JP5995819B2 - Secondary battery rising prevention device and secondary battery rising prevention method - Google Patents

Description

  The present invention relates to a secondary battery rising prevention device and a secondary battery rising prevention method.

  In recent years, ECUs (Electronic Control Units) have been mounted on many electrical components mounted on vehicles. A current called dark current always flows through the ECU so as to be in a standby state so that it can be started immediately. For this reason, the consumption of the secondary battery is in a state that cannot be ignored.

  Patent Document 1 discloses a technique for interrupting dark current when the voltage of a secondary battery falls below a predetermined threshold.

JP-A-11-334498

  By the way, in the technique disclosed in Patent Document 1, the contents relating to the start of dark current interruption are described in detail, but the contents relating to the end of interruption are not described. Generally, in order to give priority to the end of the shut-off, the shut-off is often ended by, for example, a user unlocking the door.

  However, when releasing the shut-off by unlocking the door, if the boarded user stays in the car for a long time without starting the engine or operates the in-vehicle device, the dark current is saved. There is a problem that the remaining capacity of the secondary battery is consumed and the engine may not be started.

  The present invention has been made in view of the above points, and a secondary battery rising prevention device and a secondary battery that can prevent the secondary battery from rising by releasing dark current interruption at an appropriate timing. The purpose is to provide a rise prevention method.

In order to solve the above-mentioned problems, the present invention provides a secondary battery rising prevention device for preventing a secondary battery mounted on a vehicle from blocking, and a blocking means for blocking a dark current flowing through a load and / or an electronic control unit. Detecting means for detecting a remaining capacity based on a product of SOC and SOH of the secondary battery; and the remaining capacity detected by the detecting means after the vehicle is parked is a predetermined initial SOH. Control means for controlling the dark current flowing in the load and / or the electronic control unit by the shut-off means when the ratio is less than the ratio of the load and / or the electronic control. The unit includes a first load and / or electronic control unit group that requires initial setting after energization, and a second load and / or electronic control unit group other than that. , The control means, the cut-off when said by the blocking means has cut off the current flowing in the load and / or the electronic control unit, when the user of the ride for the first load and / or electronic control unit group releases the blocking of the dark current due to unit, after the said engine with the second load and / or electronic control unit group instruction for starting the engine of the vehicle is made to start rotating the self by combustion, The blocking of the dark current by the blocking unit is released.
According to such a configuration, it is possible to prevent the secondary battery from rising by releasing dark current interruption at an appropriate timing.

Further, according to the present invention, the control means is configured so that the shut-off means performs the control when the SOC of the secondary battery exceeds a predetermined threshold value after the engine starts rotating by combustion. It is characterized by canceling the interruption of dark current.
According to such a configuration, when the secondary battery sufficiently recovers, the engine restart can be ensured by releasing the interruption of the dark current.

Further, according to the present invention, the control means sets the idling speed of the engine until the SOC of the secondary battery becomes equal to or higher than a predetermined threshold after the engine starts rotating by combustion. It is characterized by raising.
According to such a configuration, the remaining capacity of the secondary battery can be quickly recovered by increasing the idling speed.

Further, according to the present invention, when the control means interrupts a dark current flowing through the load and / or the electronic control unit by the interrupting means, the control means does not accept a user operation to the electronic control unit. It is instructed to make a transition, and after the engine starts rotating by combustion, the electronic control unit is instructed to make a transition to a state in which a user operation is accepted.
According to such a configuration, it is possible to prevent power consumption by prohibiting user operations.

In addition, the present invention has a communication means for performing communication with the electronic control unit, the control means when the dark current flowing to the load and the electronic control unit is interrupted by the interruption means, After instructing the electronic control unit to transition to a state in which a user operation is not accepted via the communication means, the operation of the communication means is stopped, and the communication is performed when the user gets into the vehicle. The operation of the means is started, and after the engine starts rotating by combustion, the electronic control unit is instructed to transition to a state for accepting a user operation via the communication means. And
According to such a configuration, it is possible to suppress a decrease in the remaining capacity of the secondary battery by stopping the communication unit and not accepting an operation by the user. In addition, by starting the communication unit first and performing the initial setting, when the engine starts its own rotation, the communication unit can be quickly operated.

Further, according to the present invention, when the control unit is instructed to start the engine, and when the starter motor fails to start, the remaining capacity or voltage of the secondary battery is restored to a predetermined value. The restart by the starter motor is put on hold until.
According to such a configuration, restart can be facilitated.

