JP5247520B2 - Power control apparatus and method, and program - Google Patents

Description

  The present invention relates to a power control device and method, and a program, and more particularly to a power control device and method suitable for use in power control of a low-voltage system of an electric vehicle, and a program.

  For electric vehicles such as EV (Electric Vehicle), HEV (Hybrid Electric Vehicle, hybrid car), PHEV (Plug-in Hybrid Electric Vehicle, plug-in hybrid car), for example, a high-voltage battery of DC158V to 334V, Two types of batteries, DC12V low voltage battery, are provided.

  The high-voltage battery is mainly used as a power source for a large power load (hereinafter referred to as a high-voltage system load) such as a main power motor for driving and driving wheels of an electric vehicle and a compressor motor of an A / C (air conditioner). used. The low voltage battery is mainly used as a power source for various small and medium power loads (hereinafter referred to as a low voltage system load) such as various ECUs (Electronic Control Units), motors for power windows, and illumination lamps.

  The low-voltage battery is charged by, for example, converting the voltage of the high-voltage battery by using a DCDC converter (stepping down) and supplying the voltage (see, for example, Patent Document 1).

  By the way, in an electric vehicle, the position of the ignition key switch or the starter switch is set to IG (ignition), ON or START in order to suppress useless power consumption of the parked high voltage battery, and the electric vehicle Some can start a DCDC converter and charge a low-voltage battery only when it is set to run.

JP-A-6-78408

  However, when the low-voltage battery can be charged only when the electric vehicle is set to be able to travel, the low-voltage battery cannot be charged when the electric vehicle becomes unable to travel due to a power system failure. For this reason, for example, an electric vehicle becomes unable to travel at night due to a failure, the ignition key switch or starter switch is set to ACC (accessory), and the lighting lamp or hazard lamp is turned on or flashing to arrive for relief such as road service. When waiting, the capacity of the low-voltage battery gradually decreases, but the low-voltage battery cannot be supplementarily charged. As a result, when it takes time to reach the rescue and the capacity of the low-voltage battery runs out, the illumination lamp and the hazard lamp disappear, making it difficult to ensure safety and collect information.

  The present invention has been made in view of such a situation, and suppresses a decrease in the capacity of the high-voltage battery of the parked electric vehicle, and supplies power to the low-voltage system load when it becomes impossible to travel due to a failure. It will make it last longer.

  A power control apparatus according to one aspect of the present invention includes a charge control unit that controls charging of a second battery that is charged by converting and supplying a voltage of a first battery that is a power source of a vehicle, Power supply control means for controlling power supply to a plurality of electrical components provided in the vehicle from the battery, and the charge control means is one of the electrical parts different from the first load that is constantly fed among the electrical parts. When the vehicle is set in a predetermined state in which the vehicle can run and the vehicle is not able to travel, the second battery is stopped from charging when there is no malfunction that prevents the vehicle from traveling. When the vehicle is unable to travel, the second battery is charged.

  In the charging control apparatus according to one aspect of the present invention, power can be supplied to a second load made of a part of an electric component different from the first load that is constantly supplied among a plurality of electric components provided in the vehicle. If the vehicle is set in a predetermined state in which the vehicle cannot travel, the second battery is stopped from charging when the vehicle has not failed to run, and the vehicle cannot run. The second battery is charged.

  Therefore, it is possible to control charging of the second battery by the first battery, which is a power source of the vehicle, and to control power feeding from the second battery to the electrical components provided in the vehicle. In addition, when it becomes impossible to travel due to a failure while suppressing a decrease in the capacity of the first battery, it is possible to continue feeding power to the electrical component.

  This vehicle is configured by an electric vehicle such as an electric vehicle (EV), a hybrid electric vehicle (HEV), or a plug-in hybrid electric vehicle (PHEV). This 1st battery and a 2nd battery are comprised by secondary batteries, such as a lead acid battery, a lithium ion battery, a nickel-hydrogen battery, for example. The charge control unit and the power supply control unit are configured by, for example, a CPU (Central Processing Unit), an ECU (Electronic Control Unit), and the like. The first load is constituted by electrical components that require constant power supply, such as a watch, a car audio system memory, a car navigation system memory, and an ECU memory. This second load is composed of, for example, outdoor or indoor lighting / lamps, air conditioners, car audio systems, car navigation systems, power seats, rear wipers, defoggers, cigarette lighter sockets, motors for power windows, etc. The

  When the power supply control means is set in a predetermined state, when the voltage of the second battery is equal to or lower than the predetermined voltage and a failure that prevents the vehicle from running occurs, The battery can be charged.

  As a result, when a failure that prevents the vehicle from traveling has occurred and the vehicle is stopped, the power of the first battery can be transferred to the second battery while suppressing the power consumption of the first battery.

  When the power supply control means is set to a predetermined state, when the voltage of the second battery is equal to or lower than the predetermined voltage, and the vehicle has not failed to run, The supply of power to the load can be stopped.

  Thereby, it can prevent more reliably that the capacity | capacitance of a 2nd battery is lost during parking and it will be in the state which cannot drive | work a vehicle.

  This power supply control means can control the presence or absence of the supply of electric power to the electrical component based on the setting by the user.

  Thereby, the consumption of the electric power of a 1st battery and a 2nd battery can be suppressed by a user's intention. As a result, the travel distance of the vehicle can be extended.

  A charge control method according to one aspect of the present invention includes a control for charging a second battery that is charged by converting and supplying a voltage of a first battery that is a power source of a vehicle, and a second battery. A power control device that controls power supply to a plurality of electrical components provided in a vehicle supplies power to a second load that is part of an electrical component that is different from the first load that is constantly powered. If the vehicle is set in a predetermined state in which the vehicle cannot travel, when the vehicle has not failed to run, the second battery stops charging and the vehicle cannot run. Performing charging of the second battery when it occurs.

  A program according to one aspect of the present invention is a program for controlling charging of a second battery that is charged by converting and supplying a voltage of a first battery that is a power source of the vehicle, and from the second battery to the vehicle. A computer that controls power supply to a plurality of electrical components provided can supply power to a second load made of a part of an electrical component different from the first load that is constantly powered among the electrical components, In addition, when the vehicle is set in a predetermined state in which the vehicle cannot travel, when the vehicle is not in a trouble that cannot travel, the charging of the second battery is stopped, and the vehicle cannot travel At this time, a process including a step of charging the second battery is executed.

  In the charging control method according to one aspect of the present invention or the computer that executes the program, the charging control method includes a part of a plurality of electrical components that are different from the first load that is constantly supplied with power among a plurality of electrical components provided in the vehicle. When the vehicle is set in a predetermined state in which power can be supplied to the second load and the vehicle cannot travel, charging of the second battery is stopped when there is no failure that prevents the vehicle from traveling. When a failure that prevents the vehicle from traveling has occurred, the second battery is charged.

