JP6137145B2 - Vehicle power supply control device - Google Patents

Description

  The present invention relates to a technique for controlling a power source of a vehicle, and more particularly to control of a capacitor when the vehicle is scrapped.

  In recent years, vehicles equipped with an electric double layer capacitor (hereinafter referred to as a capacitor) capable of rapid charge / discharge in addition to a storage battery such as a lead battery are known. By providing the capacitor, it becomes possible to accumulate regenerative power from the engine during deceleration, which was difficult with a lead battery.

  When scraping a vehicle on which a capacitor is mounted, if there is a charge remaining in the capacitor, a spark will fly and there is a concern about the occurrence of a fire or the like. Therefore, it is necessary to consume the capacitor charge when the vehicle is scrapped. For example, in Patent Document 1, due to an operation of removing a capacitor from an electrical device, a pair of electrodes of the capacitor is electrically connected, and a capacitor safety device is provided with a discharge conductor that discharges the charge remaining in the capacitor. An apparatus is disclosed.

JP 2005-64036 A

  However, in Patent Document 1, there is a problem that the number of parts increases and the cost increases because it is necessary to provide dedicated parts such as a discharge conductor for disposal. In addition, in a vehicle equipped with a capacitor, a method may be considered in which waste electric resistance is provided in the capacitor and the electric charge of the capacitor is consumed using the waste electric resistance when the vehicle is discarded. However, due to the installation space and cost, it is difficult to mount a waste electric resistance having a large resistance value that can consume the capacitor charge in a short time on the vehicle. Therefore, this method has a problem that it takes a long time to consume the charge of the capacitor.

  An object of the present invention is to provide a technology capable of consuming electric charge remaining in a capacitor without disposing a dedicated component for the scrapped vehicle when the vehicle on which the capacitor is mounted is scrapped.

A vehicle power supply control device according to an aspect of the present invention is a vehicle power supply control device that controls a power supply of a vehicle,
A capacitor;
An electric load that operates using the electric power of the capacitor and is configured by existing components included in the vehicle;
A reception unit for receiving an input of a scrap car command;
When the scrap car command is accepted by the accepting unit , the control unit operates the electrical load and causes the electrical load to consume the charge of the capacitor ;
A first electrical load operated at a first voltage that is a nominal voltage of a lead battery;
A step-down circuit for stepping down the electric power of the capacitor to the first voltage and supplying the electric power to the first electric load;
The electrical load is a second electrical load that is operated at a second voltage that is higher than the first voltage .

  According to this configuration, when the scrap car command is input, the electric load is activated and the capacitor charge is consumed. Here, the electrical load is an existing part provided in the vehicle, which is used for a specific application in the vehicle. Therefore, the charge of the capacitor can be consumed using existing vehicle parts without providing a dedicated part for consuming the charge of the capacitor.

Further, in the above aspect, a first electric load operated at a first voltage that is a nominal voltage of the lead battery;
A step-down circuit for stepping down the electric power of the capacitor to the first voltage and supplying the electric power to the first electric load;
The electrical load may be a second electrical load that is operated at a second voltage that is higher than the first voltage.

Moreover, according to this aspect, the electric charge of a capacitor is consumed using the 2nd electric load operated by the 2nd voltage higher than the nominal voltage of a lead battery. Therefore, the charge of the capacitor can be consumed quickly. As a result, it is possible to shorten the time required for the waste power work for waste power of the capacitor.

A vehicle power supply control device according to another aspect of the present invention is a vehicle power supply control device that controls a power supply of a vehicle,
A capacitor;
An electric load that operates using the electric power of the capacitor and is configured by existing components included in the vehicle;
A reception unit for receiving an input of a scrap car command;
A control unit that activates the electric load and consumes the electric charge of the capacitor in the electric load when the scrap car command is received by the reception unit;
The reception unit may determine that the scrap car command is input when a predetermined operation on an existing part included in the vehicle is detected after the ignition switch is turned on.

  According to this aspect, the scrap car command is input by performing a predetermined operation using the parts of the existing vehicle. Therefore, it is not necessary to install a dedicated input means for inputting a scrap car command in the vehicle, and the number of parts can be reduced and the cost can be reduced.

In the above aspect, there are a plurality of the operations,
There are a plurality of the second electrical loads,
The control unit may operate different one or a plurality of second electric loads according to a plurality of operations.

  According to this aspect, when an operation for operating a second electrical load is input, even if the second electrical load is broken, an operation for operating another second electrical load is input. By doing so, another second electric load can be operated. Therefore, it is possible to avoid a situation in which the charge of the capacitor is not consumed because a certain second electric load is out of order.

  Moreover, the said aspect WHEREIN: The said control part may operate the said some 2nd electric load simultaneously.

  According to this aspect, since a plurality of electric loads are operated simultaneously, the charge of the capacitor can be quickly consumed.