The present invention also provides a secondary battery rising prevention method that includes a blocking means for blocking dark current flowing in a load and / or an electronic control unit, and prevents a secondary battery mounted on a vehicle from rising. A detecting step for detecting a remaining capacity based on a product of the SOC and SOH of the battery; and the remaining capacity detected in the detecting step after the vehicle is parked is less than a predetermined ratio of the initial SOH. A control step for controlling the dark current flowing in the load and / or the electronic control unit by the shut-off means, and the load and / or the electronic control unit are energized. after includes a first load and / or electronic control unit group requiring initialization, the second load and / or electronic control unit group other than it, Serial control step, if you cut off the current flowing in the load and / or the electronic control unit by the blocking means, the first load and / or electronic control unit and the shut-off means when a user ride for group releases the blocking of the dark current due to, after said for the second load and / or electronic control unit group in which the engine with an indication is made to start the engine of the vehicle starts the rotation of the self by combustion, the The blocking of the dark current by the blocking means is released.
According to such a method, it is possible to prevent the secondary battery from rising by releasing dark current interruption at an appropriate timing.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to provide the secondary battery rising prevention apparatus and secondary battery rising prevention method which can prevent a secondary battery rising by canceling interruption | blocking of dark current at an appropriate timing.

It is a figure which shows the structural example of the secondary battery rising prevention apparatus which concerns on 1st Embodiment of this invention. In 1st Embodiment, it is a flowchart for demonstrating the flow of the process performed when a vehicle is parked. It is a figure which shows the time change of the remaining capacity of a secondary battery. 4 is a flowchart for explaining a flow of processing executed when an engine start is instructed in the first embodiment. It is a figure which shows the time change of the remaining capacity of a secondary battery. It is a figure which shows the structural example of the secondary battery rising prevention apparatus which concerns on 2nd Embodiment of this invention. In 2nd Embodiment, it is a flowchart for demonstrating the flow of the process performed when a vehicle is parked. 4 is a flowchart for explaining a flow of processing executed when an engine start is instructed in the first embodiment. In 3rd Embodiment, it is a flowchart for demonstrating the flow of the process performed when a vehicle is parked. In 3rd Embodiment, it is a flowchart for demonstrating the flow of the process performed when starting of an engine is instruct | indicated. In a 4th embodiment, it is a flow chart for explaining a flow of processing performed when starting of an engine is instructed. It is a figure which shows the deformation | transformation embodiment of this invention. It is a figure which shows the deformation | transformation embodiment of this invention.

  Next, an embodiment of the present invention will be described.

(A) Description of Configuration of First Embodiment of the Present Invention FIG. 1 is a diagram illustrating a configuration example of a secondary battery rising prevention device according to the first embodiment of the present invention. As shown in FIG. 1, the secondary battery rising prevention device according to the first embodiment includes a power management device 20 as a main component, and a latch relay 18 is connected thereto. The power management device 20 includes a microcomputer 21 and drivers 22 and 23, and the latch relay 18 is connected via the drivers 22 and 23 based on the state of the secondary battery 13 detected by the battery sensor 14 and the state of the engine ECU 17. The dark current flowing through the ECUs 30-1 to 30-n is intermittently controlled.

  Here, the alternator (ALT) 10 is driven by the engine and generates electric power to charge the secondary battery 13. The fuse 11 prevents an excessive current from flowing from the alternator 10 to the secondary battery 13. The secondary battery 13 is constituted by, for example, a lead storage battery, is charged by the alternator 10, and supplies power to the load via the power management device 20.

  The battery sensor 14 detects the voltage, current, and temperature of the secondary battery 13, detects the state of the secondary battery 13, and notifies the power management device 20. The power source 15 is a DC power source supplied from the secondary battery 13. The fuse 16 prevents an excessive current from flowing from the power supply 15 to the drivers 22 and 23 and the ECUs 30-1 to 30-n.

  The engine ECU (Electronic Control Unit) 17 is a control unit for controlling the engine. A complete explosion signal 19 is input to the engine ECU 17 indicating that the engine has started rotating by combustion.

  The latch relay 18 is driven by the drivers 22 and 23 and is turned on when a SET pulse signal is supplied from the driver 22 to supply power from the power supply 15 to the ECUs 30-1 to 30-n. When the RESET pulse signal is supplied from 22, the power is turned off and the power supply power supplied from the power supply 15 to the ECUs 30-1 to 30-n is cut off. Note that when the SET pulse signal or the RESET pulse signal is input, the latch relay 18 maintains an on or off state without supplying power thereafter, so that power consumption can be suppressed.

  The microcomputer 21 constituting the power management device 20 is configured by, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an I / F (Interface), and the like. Each unit is controlled based on the stored program and data. The driver 22 amplifies the SET pulse signal output from the microcomputer 21 and supplies it to the latch relay 18. The driver 23 amplifies the RESET pulse signal output from the microcomputer 21 and supplies it to the latch relay 18.

  The ECUs 30-1 to 30-n are control units for controlling electrical components. For example, there are an audio system, a car navigation system, an ETC (Electronic Toll Collection System), a drive recorder, and the like. But you can. Since the ECUs 30-1 to 30-n are supplied with power via the latch relay 18, the power supplied to the ECUs 30-1 to 30-n can be interrupted by turning on / off the latch relay 18. In this specification, “electronic control unit” refers to the engine ECU 17 and ECUs 30-1 to 30-n, etc., and “load” refers to an electrical component (or ECU in some cases) controlled by these ECUs. Electrical components not controlled by

(B) Description of Operation of First Embodiment of the Invention Next, operation of the first embodiment will be described. 2 and 4 are flowcharts for explaining the operation of the first embodiment. FIG. 2 is a diagram illustrating an example of processing executed when the vehicle is parked. When the process shown in this figure is started, the following steps are executed.