  Therefore, it is possible to control charging of the second battery by the first battery, which is a power source of the vehicle, and to control power feeding from the second battery to the electrical components provided in the vehicle. In addition, when it becomes impossible to travel due to a failure while suppressing a decrease in the capacity of the first battery, it is possible to continue feeding power to the electrical component.

  This vehicle is configured by an electric vehicle such as an EV (Electric Vehicle), a HEV (Hybrid Electric Vehicle), or a PHEV (Plug-in Hybrid Electric Vehicle). This 1st battery and a 2nd battery are comprised by secondary batteries, such as a lead acid battery, a lithium ion battery, a nickel-hydrogen battery, for example. The power control device and the computer are configured by, for example, a CPU (Central Processing Unit), an ECU (Electronic Control Unit), and the like. The first load is constituted by electrical components that require constant power supply, such as a watch, a car audio system memory, a car navigation system memory, and an ECU memory. This second load is composed of, for example, outdoor or indoor lighting / lamps, air conditioners, car audio systems, car navigation systems, power seats, rear wipers, defoggers, cigarette lighter sockets, motors for power windows, etc. The

  According to one aspect of the present invention, the charging of the second battery by the first battery, which is the power source of the vehicle, is controlled, and the feeding from the second battery to the electrical components provided in the vehicle is controlled. can do. In particular, according to one aspect of the present invention, it is possible to maintain power supply to the electrical component for a longer time when the vehicle becomes unable to travel due to a failure while suppressing a decrease in the capacity of the first battery.

It is a block diagram showing one embodiment of an electric system of an electric vehicle to which the present invention is applied. It is a block diagram which shows a part of example of a structure of the function implement | achieved by the low voltage | pressure system power supply ECU, the high voltage | pressure system power supply ECU, and a vehicle ECU. 5 is a flowchart for explaining power control processing in an ACC power supply mode. It is a flowchart for demonstrating the electric power control process at the time of IG electric power feeding mode. It is a flowchart for demonstrating the electric power control process at the time of IG electric power feeding mode. It is a flowchart for demonstrating the electric power control process at the time of IG electric power feeding mode.

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

  FIG. 1 is a block diagram showing an embodiment of an electric system of a vehicle to which the present invention is applied. The electric system 1 in FIG. 1 uses electric power stored in a battery such as an electric vehicle (EV), a hybrid electric vehicle (HEV), and a plug-in hybrid electric vehicle (PHEV). Of the electric system provided in the electric vehicle that travels using the electric vehicle, the part mainly related to the supply of electric power to the low-voltage load, which is a low-voltage (for example, 12 V) electric component, is shown. The low-pressure system load includes, for example, various ECUs (Electronic Control Units), motors for power windows, illumination lamps, etc., as shown in FIG. 1, + B load 2, ACC (accessory) load 3, and And IG (ignition) load 4 are classified into three systems. Hereinafter, a vehicle provided with the electrical system 1 is referred to as a host vehicle.

  The electrical system 1 includes a DCDC converter 11, a low voltage battery 12, an IVT sensor 13, a current sensor circuit 14, a low voltage system J / B (Junction Box) 15, a low voltage system power supply ECU (Electronic Control Unit) 16, a switch 17, and a high voltage battery 18. BMU (Battery Management Unit) 19, high voltage system J / B (Junction Box) 20, high voltage system power supply ECU (Electronic Control Unit) 21, and vehicle ECU (Electronic Control Unit) 22.

  The DCDC converter 11 is configured to include a voltage conversion unit 31, an output voltage detection circuit 32, an output current detection circuit 33, a heating protection temperature sensor 34, a control independent power supply circuit 35, and a control unit 36.

  The voltage conversion unit 31 converts the voltage of the electric power supplied from the high voltage battery 18 via the high voltage system J / B 20 under the control of the control unit 36 and supplies the voltage to the low voltage battery 12 and the low voltage system J / B 15. The voltage converter 31 is configured to include a filter circuit 41, a power element full bridge circuit 42, an insulating transformer 43, and a rectifying / smoothing circuit 44.

  The filter circuit 41 removes noise from the voltage supplied from the high voltage battery 18 via the high voltage system J / B 20 and supplies the noise to the power element full bridge circuit 42.

  The power element full bridge circuit 42 is a full circuit using a power semiconductor switching element such as a transistor, a MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor), an IGBT (Insulated Gate Bipolar Transistor), an IPM (Intelligent Power Module). Consists of a bridge circuit. The power element full bridge circuit 42 converts the DC voltage supplied from the high voltage battery 18 via the high voltage system J / B 20 into an AC voltage based on the switching signal supplied from the pulse transformer circuit 54 of the control unit 36. The insulation transformer 43 is supplied.

  The insulating transformer 43 insulates the input and output of the DCDC converter 11, transforms the AC voltage supplied from the power element full bridge circuit 42 at a predetermined transformation ratio, and supplies the transformed voltage to the rectifying and smoothing circuit 44.

  One of the two output terminals of the rectifying / smoothing circuit 44 is connected to the + terminal of the low-voltage battery 12 and the low-voltage system J / B 15, and the other is grounded. The rectifying / smoothing circuit 44 rectifies and smoothes the AC voltage supplied from the insulating transformer 43 into a DC voltage, and supplies the DC voltage to the low-voltage battery 12 and the low-voltage system J / B 15.

  The output voltage detection circuit 32 detects the output voltage of the DCDC converter 11 and supplies a signal indicating the detection value to the CPU 51 and the error amplifier 52 of the control unit 36.

  The output current detection circuit 33 detects the output current of the DCDC converter 11 and supplies a signal indicating the detection value to the CPU 51 and the PWM IC 53 of the control unit 36.

  The heating protection temperature sensor 34 detects the temperature of the DCDC converter 11 and supplies a signal indicating the detected value to the CPU 51 of the control unit 36.

  The control self-supporting power supply circuit 35 generates drive power for the control unit 36 from the power supplied from the high voltage battery 18 via the high voltage system J / B 20 and supplies the drive power to the control unit 36.

  The control unit 36 is configured to include a CPU 51, an error amplifier 52, a PWM IC 53, and a pulse transformer circuit 54.

  The CPU 51 acquires signals indicating the detected values of the voltage, current, and temperature of the low voltage battery 12 from the IVT sensor 13. Further, the CPU 51 acquires a signal indicating a detected value of the load current to the low-voltage load detected by the current sensor circuit 14. The CPU 51 starts and stops the output of the DCDC converter 11 based on the output voltage, output current and temperature of the DCDC converter 11, the voltage, current and temperature of the low-voltage battery 12, and the load current to the low-voltage load of the own vehicle. And a target value of the output voltage of the DCDC converter 11 (hereinafter referred to as a target voltage) is set. The CPU 51 supplies a signal indicating the target voltage of the DCDC converter 11 to the error amplifier 52.

  The error amplifier 52 amplifies the difference between the value of the signal from the output voltage detection circuit 32 and the value of the signal from the CPU 51, that is, the difference between the output voltage of the DCDC converter 11 and the target voltage, and supplies it to the PWM IC 53.