Further, in the above aspect, further comprising a failure management unit that manages the presence or absence of a failure for each of the plurality of second electrical loads,
The control unit may operate a second electrical load other than the failed second electrical load.

  In this case, since the electric charge of the capacitor is consumed using the second electric load other than the failed second electric load, a situation in which the electric charge of the capacitor is not consumed can be avoided.

Further, in the above aspect, further comprising a waste electric resistor for waste electric charge of the capacitor,
In addition to the operation of the second electric load, the control unit may cause the waste electric resistance to consume the charge of the capacitor.

  In this case, since the charge of the capacitor is consumed using the waste electrical resistance in addition to the second electrical load, the time required for the waste electrical work can be further shortened.

  According to the present invention, it is possible to consume the charge of the capacitor using the existing vehicle parts without providing a dedicated part for consuming the charge of the capacitor.

1 is a circuit diagram showing an electrical configuration of a vehicle equipped with a vehicle power supply control device according to an embodiment of the present invention. It is a block diagram which shows the control system of the power supply control device for vehicles of embodiment of this invention. It is a flowchart which shows operation | movement of the vehicle power supply control apparatus in embodiment of this invention.

(1) Overall Configuration of Vehicle FIG. 1 is a circuit diagram showing an electrical configuration of a vehicle equipped with a vehicle power supply control device according to an embodiment of the present invention. In the first embodiment, for example, a four-wheeled vehicle can be adopted as the vehicle. The vehicle shown in the figure includes an engine 1, a belt drive starter (hereinafter referred to as B-ISG2), a battery 3, a capacitor 4, a step-down circuit 5, an electric load 6, a gear drive starter 7 (Sta), Transmission 8, differential 9, wheel 10, wheel shaft 11, cooperative brake 12, bypass relay 13, voltage sensor 14, current sensor 15, capacitor relay 16, voltage sensor 17, PTC (Positive Temperature Coefficient) heater 18, heat catalyst 19 , The waste electric resistance R, and the switching element 41.

  B-ISG2 and capacitor 4 are electrically connected via line L1. The step-down circuit 5 is provided on a line L <b> 2 that connects the connection point K <b> 1 with the capacitor 4 and the electric load 6. The bypass relay 13 is provided on the line L3 connected in parallel with the step-down circuit 5. The battery 3 is electrically connected to the electric load 6 and the gear-driven starter 7 via a connection point K2 on the output side of the step-down circuit 5, and the negative electrode is grounded. The voltage sensor 14 is electrically connected to the connection point K2. A current sensor 15 is electrically connected to the negative electrode of the battery 3. A capacitor relay 16 is provided on the line L1. A PTC heater 18 and a heat catalyst 19 are provided on the line L1 between the capacitor relay 16 and the B-ISG 2.

  The engine 1 is provided in the engine room of the vehicle and runs the vehicle. As the engine 1, for example, a reciprocating engine or a diesel engine can be adopted.

  A B-ISG (belt-driven integrated starter generator) 2 restarts the engine 1 in an idle stop (hereinafter referred to as “IS”) state using electric power from at least one of the capacitor 4 and the battery 3. At the time of deceleration of the vehicle, power is obtained from the engine 1 to generate electric power, and electric power is supplied to the capacitor 4, the battery 3, and the electric load 6. Here, when restarting the engine 1, the B-ISG 2 mainly uses power from the capacitor 4, and uses power from the battery 3 when the remaining capacity of the capacitor 4 is low.

  Specifically, the B-ISG 2 includes a motor generator 21, a rotor pulley 22 coupled to the rotor shaft of the motor generator 21, a crank pulley 23 coupled to the crankshaft of the engine 1, and the rotor pulley 22 and the crank pulley 23. And a wound belt 24. Here, the B-ISG 2 supplies power to the engine 1 via the crankshaft when the engine 1 is restarted.

  The B-ISG 2 generates power by rotating a rotor included in the motor generator 21 that rotates in conjunction with the crankshaft of the engine 1 in a magnetic field, and responds to increase / decrease of current to a field coil that generates the magnetic field. Adjust the generated current. The B-ISG 2 includes a rectifier (not shown) that converts the generated AC power into DC power. That is, the electric power generated by the B-ISG 2 is converted into direct current by the rectifier and then transmitted to the PTC heater 18, the heat catalyst 19, the capacitor 4, the battery 3, and the electric load 6.

  The battery 3 is, for example, a lead battery and is electrically connected to the B-ISG 2 to store electric power generated by the B-ISG 2. Lead batteries store electrical energy by chemical reaction and are not suitable for rapid charge and discharge. However, the lead storage battery has a characteristic that it can store a relatively large amount of power because it easily secures a charging capacity.

  The capacitor 4 is, for example, an electric double layer capacitor, and is electrically connected to the B-ISG 2 and stores electric power generated by the B-ISG 2. Unlike a lead storage battery, an electric double layer capacitor stores electricity by physical adsorption of electrolyte ions. For this reason, the electric double layer capacitor has the characteristics that it can be charged / discharged relatively quickly and the internal resistance is small.