  In step S10, the microcomputer 21 of the power management device 20 determines whether or not the vehicle is parked. If it is determined that the vehicle is parked (step S10: Yes), the process proceeds to step S11. In the case of (Step S10: No), the process is terminated. In addition, as determination of whether it became the parking state, it can be determined that it became the parking state, for example, when an engine is stopped and a parking brake is operated. In addition to this, for example, in addition to the above, it can be determined that the vehicle is parked when the door is locked. In addition, in the case where the key for starting the engine that the user has is a communicable key, the case where the user having the key goes out of the communicable range is added to the determination condition. May be.

  In step S <b> 11, the microcomputer 21 instructs the battery sensor 14 to calculate the SOC (State of Charge) and SOH (State of Health) of the secondary battery 13. As a result, the battery sensor 14 calculates the SOC and SOH of the secondary battery 13 and supplies them to the microcomputer 21. SOH indicates the current chargeable capacity of the secondary battery 13, and SOC indicates the current charge rate.

  In step S12, the microcomputer 21 calculates the remaining capacity of the secondary battery 13 by multiplying the SOH calculated in step S11 and the SOC, and stores the obtained result in the variable Cr. For example, when the initial capacity of the secondary battery 13 is 50 Ah, if the current SOH is 45 Ah and the SOC at that time is 80%, the remaining capacity is 36 (= 45 × 0 .8) Since Ah, 36 is substituted for Cr.

  In step S13, the microcomputer 21 determines whether the value of the remaining capacity of the secondary battery 13 stored in the variable Cr is less than 50% of the initial SOH of the secondary battery 13, and less than 50%. If it is determined that it is (step S13: Yes), the process proceeds to step S14. Otherwise (step S13: No), the process returns to step S11 and the same process as described above is repeated. For example, as described above, when the initial SOH of the secondary battery 13 is 50 Ah, since 50% of the initial SOH is 25 Ah, the value of the remaining capacity stored in the variable Cr is less than 25. Advances to step S14. Note that the reason why the remaining capacity is determined by comparing with the initial SOH is that it is generally considered that it is difficult to start the engine when the remaining capacity becomes less than 30% of the initial SOH. . In the first embodiment, 20% is added to 50% as a margin for giving a margin to 30%, and 50% is determined as a reference value.

  In step S <b> 14, the microcomputer 21 supplies a RESET pulse signal to the latch relay 18 to turn off the latch relay 18. As a result, the dark current supplied to the ECUs 30-1 to 30-n is interrupted.

  According to the above process, when the remaining capacity of the secondary battery 13 becomes less than 50% of the initial SOH after the vehicle is parked, in order to prevent the engine from becoming difficult to restart, The latch relay 18 is turned off, and the dark current supplied to the ECUs 30-1 to 30-n is interrupted.

  FIG. 3 is a diagram showing a change in the remaining capacity of the secondary battery 13 by the above processing. In this figure, the horizontal axis represents time, and the vertical axis represents the remaining capacity of the secondary battery 13. FIG. 3A shows a change in the remaining capacity of the secondary battery 13 after the vehicle is parked when the present invention is not applied. In the example of FIG. 3 (A), the secondary battery 13 has a remaining capacity of 100% at the initial timing t0 when it is parked, but decreases with the passage of time, becomes 50% or less at the timing t1, and at the timing t3. It becomes 30% or less, and it becomes difficult to start the engine. On the other hand, FIG. 3B shows a change in the remaining capacity of the secondary battery 13 after the vehicle is parked when the present invention is applied. In the first embodiment, as shown in FIG. 3B, since the dark current is cut off when the remaining capacity becomes less than 50% (timing t1), the decrease in the remaining capacity thereafter is shown in FIG. ). As a result, the timing at which the remaining capacity becomes less than 30% can be extended to timing t3 (> t2) as compared with FIG.

  Next, with reference to FIG. 4, processing when the engine is restarted after the vehicle parking state continues will be described. When the process shown in FIG. 4 is started, the following steps are executed.

  In step S20, the microcomputer 21 determines whether or not the engine has been instructed to start the engine. If it is determined that the start has been instructed (step S20: Yes), the microcomputer 21 proceeds to step S21; In step S20: No), the process ends. For example, the microcomputer 21 refers to the information regarding the state of the engine supplied from the engine ECU 17 and proceeds to step S21 if it is determined that the engine has been instructed to start the engine.

  In step S21, the engine ECU 17 supplies electric power to rotate the starter motor.