  The PWM IC 53 controls the duty ratio of a PWM (Pulse Width Modulation) signal supplied to the pulse transformer circuit 54 so that the output voltage of the DCDC converter 11 becomes a target voltage based on the signal supplied from the error amplifier 52. At the same time, the start and stop of the output of the pulse transformer circuit 54 are controlled.

  The pulse transformer circuit 54 controls the output voltage of the DCDC converter 11 by supplying a switching signal based on the PWM signal from the PWM IC 53 to the power element full bridge circuit 42 and controlling the switching of the power element full bridge circuit 42. .

  The low-voltage battery 12 is charged by electric power supplied from the high-voltage battery 18 via the high-voltage system J / B 20 and the DCDC converter 11, and the + B load 2, the ACC load 3, and the low-voltage system J / B 15 Power is supplied to the IG load 4. Note that the negative terminal of the low voltage battery 12 is grounded.

  The IVT sensor 13 detects the voltage of the low-voltage battery 12 (for example, the voltage between the + terminal and the − terminal of the low-voltage battery 12), current, and temperature. The IVT sensor 13 sends signals indicating detected values of the voltage, current and temperature of the low voltage battery 12 via a CAN (Controller Area Network) to the low voltage system power supply ECU 16, the BMU 19, the high voltage system power supply ECU 21, the vehicle ECU 22, and the CPU 51. To supply.

  The current sensor circuit 14 is provided between the low voltage battery 12 and the low voltage system J / B 15 and detects a load current supplied from the DCDC converter 11 or the low voltage battery 12 to the low voltage system load via the low voltage system J / B 15. The current sensor circuit 14 supplies a signal indicating the detected value of the load current to the low-voltage power supply ECU 16, the BMU 19, the high-voltage power supply ECU 21, the vehicle ECU 22, and the CPU 51 via CAN.

  The low-voltage system J / B 15 includes, for example, a contactor, a relay, and the like, and switches whether to supply power to the + B load 2, the ACC load 3, and the IG load 4 based on the control of the low-voltage system power supply ECU 16.

  The switch 17 includes, for example, an ignition key switch, a starter switch, or both.

  For example, when the vehicle is composed of a HEV or PHEV equipped with an engine for running the vehicle or charging the high-voltage battery 18, the switch 17 is, for example, LOCK or OFF (hereinafter referred to as OFF), ACC (Accessory), IG (ignition) or ON (hereinafter referred to as ON), and START can be set in four positions.

  In this case, when the position of the switch 17 is set to OFF, the engine and the main power motor of the own vehicle cannot be operated, and the state where the own vehicle cannot run is set. Further, based on the control of the low-voltage system power supply ECU 16, only the + B load 2 of the low-voltage system load can be supplied.

  Further, when the position of the switch 17 is set to ACC, the engine and the main power motor of the own vehicle cannot be operated and the vehicle cannot be driven as in the case of being set to OFF. Further, based on the control of the low-voltage system power supply ECU 16, power can be supplied to the + B load 2 and the ACC load 3 in the low-voltage system load.

  Furthermore, when the position of the switch 17 is set to ON, the engine of the host vehicle and the main power motor can be operated, and the host vehicle is set in a state where it can run. Further, under the control of the low voltage system power supply ECU 16, power can be supplied to all the low voltage systems load of the + B load 2, the ACC load 3 and the IG load 4.

  Further, when the position of the switch 17 is set to START, the engine of the own vehicle is ignited and the engine is started. Further, under the control of the low voltage system power supply ECU 16, power can be supplied to all the low voltage systems load of the + B load 2, the ACC load 3 and the IG load 4. Depending on the type of vehicle, when the position of the switch 17 is set to START, the power supply to the ACC load 3 may be stopped to start the self-starter motor.

  Thus, when the own vehicle is configured by HEV or PHEV, the electric system 1 can always supply power to the + B load 2 regardless of the setting position of the switch 17, and the position of the switch 17 is ACC, ON or START. When the position of the switch 17 is set to ON or START, the IG load 4 can be supplied with power.

  For example, when the vehicle is composed of an EV not equipped with an engine, the switch 17 can be, for example, LOCK or OFF (hereinafter referred to as OFF), ACC (accessory), START or ON (hereinafter referred to as ON). Can be set at three positions.

  In this case, when the position of the switch 17 is set to OFF, the main power motor cannot be operated and the vehicle cannot be driven. Further, based on the control of the low-voltage system power supply ECU 16, only the + B load 2 of the low-voltage system load can be supplied.

  In addition, when the position of the switch 17 is set to ACC, the main power motor of the own vehicle cannot be operated and the own vehicle cannot run as in the case of being set to OFF. Further, based on the control of the low-voltage system power supply ECU 16, power can be supplied to the + B load 2 and the ACC load 3 in the low-voltage system load.

  Further, when the position of the switch 17 is set to ON, the main power motor of the host vehicle can be operated, and the host vehicle is set in a travelable state. Further, under the control of the low voltage system power supply ECU 16, power can be supplied to all the low voltage systems load of the + B load 2, the ACC load 3 and the IG load 4.

  Thus, when the own vehicle is configured by EV, the electric system 1 can always supply power to the + B load 2 regardless of the setting position of the switch 17, and the position of the switch 17 is set to ACC or ON. At this time, power can be supplied to the ACC load 3, and power can be supplied to the IG load 4 when the position of the switch 17 is set to ON.

  Hereinafter, a state in which power can be supplied only to + B load 2 is referred to as + B power supply mode, a state in which power can be supplied to + B load 2 and ACC load 3 is referred to as ACC power supply mode, and + B load 2, ACC load 3 and IG load 4 are referred to. A state where power can be supplied to all the low-voltage loads is referred to as an IG power supply mode. However, as will be described later, depending on factors such as user settings and the voltage of the low-voltage battery 12, depending on the load, power supply may be stopped even in a power supply enabled mode.

  The switch 17 supplies a signal indicating the set position of the switch 17 to the low voltage system power supply ECU 16, the BMU 19, the high voltage system power supply ECU 21, the vehicle ECU 22, and the CPU 51 via CAN.

  The high voltage battery 18 is used as a power source of the own vehicle. Specifically, the electric power stored in the high-voltage battery 18 is supplied to a travel system inverter (not shown) via the high-voltage system J / B 20 and converted from direct-current power to alternating-current power. The AC power is supplied to a main power motor (not shown) and the main power motor is driven, so that the vehicle travels. The high voltage battery 18 also supplies power to the high voltage system load of the host vehicle other than the main power motor via the high voltage system J / B 20.

  The BMU 19 manages the high voltage battery 18. For example, the BMU 19 monitors the state (for example, voltage, current, temperature, etc.) of the high-voltage battery 18, and sends information indicating the monitoring result to the low-voltage system power supply ECU 16, the high-voltage system power supply ECU 21, the vehicle ECU 22, and , Supplied to the CPU 51.

