and the engine is started in the first engine start mode.   2. The second engine start mode for starting the engine using the energy of the drive wheels is prohibited during tire lock and skid prevention control or when the vehicle speed is lower than the lockup vehicle speed. The in-vehicle power supply system described.   The in-vehicle power supply system according to claim 1, wherein the plurality of in-vehicle power supplies are power supplies having an output and a capacity capable of independently supplying power to the engine starter and starting the engine.   The in-vehicle electrical components are divided into in-vehicle electrical components that require power supply and in-vehicle electrical components that do not require power supply when the engine starter is driven, and in-vehicle electrical components that do not require power supply Is connected between the plurality of in-vehicle power supplies and the voltage stabilizing circuit, and the in-vehicle electrical components requiring the power supply are supplied with power from the plurality of in-vehicle power supplies through the voltage stabilizing circuit. The in-vehicle power supply system according to claim 1, wherein connection is made.   The in-vehicle power supply system according to claim 1, wherein the in-vehicle electrical components requiring power supply are a controller, a navigation system, a light, a power steering, an electric oil pump, a cigar, and a wiper.   The vehicle includes outside world information acquisition means, blinker information acquisition means, and steering angle information acquisition means. During the automatic stop of the engine, it is determined that the in-vehicle power supply system is abnormal, and the first or second engine start is started. When it is determined that the engine can be started in any of the start modes, the first engine start mode is used when the vehicle is in an intersection, the winker is on, or at least one of the steering angles is equal to or greater than a predetermined value. 5. The on-vehicle power supply system according to claim 4, wherein the engine is started by the operation.