  In step S22, the microcomputer 21 refers to the complete explosion signal 19 supplied to the engine ECU 17, determines whether or not the engine is in a complete explosion state, and determines that it is in a complete explosion state (step S22: If yes, the process proceeds to step S23, and otherwise (step S22: No), the process ends. The complete explosion state indicates a state in which the engine has started rotating by combustion, and the complete explosion signal 19 is a signal indicating that the engine has reached a complete explosion state.

  In step S23, the microcomputer 21 supplies a SET pulse signal to the latch relay 18 to turn on the latch relay 18. As a result, power supply to the ECUs 30-1 to 30-n is started.

  According to the above processing, when the user gets on the parked vehicle and the engine is started and the complete explosion state occurs, the latch relay 18 is turned on. When the remaining capacity of the secondary battery 13 as required is small (when the remaining capacity is less than 50%), power is supplied to the ECUs 30-1 to 30-n without starting the engine, and dark current causes It is possible to prevent the remaining capacity from further decreasing. Further, by continuing the state in which the electric power supplied to the ECUs 30-1 to 30-n is cut off until the engine reaches the complete explosion state, for example, the user operates the electrical equipment and further reduces the remaining capacity. Can be prevented.

  FIG. 5 is a diagram showing a change in the remaining capacity of the secondary battery 13 by the above processing. The horizontal and vertical axes in this figure are the same as in FIG. FIG. 5A shows the change in remaining capacity when the present invention is not applied. In FIG. 5A, the user releases the door lock at the timing t1, and the dark current is released as a trigger. For this reason, the gradient of the decrease in the remaining capacity increases after timing t1, and at the timing t2 when the user starts the engine, the remaining capacity falls below 30%, making it difficult to start the engine. On the other hand, FIG. 5B shows a case where the present invention is applied. In FIG. 5B, since the dark current is not interrupted at the timing t1 when the user gets on, the slope of the decrease in the remaining capacity does not increase from the timing t1 as shown in FIG. 5A. . For this reason, even at the timing t2 when the user starts the engine, the remaining capacity exceeds 30%, so the engine can be restarted.

  As described above, in the first embodiment of the present invention, the latch relay 18 is disconnected when the remaining capacity of the secondary battery 13 becomes less than 50% of the initial SOH after the vehicle is parked. Thus, since the dark current to the ECUs 30-1 to 30-n is cut off, it is possible to prevent further reduction of the remaining capacity due to the dark current. In the first embodiment, since the latch relay 18 is turned on to stop the dark current interruption after the engine is completely explosive, the engine is not started for a while after getting on. Further, it is possible to prevent the remaining capacity of the secondary battery 13 from further decreasing due to the dark current. Further, by continuing the stopped state of the electric power supplied to the ECUs 30-1 to 30-n until the engine reaches the complete explosion state, it is possible to prevent the user from operating the electrical components and further reducing the remaining capacity. .

(B) Description of Configuration of Second Embodiment of Present Invention Next, a second embodiment of the present invention will be described with reference to FIG. In FIG. 6, the same reference numerals are given to the portions corresponding to those in FIG. In the second embodiment shown in FIG. 6, compared with FIG. 1, a CAN (Controller Area Network) 40 is connected to the microcomputer 21, and the engine ECU 17 is connected via the CAN, and the lamp control ECU 41 and the air conditioner ECU 42. And push start ECU43 is connected. The air conditioner ECU 42 is connected to a heater 50, a blower 51, and a defogger 52, and the push start ECU 43 is connected to an ACC (Accessory) relay 53.

  Here, the CAN 40 is a bus-type network, and enables information exchange between the microcomputer 21 and the engine ECU 17, the lamp control ECU 41, the air conditioner ECU 42, and the push start ECU 43. The lamp control ECU 41 is a control device for controlling, for example, a headlight. The air conditioner ECU 42 is a control device for controlling the air conditioner. The air conditioner ECU 42 controls the heater 50, which is an auxiliary heating means, and also controls the blower 51 that blows air that has undergone heat exchange by the heat exchanger into the vehicle. To do. Further, the air conditioner ECU 42 controls the defogger 52 for removing the windshield when it is fogged.

  The push start ECU 43 is a control device that performs control to start the engine when the push start button is operated. When the push start button is operated, the push start ECU 43 turns on the ACC relay 53 so that the accessories can be used.

(C) Description of Operation of Second Embodiment of the Invention Next, the operation of the third embodiment will be described with reference to FIGS. 7 and 8. FIG. 7 is a flowchart for explaining an example of a flow of processing executed when the vehicle is parked. In FIG. 7, parts corresponding to those in the flowchart shown in FIG. In FIG. 7, compared with FIG. 2, processes of step S30 and step S31 are added. Since other than these are the same as in the case of FIG. 2, the following description will focus on the processing of step S30 and step S31.

  When the remaining capacity of the secondary battery 13 becomes less than 50% after the vehicle is parked, the process of step S14 is executed, the latch relay 18 is turned off, and the ECUs 30-1 to 30-30 are executed. The supply of power to -n is cut off. Then, the following processing is executed.