  The high-voltage system J / B 20 includes, for example, a contactor, a relay, and the like, and switches whether to supply power to the DCDC converter 11 and the high-voltage system load of the own vehicle based on the control of the high-voltage system power supply ECU 21.

  The vehicle ECU 22 controls a travel system inverter (not shown). Further, the low-voltage system power supply ECU 16, the BMU 19, the high-voltage system power supply ECU 21, the vehicle ECU 22, and the CPU 51 communicate via CAN to transmit and receive various types of information.

  FIG. 2 is a block diagram showing a part of an example of a functional configuration realized by the low-voltage power supply ECU 16, the high-voltage power supply ECU 21, and the vehicle ECU 22 executing a predetermined control program. Specifically, the functions including the power control unit 101 are realized by the low-voltage power supply ECU 16, the high-voltage power supply ECU 21, and the vehicle ECU 22 executing a predetermined control program. The power control unit 101 includes a switch position detection unit 111, a low voltage battery state monitoring unit 112, a vehicle state monitoring unit 113, a low voltage battery charge control unit 114, a low voltage system load power supply control unit 115, a high voltage system load power supply control unit 116, The travelable distance calculation unit 117 and the notification control unit 118 are included.

  The switch position detector 111 detects the set position of the switch 17 based on a signal from the switch 17 supplied via CAN. The switch position detection unit 111 includes information indicating a detection result, the low voltage battery state monitoring unit 112, the vehicle state monitoring unit 113, the low voltage battery charge control unit 114, the low voltage system load power supply control unit 115, the high voltage system load power supply control unit 116, Then, it is supplied to the travelable distance calculation unit 117.

  The low voltage battery state monitoring unit 112 monitors the state of the low voltage battery 12 based on a signal from the IVT sensor 13 supplied via CAN. The low voltage battery state monitoring unit 112 supplies information indicating the monitoring result to the low voltage battery charge control unit 114, the low voltage system load power supply control unit 115, and the notification control unit 118.

  The vehicle state monitoring unit 113 communicates with the BMU 19, the CPU 51 of the DCDC converter 11, other various ECUs, electrical components, and the like via CAN, and acquires signals from various sensors such as the current sensor circuit 14. In other words, the state of each part of the vehicle, the presence or absence of an abnormality, etc. are monitored. The vehicle state monitoring unit 113 uses the low-voltage battery charge control unit 114, the low-voltage load power supply control unit 115, the high-voltage system load power supply control unit 116, the travelable distance calculation unit 117, and the notification control unit 118 as information indicating the monitoring result. To supply.

  Further, the vehicle state monitoring unit 113 acquires information on setting of a load to stop power supply by a user based on information supplied from an operation unit (not shown) via CAN, and uses the acquired information as a low-voltage load power supply. This is supplied to the control unit 115 and the travelable distance calculation unit 117.

  The low voltage battery charge control unit 114 gives a command to the CPU 51 of the DCDC converter 11 via the CAN, and controls charging of the low voltage battery 12 by the DCDC converter 11. In addition, the low voltage battery charge control unit 114 gives a command to the high voltage system load power supply control unit 116 to control power supply from the high voltage battery 18 to the DCDC converter 11.

  The low voltage system load power supply control unit 115 controls the low voltage system J / B 15 via CAN to control power supply to the low voltage system load.

  The high voltage system load power supply control unit 116 controls the high voltage system J / B 20 via CAN to control power supply to the high voltage system load.

  The travelable distance calculation unit 117 acquires information indicating the SOC (State of Charge, remaining capacity) of the high voltage battery 18 from the BMU 19 via the CAN. The travelable distance calculation unit 117 calculates the distance that can be traveled by the SOC of the high-voltage battery 18 and supplies information indicating the calculation result to the notification control unit 118.

  The notification control unit 118 performs various notifications such as the state of the host vehicle, the travelable distance, and a warning to the driver via the notification unit 102.

  The notification unit 102 includes, for example, a car navigation system, an instrument panel, a display, a lamp, an LED (Light Emitting Diode), a speaker, and the like. As described above, the video, light, and light are controlled based on the control of the notification control unit 118. Various notifications are made using voice and the like. Note that each unit constituting the notification unit 102 is included in any of the + B load 2, the ACC load 3, and the IG load 4, respectively.

  Next, processing executed by the electrical system 1 will be described with reference to FIGS. 3 to 6.

  First, the power control process in the ACC load mode will be described with reference to the flowchart of FIG. This process is started when the position of the switch 17 is set to ACC, and is ended when it is set to other than ACC, for example. Further, when the position of the switch 17 is set to ACC, the switch position detecting unit 111 indicates that the position of the switch 17 is set to ACC, the low voltage battery state monitoring unit 112, the vehicle state monitoring unit 113, the low voltage battery charging. The control unit 114, the low-voltage load power supply control unit 115, the high-voltage system load power supply control unit 116, and the travelable distance calculation unit 117 are notified.

  In step S <b> 1, the low voltage battery charge control unit 114 stops the output of the DCDC converter 11 when the output of the DCDC converter 11 is being performed. Specifically, the low voltage battery charge control unit 114 instructs the CPU 51 of the DCDC converter 11 to stop the output. The CPU 51 stops supplying the signal indicating the target voltage to the error amplifier 52. As a result, the supply of the PWM signal from the PWM IC 53 to the pulse transformer circuit 54 is stopped, the output of the DCDC converter 11 is stopped, and the charging of the low voltage battery 12 is stopped.

  In step S <b> 2, the high voltage system J / B 20 stops power supply to the high voltage system load when power supply to the high voltage system load is performed based on the control of the high voltage system load power supply control unit 116. At this time, power supply to the DCDC converter 11 is stopped, and the DCDC converter 11 is stopped.

  In step S <b> 3, the vehicle state monitoring unit 113 determines whether or not there is a history of occurrence of a failure that cannot travel. When the vehicle state monitoring unit 113 determines that there is a history of occurrence of failure that cannot travel, the vehicle state monitoring unit 113 notifies the low-voltage load power supply control unit 115 that there is a history of occurrence of failure that cannot travel. Thereafter, the process proceeds to step S4.

  It should be noted that the history of the occurrence of the inoperable failure is recorded when it is determined in step S66 in FIG. 5 described later that the inoperable failure has occurred, and is erased when the inoperable failure is resolved. The

  In step S4, the low-voltage load power supply control unit 115 invalidates the ACC load power supply stop function when the voltage of the low-voltage battery 12 is reduced. Thereafter, the process proceeds to step S5.

  On the other hand, if it is determined in step S3 that there is no history of occurrence of a failure that cannot be driven, the process of step S4 is skipped, and the process proceeds to step S5.