  In step S30, the microcomputer 21 notifies the ECU so as to ignore the user's operation. For example, the microcomputer 21 notifies the lamp control ECU 41 and the air conditioner ECU 42 to ignore the operation even when the user performs an operation. Thereby, for example, even when the user performs an operation of turning on the headlight or an operation of operating the air conditioner, these operations are ignored. Since engine ECU 17 and push start ECU 43, which are ECUs for starting the engine, are not notified of ignoring the acceptance of the operation, the operation relating to the engine starting is accepted.

  In step S31, the microcomputer 21 turns off the ECU communication. The ECU has a communication unit for performing communication via the CAN 40, and this communication unit is generally energized even after the engine is stopped. In step S31, the communication unit is connected to the communication unit. Energization is stopped. In FIG. 6, for example, the communication unit between the lamp control ECU 41 and the air conditioner ECU 42 is turned off.

  According to the above operation, when the vehicle is parked and the remaining capacity of the secondary battery 13 is less than 50% of the initial SOH, the latch relay 18 is turned off. The supply of electric power to the ECUs 30-1 to 30-n is cut off, and the communication unit of the ECU is turned off. Further, the predetermined ECU transitions to a state in which the user's operation is ignored. As a result, when the remaining capacity decreases, the dark current flowing through the ECUs 30-1 to 30-n is cut off, and the communication unit of the ECU is turned off, so that the remaining capacity of the secondary battery 13 is reduced. Further reduction can be prevented.

  Next, an example of the operation when the user gets on will be described with reference to FIG. In FIG. 8, parts corresponding to those in FIG. In FIG. 8, compared with FIG. 4, processes of steps S40 to S42 are added. Except for these, the process is the same as in FIG. When the process of FIG. 8 is started, the following steps are executed.

  In step S40, the microcomputer 21 determines whether or not the user has boarded the vehicle. If it is determined that the user has boarded the vehicle (step S40: Yes), the microcomputer 21 proceeds to step S41, and otherwise (step S40: No). ) Ends the process. For example, the microcomputer 21 receives the door unlock signal, and can determine that the user has boarded when the door is unlocked (or in addition, the door is opened or closed). Therefore, in this case, the process proceeds to step S41.

  In step S41, the microcomputer 21 turns on the communication unit of the ECU. In FIG. 6, for example, the communication units of the lamp control ECU 41 and the air conditioner ECU 42 are changed from an off state to an on state. Thereby, the communication part of lamp control ECU41 and air-conditioner ECU42 is started, and it will be in the state which can communicate with the microcomputer 21 by performing initial setting.

  In steps S20 to S23, the same processing as in FIG. 4 is executed, and when the engine is instructed by the user and the engine is in a complete explosion state, the routine proceeds to step S23 where the latch relay 18 is turned on. Then, the supply of power to the ECU 30-1 to ECU 30-n is started.

  In step S42, the microcomputer 21 notifies the ECU that the user's operation has been accepted. In FIG. 6, the lamp control ECU 41 and the air conditioner ECU 42 are instructed to accept a user operation. Thereby, the user can operate the headlight and the air conditioner.

  As described above, according to the third embodiment of the present invention, when the remaining capacity of the secondary battery 13 becomes less than 50%, the latch relay 18 is turned off and the user's operation is performed. The ECU is notified so as to be ignored, and the ECU communication is turned off. Further, when the engine is in a complete explosion state, the latch relay 18 is turned on, and the ECU is notified to accept the user's operation. As a result, by interrupting the dark current, the secondary battery 13 is prevented from being consumed, and by ignoring the user's operation, the electrical components are operated unnecessarily, and the secondary battery 13 is unnecessarily consumed. You can prevent things. In addition, when the user gets on the vehicle, the ECU communication is turned on so that the initial setting can be executed in advance, so that it is possible to immediately accept the user's operation and operate after the complete explosion of the engine. Become.

(E) Description of Third Embodiment of the Present Invention A third embodiment of the present invention will be described. The configuration of the third embodiment of the present invention is the same as that shown in FIG.

  Next, the operation of the third embodiment will be described with reference to FIGS. FIG. 9 is a flowchart for explaining an example of a flow of processing executed when the vehicle is parked. 9, parts corresponding to those in FIG. 2 are given the same reference numerals and explanation thereof is omitted. Compared with FIG. 2, FIG. 9 is added with the processing of steps S50 and S51. Except for these, the process is the same as in FIG. First, in step S10, it is determined that the vehicle is in the parking state, and in step S13, when it is determined that the remaining capacity of the secondary battery 13 is less than 50%, the latch relay 18 is turned off in step S14. Then, the following processing is executed.

  In step S50, the microcomputer 21 turns off the + B system load. Here, the + B system load refers to a load that can be turned on / off normally regardless of whether the engine is started, such as a headlight and a taillight. In step S50, for example, the microcomputer 21 controls the lamp control ECU 41 to disable the headlight and the taillight (for example, a state in which a user operation is not accepted).