  In step S5, the low voltage battery state monitoring unit 112 determines whether or not the voltage of the low voltage battery 12 is equal to or lower than the charging start voltage. Specifically, the low voltage battery state monitoring unit 112 determines whether or not the voltage of the low voltage battery 12 is equal to or lower than the charging start voltage based on the signal from the IVT sensor 13, and the voltage of the low voltage battery 12 starts charging. The processing is waited until the voltage becomes lower than the voltage. When the low voltage battery state monitoring unit 112 determines that the voltage of the low voltage battery 12 is equal to or lower than the charge start voltage, the low voltage battery charge control unit 114 indicates that the voltage of the low voltage battery 12 is equal to or lower than the charge start voltage. Notify the low-voltage load power supply control unit 115 and the notification control unit 118. Thereafter, the process proceeds to step S6.

  The charging start voltage is set to a value near the minimum value of the discharge end voltage of the low voltage battery 12 or the driving voltage of the low voltage system load, for example.

  In step S <b> 6, the low voltage system load power supply control unit 115 determines whether or not the ACC load power supply stop function when the voltage of the low voltage battery 12 is reduced is effective. When it is determined that the ACC load power supply stop function when the voltage of the low voltage battery 12 is low is invalid, the process proceeds to step S7.

  In step S <b> 7, the notification unit 102 notifies the low voltage of the low voltage battery 12 and the charging during the charging based on the control of the notification control unit 118. For example, the notification unit 102 displays a warning screen on a display, lights or blinks an LED or a lamp, outputs voice guidance, or sounds a warning sound under the control of the notification control unit 118. The low voltage battery 12 is notified that the voltage has dropped and the low voltage battery 12 is being charged.

  At this time, for example, if the host vehicle is HEV or PHEV and the low voltage battery 12 can be charged by the generator when the engine is running, a notification for urging the start of the engine of the host vehicle is performed. Also good.

  In step S <b> 8, the high voltage system J / B 20 starts supplying power to the DCDC converter 11. Specifically, the low voltage battery charge control unit 114 commands the high voltage system load power supply control unit 116 to supply power to the DCDC converter 11. The high voltage system J / B 20 starts power supply to the DCDC converter 11 under the control of the high voltage system load power supply control unit 116. Thereby, supply of electric power from the control self-supporting power supply circuit 35 to the control unit 36 is started, and the DCDC converter 11 is activated.

  In step S <b> 9, the control unit 36 of the DCDC converter 11 starts the output of the DCDC converter 11 and starts charging the low-voltage battery 12. Specifically, the low voltage battery charge control unit 114 instructs the CPU 51 of the DCDC converter 11 to start charging the low voltage battery 12. The CPU 51 sets a target voltage of the DCDC converter 11 and starts supplying a signal indicating the set target voltage to the error amplifier 52. The PWM IC 53 starts supplying the PWM signal to the pulse transformer circuit 54 and, based on the signal supplied from the error amplifier 52, sets the duty ratio of the PWM signal so that the output voltage of the DCDC converter 11 becomes the target voltage. Control. The pulse transformer circuit 54 starts supplying a switching signal based on the PWM signal to the power element full bridge circuit 42 under the control of the PWM IC 53. As a result, the power element full bridge circuit 42 is activated, the output of the DCDC converter 11 is started, and the supply of the charging current from the DCDC converter 11 to the low voltage battery 12 is started.

  At this time, for example, the DCDC converter 11 first sets the output voltage to the same voltage as that of the low voltage battery 12, and then the charging current is lower than the normal charging current (for example, the current of the low voltage battery 12 having a 5-hour discharge rate ( The low voltage battery 12 is charged while controlling the output voltage so that it is 1/5 to 1/2) or less of the 5 hour rate current).

  In step S <b> 10, the low voltage battery state monitoring unit 112 determines whether or not the voltage of the low voltage battery 12 is equal to or higher than a specified voltage based on a signal from the IVT sensor 13. If it is determined that the voltage of the low voltage battery 12 is not equal to or higher than the specified voltage, the process proceeds to step S11. Note that the specified voltage is set to a voltage that is larger than the charge start voltage by a predetermined value (for example, 1.0 V), for example.

  In step S11, the low voltage battery state monitoring unit 112 determines whether or not the charging current of the low voltage battery 12 has become 0A. If it is determined that the charging current of the low voltage battery 12 is not 0 A, the process returns to step S10.

  Thereafter, the processes in steps S10 and S11 are performed until it is determined in step S10 that the voltage of the low voltage battery 12 is equal to or higher than the specified voltage, or in step S11, it is determined that the charging current of the low voltage battery 12 becomes 0A. Repeatedly executed.

  On the other hand, when the low voltage battery state monitoring unit 112 determines in step S10 that the voltage of the low voltage battery is equal to or higher than the specified voltage, the low voltage battery charge control unit 114 indicates that the voltage of the low voltage battery 12 is equal to or higher than the specified voltage. The low-voltage system load power supply control unit 115 and the notification control unit 118 are notified. Thereafter, the process proceeds to step S12.

  In step S12, as in the process of step S1, the output of the DCDC converter 11 is stopped, and charging of the low-voltage battery 12 is stopped.

  Note that, when the vehicle is stopped due to a failure, the power consumption due to the low-voltage load is smaller than when traveling, so the charging current and the voltage at which charging is stopped are set to values lower than normal.

  In step S <b> 13, the high voltage system J / B 20 stops supplying power to the DCDC converter 11. Specifically, the low voltage battery charge control unit 114 instructs the high voltage system load power supply control unit 116 to stop power supply to the DCDC converter 11. The high voltage system J / B 20 stops power supply to the DCDC converter 11 based on the control of the high voltage system load power supply control unit 116. Thereby, the DCDC converter 11 stops.

  In step S <b> 14, the notification unit 102 stops the voltage drop of the low-voltage battery 12 and the notification during charging based on the control of the notification control unit 118.

  Thereafter, the process returns to step S5, and the processes after step S5 are executed.

  On the other hand, when the low voltage battery state monitoring unit 112 determines in step S11 that the charging current of the low voltage battery 12 has become 0A, the low voltage battery charge control unit 114 is notified that the charging current of the low voltage battery 12 has become 0A. To do. Thereafter, the process proceeds to step S15.

  For example, this is a case where the charging current cannot be supplied from the DCDC converter 11 to the low voltage battery 12 due to a decrease in the input voltage to the DCDC converter 11 due to a decrease in the capacity of the high voltage battery 18. is there.

  In step S15, the output of the DCDC converter 11 is stopped as in the process of step S1, and in step S16, the power supply to the DCDC converter 11 is stopped as in the process of step S13. Thereafter, the power control process in the ACC power supply mode ends.

  On the other hand, when it is determined in step S6 that the ACC load power supply stop function when the voltage of the low voltage battery 12 is reduced is valid, the process proceeds to step S17.

  In step S <b> 17, the notification unit 102 notifies the voltage drop of the low voltage battery 12 by the same processing as step S <b> 7 under the control of the notification control unit 118.

  In step S <b> 18, the low voltage system J / B 15 stops power supply to the ACC load 3 based on the control of the low voltage system load power supply control unit 115. Thereafter, the power control process in the ACC power supply mode ends.

  Next, power control processing in the IG power supply mode will be described with reference to the flowcharts of FIGS. This process is started when the position of the switch 17 is set to IG or START, for example, and is ended when it is set to other than IG and START. Further, when the position of the switch 17 is set to IG or START, the switch position detection unit 111 indicates that the position of the switch 17 is set to IG or START, the low voltage battery state monitoring unit 112, and the vehicle state monitoring unit 113. The low voltage battery charge control unit 114, the low voltage system load power supply control unit 115, the high voltage system load power supply control unit 116, and the travelable distance calculation unit 117 are notified.

  In step S51, the vehicle state monitoring unit 113 checks the vehicle electrical system. Specifically, the vehicle state monitoring unit 113 communicates with each electric component of the own vehicle or an ECU that controls the electric component, and the type, operating state, power consumption, etc. of the electric component equipped in the own vehicle. Check.

  In step S52, the travelable distance calculation unit 117 calculates a travelable distance. Specifically, the travelable distance calculation unit 117 acquires information indicating the power consumption and the operating state of each electrical component of the host vehicle from the vehicle state monitoring unit 113. Further, the travelable distance calculation unit 117 acquires information indicating the remaining amount of the high voltage battery 18 from the BMU 19. The travelable distance calculation unit 117 calculates a travelable distance with the current remaining amount of the high-voltage battery 18 based on the acquired information. The travelable distance calculation unit 117 supplies information indicating the calculated travelable distance to the notification control unit 118.

  In step S53, the notification unit 102 displays the travelable distance and the power supply stop selection item. Specifically, the notification control unit 118 acquires, from the vehicle state monitoring unit 113, information indicating whether or not power supply stop is selected for each load that can be selected to stop power supply among low-voltage loads. The notification unit 102 is based on the control of the notification control unit 118, the travelable distance of the host vehicle calculated by the travelable distance calculation unit 117, a list of loads that can be selected to stop power supply, and the selection of power supply stop A screen showing the presence or absence of is displayed.

  Loads that can be selected to stop power supply include, for example, air conditioners (A / C), power seats, rear wipers, defogger, body system comfort function loads such as indoor lighting, car audio systems, cigarette lighter sockets, etc. The accessories system load etc. are included.

  In step S54, the vehicle state monitoring unit 113 determines whether or not the load for stopping power feeding has been changed. For example, the driver looks at the screen displayed by the process of step S53, considers the travelable distance, and uses an operation unit (not shown) to add a load for stopping power supply or for a load during power supply stop. Cancel the power supply stop. The operation unit supplies information indicating the operation content to the vehicle state monitoring unit 113 when the load for stopping the power supply is added or the power supply stop of the load during the power supply stop is canceled. When the vehicle state monitoring unit 113 acquires information indicating the operation content, the vehicle state monitoring unit 113 determines that the load for stopping power feeding has been changed, and the process proceeds to step S55.

  In step S55, the low-pressure system J / B 15 changes the load at which power feeding is stopped. Specifically, the vehicle state monitoring unit 113 supplies information indicating the change contents of the load to stop power feeding to the low-voltage load power feeding control unit 115 and the travelable distance calculation unit 117. The low voltage system J / B 15 stops power supply to the load that is newly set to stop power supply based on the control of the low voltage system load power supply control unit 115, and supplies power to the load for which the power supply stop has been released. Resume.

  Thereafter, the process returns to step S52, and the processes of steps S52 to S55 are repeatedly executed until it is determined in step S54 that the load for stopping power feeding has not been changed. Accordingly, the travelable distance is recalculated with the change of the load for stopping the power supply, and the display of the travelable distance and the power supply stop selection item is updated.

  On the other hand, in step S54, for example, when the load for stopping the power supply is not changed for a predetermined time, or when an operation for explicitly terminating the setting of the power supply stop item is performed, step S54 is performed. The vehicle state monitoring unit 113 determines that the load for stopping power feeding has not been changed, and the process proceeds to step S56.

  In step S56, the vehicle state monitoring unit 113 determines whether an abnormality has occurred in the various ECUs and the high voltage battery 18. Specifically, the vehicle state monitoring unit 113 communicates with various ECUs and the BMU 19 to check whether an abnormality has occurred. As a result, when the vehicle state monitoring unit 113 determines that at least one abnormality has occurred among the various ECUs and the high voltage battery 18, the vehicle control unit 113 notifies that the abnormality has occurred in the various ECUs and the high voltage battery 18. 118 is notified. Thereafter, the process proceeds to step S57.

  In step S57, the notification unit 102 notifies the occurrence of an abnormality in the various ECUs and the high-voltage battery 18 through the same processing as in step S7 in FIG. 3 under the control of the notification control unit 118. Thereafter, the power control process in the IG power supply mode ends.

  On the other hand, if the vehicle state monitoring unit 113 determines in step S56 that no abnormality has occurred in the various ECUs and the high-voltage battery 18, it is determined that no abnormality has occurred in the various ECUs and the high-voltage battery 18. The power supply control unit 116 is notified. Thereafter, the process proceeds to step S58.

  In step S58, the high voltage system J / B 20 starts power supply to the high voltage system load based on the control of the high voltage system load power supply control unit 116. Thereby, the power supply to the DCDC converter 11 is started, and the DCDC converter 11 is activated.

  In step S59, the vehicle state monitoring unit 113 determines whether or not a leakage has occurred in the high-voltage electric system. When the vehicle state monitoring unit 113 determines that a leakage has occurred in the high-voltage electric system, the high-voltage load power supply control unit 116 and the notification control unit indicate that the leakage has occurred in the high-voltage electric system. 118 is notified. Thereafter, the process proceeds to step S60.

  In step S <b> 60, the notification unit 102 notifies the occurrence of electric leakage by the same processing as step S <b> 7 in FIG. 3 under the control of the notification control unit 118. Thereafter, the power control process in the IG power supply mode ends.

  On the other hand, if it is determined in step S59 that no leakage has occurred in the high-voltage electrical system, the process proceeds to step S62.

  In step S62, the low-voltage battery state monitoring unit 112 determines whether or not the voltage of the low-voltage battery 12 is equal to or higher than the voltage at which the self-starter motor can be driven, based on the signal from the IVT sensor 13. When the low-voltage battery state monitoring unit 112 determines that the voltage of the low-voltage battery 12 is not higher than the voltage at which the self-starter motor can be driven, the voltage of the low-voltage battery 12 is not higher than the voltage at which the self-starter motor can be driven. Is notified to the notification control unit 118. Thereafter, the process proceeds to step S63.

  In step S <b> 63, the notification unit 102 prompts external charging of the low-voltage battery 12 under the control of the notification control unit 118. For example, under the control of the notification control unit 118, the notification unit 102 displays a warning screen on the display, lights or blinks an LED or a lamp, outputs voice guidance, sounds a warning sound, etc. By this method, notification for prompting external charging of the low voltage battery 12 is performed. Thereafter, the power control process in the IG power supply mode ends.