  In step S51, the microcomputer 21 turns off the ACC system load. Here, the ACC load is a load that can be operated when the start key is set to the ACC state, such as an audio system and a navigation system. For this reason, in step S51, the microcomputer 21 controls, for example, the push start ECU 43 to turn off the ACC relay 53, for example, to turn off the audio system and the navigation system.

  According to the above processing, when the remaining capacity of the secondary battery 13 becomes less than 50% after the vehicle is parked, the latch relay 18 is turned on and the + B system load and Since the ACC system load is turned off (unusable state), the reduction in the remaining capacity of the secondary battery 13 can be delayed.

  Next, an example of processing executed when an instruction to start the engine is issued will be described with reference to FIG. 10, parts corresponding to those in FIG. 4 are denoted by the same reference numerals and description thereof is omitted. Compared with FIG. 4 in FIG. 10, steps S60 to S64 are added. The other processes are the same as those in FIG.

  When the user gives an instruction to start the engine, the starter motor is rotated, and the engine reaches a complete explosion state, the process proceeds to step S60, and the following processing is executed.

  In step S60, the microcomputer 21 turns on the + B system load. In FIG. 6, for example, the microcomputer 21 instructs the light control ECU 41 to accept headlight and taillight operations. Thereby, the operation of turning on and off the headlight and taillight can be performed.

  In step S <b> 61, the microcomputer 21 controls charging of the secondary battery 13. Thereby, the secondary battery 13 is charged by the electric power generated by the alternator 10.

  In step S <b> 62, the microcomputer 21 instructs the battery sensor 14 to calculate the SOC of the secondary battery 13. As a result, the battery sensor 14 calculates the SOC of the secondary battery 13 and notifies the microcomputer 21 of it.

  In step S63, the microcomputer 21 determines whether or not the SOC value calculated in step S62 is 70% or more. If it is determined that it is 70% or more (step S63: Yes), step S64 is performed. In other cases (step S63: No), the process returns to step S61, and the same processing as described above is repeated.

  In step S64, the microcomputer 21 turns on the ACC system load. Thereby, for example, the audio system and the navigation system can be used.

  In step S65, the microcomputer 21 turns on the latch relay 18. As a result, the electrical components controlled by the ECU 30-1 to the ECU 30-n can be used.

  According to the above processing, when the engine is instructed to start and the engine reaches a complete explosion state, first, the + B system load that is highly necessary for safe driving such as a headlight and taillight is turned on. Subsequently, when the SOC of the secondary battery 13 becomes 70% or more, the ACC system load is made operable and the latch relay 18 is turned on. Thereby, it is possible to recover the remaining capacity of the secondary battery 13 at an early stage.

  As described above, according to the third embodiment of the present invention, when the remaining capacity of the secondary battery 13 decreases, the latch relay 18 is turned off, and the + B system load and the ACC system are set. By turning off the load, further consumption of the secondary battery 13 can be prevented. In addition, when the engine is in a complete explosion state, the + B system load that is highly necessary for safe driving is preferentially turned on, and the SOC of the secondary battery 13 is sufficiently recovered for other loads. After that, since the battery is turned on, the remaining capacity of the secondary battery 13 can be recovered early.

(F) Explanation of 4th Embodiment of this invention 4th Embodiment of this invention is described. In addition, since the structure of 4th Embodiment of this invention is the same as that of FIG. 1 or FIG. 6, the description is abbreviate | omitted.

  Next, the operation of the fourth embodiment will be described with reference to FIG. FIG. 11 is a flowchart for explaining an example of a flow of processing executed when an instruction to start the engine is given after the vehicle is parked. In FIG. 11, parts corresponding to those in FIG. 4 are denoted by the same reference numerals and description thereof is omitted. Compared with FIG. 4 in FIG. 11, processing in steps S70 to S72 is added. Except for these, it is the same as the case of FIG. After determining that the engine start is instructed in step S20, the starter motor is rotated in step S21. When the engine is in a complete explosion state in step S22, the process proceeds to step S23, where the latch relay 18 is turned on. The process is terminated after the supply of power to the ECUs 30-1 to 30-n is started. On the other hand, when it is determined in step S22 that the engine is not in the complete explosion state (when the engine fails to start), the process proceeds to step S70, and the following processing is executed.

  In step S <b> 70, the microcomputer 21 instructs the battery sensor 14 to measure the voltage V of the secondary battery 13. As a result, the battery sensor 14 measures the voltage V of the secondary battery 13 and notifies the microcomputer 21 of it.

  In step S71, the microcomputer 21 determines whether or not the voltage V of the secondary battery 13 measured in step S70 is less than a predetermined threshold Th, and if V <Th (step S71: Yes). The process proceeds to step S72, and in other cases (step S71: No), the process returns to step S20 and waits for an instruction to start the engine again by the user.