  On the other hand, if it is determined in step S62 that the voltage of the low voltage battery 12 is equal to or higher than the voltage at which the self starter motor can be driven, the process proceeds to step S64.

  The processes in steps S62 and S63 are performed only when the host vehicle is equipped with an engine for driving or charging the high-voltage battery 18, such as HEV or PHEV.

  In step S64, the output of the DCDC converter 11 is started and charging of the low-voltage battery 12 is started in the same manner as in step S9 of FIG.

  At this time, for example, the DCDC converter 11 first sets the output voltage to the same voltage as that of the low voltage battery 12 and then outputs the charging current so as to be equal to or less than a predetermined value (for example, the 5-hour rate current of the low voltage battery 12). The low voltage battery 12 is charged while controlling the voltage.

  In step S <b> 65, the low voltage battery state monitoring unit 112 determines whether or not the voltage of the low voltage battery 12 has reached the charge end voltage based on the signal from the IVT sensor 13. If it is determined that the voltage of the low voltage battery 12 has not reached the charging end voltage, the process proceeds to step S66. The charge end voltage is set to, for example, the charge end voltage of the low voltage battery 12.

  In step S <b> 66, the vehicle state monitoring unit 113 determines whether or not a failure that prevents traveling has occurred. If it is determined that a failure that cannot travel has not occurred, the process returns to step S65.

  Thereafter, the processes in steps S65 and S66 are performed until it is determined in step S65 that the voltage of the low-voltage battery 12 has reached the charging end voltage, or in step S66, it is determined that a failure that cannot be driven has occurred. It is executed repeatedly.

  On the other hand, if it is determined in step S65 that the voltage of the low voltage battery 12 has reached the charging end voltage, the process proceeds to step S67.

  In step S67, the output of the DCDC converter 11 is stopped and charging of the low-voltage battery 12 is stopped as in the process of step S1 of FIG.

  In step S68, it is determined whether or not the voltage of the low voltage battery 12 is equal to or lower than the charging start voltage, as in the process of step S5 of FIG. When it is determined that the voltage of the low voltage battery 12 is equal to or lower than the charging start voltage, the process returns to step S64. Then, the process after step S64 is performed and the low voltage battery 12 is charged.

  On the other hand, if it is determined in step S68 that the voltage of the low voltage battery 12 is not less than or equal to the charging start voltage, the process proceeds to step S69.

  In step S <b> 69, the vehicle state monitoring unit 113 determines whether or not the power requirement for the high voltage system load is equal to or greater than a predetermined amount. If it is determined that the power demand of the high-voltage load is not equal to or greater than the predetermined amount, the process returns to step S68. Thereafter, the processing after step S68 is executed.

  On the other hand, if it is determined in step S69 that the power demand of the high-voltage load is greater than or equal to the predetermined amount, the process proceeds to step S70.

  In step S <b> 70, the vehicle state monitoring unit 113 determines whether or not the SOC of the high voltage battery 18 is equal to or greater than a specified amount based on the signal from the BMU 19. If it is determined that the SOC of the high-voltage battery 18 is greater than or equal to the specified amount, that is, if the capacity of the high-voltage battery 18 is sufficient, the process returns to step S68. Thereafter, the processing after step S68 is executed.

  On the other hand, if the vehicle state monitoring unit 113 determines in step S70 that the SOC of the high voltage battery 18 is less than the specified amount, that is, if the capacity of the high voltage battery 18 is not sufficient, the capacity of the high voltage battery 18 has a margin. The notification control unit 118 is notified of the absence. Thereafter, the process proceeds to step S71.

  In step S <b> 71, the notification unit 102 issues a remaining capacity warning of the high-voltage battery 18 by the same processing as step S <b> 7 in FIG. 3 under the control of the notification control unit 118.

  In step S72, as in the process of step S54, it is determined whether or not the load for stopping power feeding has been changed. If it is determined that the load for stopping power feeding has not been changed, the process returns to step S68. Thereafter, the processing after step S68 is executed.

  On the other hand, when it determines with the load which stops electric power feeding having been changed in step S72, a process progresses to step S73.

  In step S73, the load for stopping power feeding is changed in the same manner as in step S55. In step S74, the travelable distance is calculated in the same manner as in step S52.

  In step S <b> 75, the notification unit 102 updates the display of the travelable distance and the power supply stop selection item by the same processing as step S <b> 53 under the control of the notification control unit 118. Thereafter, the process returns to step S68, and the processes after step S68 are executed.

  On the other hand, when the vehicle state monitoring unit 113 determines in step S66 that a failure that cannot be performed has occurred, the low-voltage load power supply control unit 115 and the notification control unit indicate that a failure that cannot be performed has occurred. 118 is notified. In addition, the vehicle state monitoring unit 113 records a history of occurrence of failures that cannot be performed. Thereafter, the process proceeds to step S76.

  In step S76, the notification unit 102 notifies the occurrence of a failure by the same processing as step S7 in FIG. 3 under the control of the notification control unit 118.

  In step S77, the low-pressure system J / B 15 resumes power supply to the ACC load 3 where power supply is stopped based on the control of the low-voltage system load power supply control unit 115. That is, if there is an ACC load 3 that has been powered off by the processing in step S18 in FIG. 3, step S55 in FIG. 4, or step S73 in FIG. 5, power feeding to the ACC load 3 is resumed.

  In step S78, it is determined whether or not the voltage of the low voltage battery 12 is equal to or higher than the specified voltage, as in the process of step S10 of FIG. If it is determined that the voltage of the low voltage battery 12 is not equal to or higher than the specified voltage, the process proceeds to step S79.

  In step S79, it is determined whether or not the charging current of the low voltage battery 12 has become 0 A, as in the process of step S11 of FIG. If it is determined that the charging current of the low voltage battery 12 is not 0 A, the process returns to step S78.

  Thereafter, the process of steps S78 and S79 is performed until it is determined in step S78 that the voltage of the low voltage battery 12 is equal to or higher than the specified voltage, or in step S79, it is determined that the charging current of the low voltage battery 12 becomes 0A. It is executed repeatedly.

  On the other hand, if it is determined in step S78 that the voltage of the low voltage battery is equal to or higher than the specified voltage, the process proceeds to step S80.

  In step S80, similarly to the process in step S12 of FIG. 3, the output of the DCDC converter 11 is stopped, and as a result, charging of the low voltage battery 12 is stopped.

  In step S81, similarly to the process in step S13 of FIG. 3, power supply to the DCDC converter 11 is stopped, and as a result, the DCDC converter 11 stops.

  In step S82, it is determined whether or not the voltage of the low voltage battery 12 is equal to or lower than the charging start voltage, and the processing is continued until the voltage of the low voltage battery 12 becomes equal to or lower than the charging start voltage, as in the process of step S5 of FIG. Wait. And when it determines with the voltage of the low voltage battery 12 becoming below a charging start voltage, a process progresses to step S83.

  In step S83, power supply to the DCDC converter 11 is started in the same manner as in step S8 in FIG. 3, and in step S84, output of the DCDC converter 11 is started in the same manner as in step S9 in FIG. Thereby, charging of the low voltage battery 12 is started.

  At this time, for example, the DCDC converter 11 first sets the output voltage to the same voltage as that of the low voltage battery 12, and then the charging current is lower than the normal charging current (for example, 1/5 of the 5 hour rate current of the low voltage battery 12). 5 to 1/2) The low voltage battery 12 is charged while controlling the output voltage so as to be equal to or lower.

  Thereafter, the process returns to step S78, and the processes after step S78 are executed.

  On the other hand, if it is determined in step S79 that the charging current of the low voltage battery 12 has reached 0 A, the process proceeds to step S85.

  In step S85, the output of the DCDC converter 11 is stopped similarly to the process of step S15 of FIG. 3, and in step S86, the power supply to the high-voltage system load is stopped, similar to the process of step S16 of FIG. Thereafter, the power control process in the IG power supply mode ends.

  As described above, when the position of the switch 17 is set to ACC, the low-voltage battery 12 is not charged when a failure that does not allow running occurs, but when a failure that does not allow running occurs. The low voltage battery 12 is charged. Accordingly, when the parking of the high-voltage battery 18 while being parked is suppressed and the vehicle becomes unable to travel due to a failure, the power of the high-voltage battery 18 can be transferred to the low-voltage battery 12 and the power supply to the ACC load 3 can be prolonged. It can be sustained. As a result, for example, the operation time of lighting lamps and hazard lamps included in the ACC load 3 can be made as long as possible, and the time for ensuring safety and collecting information until the arrival of relief such as road service arrives. Can be longer.

  In addition, as described above, when the position of the switch 17 is set to ACC, power supply to the ACC load 3 is stopped when there is no failure that prevents traveling. As a result, it is possible to more reliably prevent the low-voltage battery 12 from running out of capacity during parking and preventing the vehicle from traveling.

  Furthermore, as described above, the low-voltage load to be operated can be freely set based on the remaining capacity of the high-voltage battery 18 and the low-voltage battery 12 according to the user's intention. That is, priority control of the operation of the low-pressure load can be performed. Therefore, for example, the power consumption of the high-voltage battery 18 and the low-voltage battery 12 can be suppressed, and the traveling distance of the vehicle can be extended. As a result, for example, it is possible to more reliably avoid stopping at places where it is difficult to call for relief or where it is difficult to call (for example, high speed roads and mountainous areas).

  Note that the low-voltage system load may be automatically stopped as the capacity of the high-voltage battery 18 decreases according to a preset priority order.

  The series of processes of the power control unit 101 described above can be executed by hardware.

  Further, when the processing of the power control unit 101 is executed by software, a program for realizing the processing of the power control unit 101 can be installed in advance on a recording medium (not shown) of the electrical system 1, for example. Or, for example, a magnetic disk (including a flexible disk), an optical disk (CD-ROM (Compact Disc-Read Only Memory), a DVD (Digital Versatile Disc), etc.), a magneto-optical disk, or a semiconductor memory. It is also possible to record on a removable medium that is a package medium, or to provide and install via a wired or wireless transmission medium such as a local area network, the Internet, or digital satellite broadcasting.

  The program for realizing the processing of the power control unit 101 may be a program that is processed in time series in the order described in this specification, or is called in parallel or is called It may be a program in which processing is performed at a necessary timing.

  Furthermore, the embodiments of the present invention are not limited to the above-described embodiments, and various modifications can be made without departing from the gist of the present invention.

1 Electrical system 2 + B load 3 ACC load 4 IG load 11 DCDC converter 12 Low voltage battery 13 IVT sensor 14 Current sensor circuit 15 Low voltage system J / B
16 Low-voltage power supply ECU
17 Switch 18 High voltage battery 19 BMU
20 High pressure system J / B
21 High-voltage power supply ECU
22 Vehicle ECU
31 Voltage Converter 32 Output Voltage Detection Circuit 33 Output Current Detection Circuit 36 Control Unit 51 CPU
DESCRIPTION OF SYMBOLS 101 Electric power control part 102 Notification part 111 Switch position detection part 112 Low voltage battery state monitoring part 113 Vehicle state monitoring part 114 Low voltage battery charge control part 115 Low voltage system load electric power feeding control part 116 High voltage system load electric power feeding control part 117 Travelable distance calculating part 118 Notification control unit

Claims (6)

Charging control means for controlling charging of a second battery that is charged by converting and supplying a voltage of a first battery that is a power source of the vehicle;
Power supply control means for controlling power supply from the second battery to a plurality of electrical components provided in the vehicle,
The charging control means is capable of supplying power to a second load made of a part of the electrical component different from the first load that is constantly powered among the electrical components, and the vehicle is in a predetermined state in which the vehicle cannot travel When the vehicle is not faulty so that it cannot travel, the charging of the second battery is stopped. When the vehicle is faulty so that it cannot travel, the second battery A power control device that performs battery charging. The power supply control means is configured such that, when the vehicle is in a state where the vehicle is unable to run when the predetermined state is set, the second battery voltage becomes equal to or lower than a predetermined voltage. The power control apparatus according to claim 1, wherein the battery of 2 is charged. When the power supply control means is set in the predetermined state, the voltage of the second battery is equal to or lower than a predetermined voltage, and the vehicle is not in a trouble that cannot travel, The power control apparatus according to claim 1, wherein supply of power to the second load is stopped. The power control apparatus according to claim 1, wherein the power supply control unit controls whether power is supplied to the electrical component based on a setting by a user. Control of charging of the second battery that is charged by converting and supplying the voltage of the first battery that is the power source of the vehicle, and a plurality of electricity provided from the second battery to the vehicle A power control device that controls power supply to components
When it is possible to supply power to a second load consisting of a part of the electric component different from the first load that is constantly supplied among the electric components, and the vehicle is set in a predetermined state in which the vehicle cannot travel The charging of the second battery is stopped when there is no failure that prevents the vehicle from traveling, and the charging of the second battery is performed when the failure that prevents the vehicle from traveling. A power control method including steps. Control of charging of the second battery that is charged by converting and supplying the voltage of the first battery that is the power source of the vehicle, and a plurality of electricity provided from the second battery to the vehicle In the computer that controls the power supply to the parts,
When it is possible to supply power to a second load consisting of a part of the electric component different from the first load that is constantly supplied among the electric components, and the vehicle is set in a predetermined state in which the vehicle cannot travel The charging of the second battery is stopped when there is no failure that prevents the vehicle from traveling, and the charging of the second battery is performed when the failure that prevents the vehicle from traveling. A program that executes processing including steps.

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