  In step S <b> 72, the microcomputer 21 enters a recovery waiting state for the secondary battery 13. Here, the recovery waiting state of the secondary battery 13 means that the voltage of the secondary battery 13 drops abruptly immediately after the starter motor is rotated. Therefore, even if the starter motor is rotated again, there is not enough torque. It becomes difficult to start up. Therefore, in the fourth embodiment, when the voltage of the secondary battery 13 becomes less than the predetermined threshold Th, the recovery of the secondary battery 13 is waited for a certain period of time, so that the restart can be performed. When the secondary battery 13 recovers (when V ≧ Th is reached), it is determined Yes in step S71, and the process returns to step S20 to wait for an engine start instruction from the user.

  Note that when the secondary battery 13 is in a recovery waiting state, a restart instruction from the user is not accepted, so that the secondary battery 13 is in a recovery waiting state is displayed on the display unit, for example. Or may be notified to the user by voice announcement.

  In addition, in the state of waiting for recovery of the secondary battery 13, by periodically measuring the voltage of the secondary battery 13, a voltage recovery curve of the secondary battery 13 can be obtained. For example, the count-down display may be performed based on the prediction result by predicting the timing at which the threshold Th is exceeded. For example, when it is predicted from the voltage recovery curve that the threshold Th is exceeded after about 30 seconds, “30 seconds later” is displayed on the display unit and “30 seconds” is displayed as time passes. May be counted down. According to such a display, the frustration of waiting time can be eliminated by indicating to the user when the restart is possible.

(E) Description of Modified Embodiment The above embodiment is an example, and it is needless to say that the present invention is not limited to the case as described above. For example, in each of the embodiments described above, the battery sensor 14 has a configuration independent of the power management device 20, but, for example, as shown in FIG. 12, the battery sensor 14 and the power management device can be integrated. It is. In FIG. 12, the battery sensor 14 is integrated with the power management apparatus 20 shown in FIG. 1 to form a power management apparatus 20A. FIG. 13 shows a configuration example in which the battery sensor 14 and the latch relay 18 are integrated with the power management apparatus 20 to form the power management apparatus 20B. According to the configuration shown in FIGS. 12 and 13, the configuration of the device can be simplified by integrating the devices, and the installation space can be reduced.

  Further, in each of the embodiments described above, the supply of power is turned on or off using the latch relay 18. However, for example, a semiconductor relay may be used instead of the latch relay 18.

  In the third embodiment described above, the ECU is instructed not to accept the user's operation via the CAN 40. However, the ECU is individually connected to the directly connected ECU without using the CAN 40 which is a communication unit. You may make it send an instruction to.

  In the flowchart shown in FIG. 10, the ACC system load and the latch relay 18 are turned off until the SOC is recovered. In addition to this, by increasing the engine idling speed, The secondary battery 13 may be recovered early. That is, when steps S61 to S63 shown in FIG. 10 are executed and the engine is in an idling state, the secondary battery 13 can be recovered early by increasing the idling speed. Can be achieved.

  6 shows an example of an ECU connected to the microcomputer 21 via the CAN 40, other ECUs may be connected.

  Further, 50%, which is the determination criterion of the process of step S13 shown in FIGS. 2, 7, and 9, is an example, and other values may be used. Also, 70%, which is the determination criterion for the process in step S63 shown in FIG. 10, is an example, and other values may be used.

  Further, in the flowcharts shown in FIG. 9 and FIG. 10, when the SOC becomes 70% or more, the ACC system load and the latch relay 18 are turned on. May be turned on. For example, the seat heater, the steering heater, the room lamp, the courtesy lamp, and the map lamp may be turned off after step S51 in FIG. 9 and turned on after step S23 in FIG.

  In addition, instead of performing on / off control, for example, for an air conditioner, when the temperature difference is set to a predetermined temperature that is equal to or higher than a predetermined temperature, the temperature of the difference is within a predetermined range. The target temperature may be forcibly set so as to be within the range, and when the SOC reaches 70% or more, the set temperature may be set as the target temperature. For example, if the temperature inside the vehicle is 5 ° C and the set temperature is set to 25 ° C, the temperature difference will be 20 ° C, so the target temperature will be changed to 15 ° C so that this difference will be 10 ° C. The air conditioner is controlled with this 15 ° C. as the target temperature. And when SOC becomes 70% or more, you may make it set preset temperature to 25 degreeC. Generally, an air conditioner increases power consumption when the difference between the in-vehicle temperature and the target temperature is large. Therefore, by reducing these differences, the power consumption can be reduced and the recovery of the secondary battery 13 can be accelerated.

  Also, since the importance of electrical components changes depending on the daytime, nighttime, and surrounding environment, for example, for headlamps, tail lamps, room lamps, courtesy lamps, and map lamps, when the daytime and the surrounding environment are bright Lowers the priority for supplying power, and increases the priority for supplying power when the night and surroundings are dark, not only to recover the secondary battery 13 but also to consider the convenience of the user You may make it do.

  Further, the power seat and the steering adjustment mechanism (tilt adjustment mechanism and telescopic adjustment mechanism) have a lower priority than, for example, headlights, so these are not 70% but larger values. May be used as a threshold to determine whether power can be supplied.

  In addition, since the power consumption of the electric slide door and the electric back door is large, when the slide door and the back door can be opened and closed manually, the SOC is increased to 70% or more like the ACC load. It may be possible to operate when it becomes.

  In the process shown in FIG. 11, the restart instruction is not accepted until the voltage of the secondary battery 13 becomes equal to or higher than the threshold Th. However, the remaining capacity of the secondary battery 13 is not the voltage but the predetermined threshold. The restart instruction may not be accepted until the above is reached.

10 Alternator 13 Secondary battery 14 Battery sensor (detection means)
15 Power supply 17 Engine ECU
18 Latch relay (interrupting means)
20 Power management device 21 Microcomputer (control means)
22, 23 Driver 30-1 to 30-n ECU (Electronic Control Unit)
40 CAN
41 Lamp control ECU (electronic control unit)
42 Air conditioner ECU (electronic control unit)
43 Push start ECU (electronic control unit)

Claims (7)

In the secondary battery rising prevention device for preventing the secondary battery mounted on the vehicle from rising,
Interrupting means for interrupting dark current flowing through the load and / or the electronic control unit;
Detecting means for detecting a remaining capacity based on a product of SOC and SOH of the secondary battery;
After the vehicle is parked, the load and / or the electronic control unit is controlled by the shut-off unit when the remaining capacity detected by the detection unit is less than a predetermined ratio of the initial SOH. Control means for controlling the dark current flowing in the
The load and / or the electronic control unit includes a first load and / or electronic control unit group that requires initial setting after energization, and a second load and / or electronic control unit group other than that,
In the case where the current flowing through the load and / or the electronic control unit is cut off by the cut-off means, the control means uses the cut-off means for the first load and / or electronic control unit group when the user gets on the vehicle. releases the blocking of the dark current due to, after said for the second load and / or electronic control unit group in which the engine with an indication is made to start the engine of the vehicle starts the rotation of the self by combustion, the Canceling the dark current interruption by the interruption means;
The secondary battery rising prevention apparatus characterized by the above-mentioned. The control means cancels the dark current cut-off by the cut-off means when the SOC of the secondary battery is equal to or higher than a predetermined threshold after the engine starts rotating by combustion. The secondary battery rising prevention device according to claim 1, wherein: The control means increases the idling speed of the engine until the SOC of the secondary battery becomes equal to or higher than a predetermined threshold after the engine starts rotating by combustion. The secondary battery rising prevention device according to claim 1 or 2. The control means includes
When the dark current flowing through the load and / or the electronic control unit is interrupted by the interrupting means, the electronic control unit is instructed to transition to a state in which no user operation is accepted,
Instructing the electronic control unit to transition to a state of accepting a user operation after the engine starts rotating by combustion.
The secondary battery rising prevention apparatus of any one of Claims 1 thru | or 3 characterized by the above-mentioned. Communication means for communicating with the electronic control unit;
The control means includes
After the dark current flowing to the load and the electronic control unit is cut off by the cut-off means, after instructing the electronic control unit to transition to a state in which no user operation is accepted via the communication means , Stop the operation of the communication means,
When the user gets on the vehicle, the operation of the communication means is started,
Instructing the electronic control unit to transition to a state of accepting a user operation via the communication means after the engine starts rotating by combustion.
The secondary battery rising prevention apparatus of Claim 4 characterized by the above-mentioned.   When the start of the engine is instructed and the start of the engine fails, the control means restarts the starter motor until the remaining capacity or voltage of the secondary battery recovers to a predetermined value. The secondary battery rising prevention device according to any one of claims 1 to 5, wherein start-up is suspended. In a secondary battery rising prevention method that has a blocking means for blocking dark current flowing in a load and / or an electronic control unit, and prevents the secondary battery mounted on the vehicle from rising.
A detection step of detecting a remaining capacity based on a product of SOC and SOH of the secondary battery;
After the vehicle is parked, if the remaining capacity detected in the detection step becomes less than a predetermined percentage of the initial SOH , the load and / or the electronic control unit is controlled by the blocking means. And a control step for performing control to cut off the dark current flowing through
The load and / or the electronic control unit includes a first load and / or electronic control unit group that requires initial setting after energization, and a second load and / or electronic control unit group other than that,
In the control step, when the current flowing through the load and / or the electronic control unit is cut off by the cut-off means, the cut-off means for the first load and / or electronic control unit group when the user gets on. releases the blocking of the dark current due to, after said for the second load and / or electronic control unit group in which the engine with an indication is made to start the engine of the vehicle starts the rotation of the self by combustion, the Canceling the dark current interruption by the interruption means;
The secondary battery rising prevention method characterized by the above-mentioned.

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