  The step-down circuit 5 is composed of, for example, a DCDC converter, and steps down the voltage supplied from the B-ISG 2 and the capacitor 4 to a predetermined first voltage and supplies the voltage to the electric load 6. As a 1st voltage, the nominal voltage (for example, 12V) of the battery 3 is employable.

  The electrical load 6 is composed of one or more electrical components that operate at the first voltage output from the step-down circuit 5. In the present embodiment, for example, an EPAS (electric power steering mechanism), an air conditioner, an audio, and a glow path are employed as the electric load 6, but these are examples.

  The gear driven starter 7 is driven when the engine 1 is started to crank the engine 1. Here, the gear-driven starter 7 includes a starter motor 71, a pinion 72, and the like, and the pinion 72 transmits the power of the starter motor 71 to the ring gear 111 provided in the engine 1 to crank the engine 1. In the present embodiment, the gear driven starter 7 cranks the engine 1 mainly when the engine 1 is started by turning on the ignition key.

  The transmission 8 is configured by, for example, a manual transmission, an automatic transmission, or a CVT, and changes the rotational speed of the engine 1 to a rotational speed suitable for traveling. The differential 9 automatically increases the driving force of the outer wheel by the resistance of the inner wheel caused by the curve so that the vehicle can smoothly bend the curve. The wheel shaft 11 transmits the power of the engine 1 to the wheel 10 via the transmission 8 and the differential 9. The cooperative brake 12 cooperatively controls the regenerative brake and the hydraulic brake according to the operation amount of the foot brake pedal 121.

  The voltage sensor 14 measures the voltage of the battery 3. The current sensor 15 measures the current flowing through the battery 3. The capacitor relay 16 is turned off when the capacitor 4 is disconnected from the circuit, and is turned on when the capacitor relay 16 is incorporated in the circuit.

  The PTC heater 18 is operated by the electric power stored in the capacitor 4 and the electric power generated by the B-ISG 2 to heat the vehicle interior.

  The heat catalyst 19 is operated by the electric power stored in the capacitor 4 and the electric power generated by the B-ISG 2 to heat the catalyst for purifying the exhaust gas.

  The waste electric resistance R is grounded via the switching element 41 and is used for consuming electric charge remaining in the capacitor 4 when the vehicle is discarded.

  In FIG. 1, the electric load 6 corresponds to an example of a first electric load operated with a first voltage. The B-ISG 2, the PTC heater 18, and the heat catalyst 19 correspond to an example of a second electric load that is operated at a second voltage higher than the first voltage. Further, the battery 3 and the electric load 6 constitute a low voltage circuit. Moreover, the capacitor 4, the PTC heater 18, the heat catalyst 19, and the B-ISG 2 constitute a high voltage circuit.

  The operation of the vehicle shown in FIG. 1 will be briefly described. First, when the ignition key is turned on, the gear-driven starter 7 is driven by the power from the battery 3 to crank the engine 1 and the engine 1 is started.

  At the time of deceleration of the vehicle, the B-ISG 2 generates power with the power from the engine 1. The electric power generated by the B-ISG 2 is stored in the capacitor 4. The power generated by the B-ISG 2 is stepped down by the step-down circuit 5 and supplied to the electric load 6, and the surplus power is charged to the battery 3.

  When a predetermined IS condition that the vehicle stops is satisfied, the engine 1 is shifted to the IS state. On the other hand, when a predetermined IR (idle stop restart) condition is established in the IS state, the B-ISG 2 is driven by the electric power from the capacitor 4 to restart the engine 1. Further, when the power demand of the electric load 6 is high and the current flowing through the line L2 exceeds a predetermined value, the bypass relay 13 is turned on, and the line L3 becomes a bypass path of the step-down circuit 5. Thereby, the electric power of the capacitor 4 and the B-ISG 2 is not stepped down by the step-down circuit 5 and is supplied to the electric load 6 through the line L3. Thereby, the drive of the electric load 6 can be continued. In addition, when the power of the capacitor 4 is insufficient during the IS and during restart from the IS, the bypass relay 13 is turned on and the power of the battery 3 is supplied to the second electric load.

(2) Control System FIG. 2 is a block diagram showing a control system of the vehicle power supply control device according to the embodiment of the present invention. As shown in the figure, the power supply control device for a vehicle includes a power train control module (PCM) 210, an accelerator SW (abbreviation of a switch, the same applies hereinafter) 201, a foot brake SW 202, a vehicle speed sensor 203, a voltage sensor 14, and a current sensor. 15, a voltage sensor 17, a B-ISG 2, a gear drive starter 7, an injector 204, a handle SW 205, an IG-SW 206, an air conditioning SW 207, a lamp 208, a heat catalyst 19, and a PTC heater 18. The PCM 210 is electrically connected to each component shown in the block of FIG. 2 such as the accelerator SW 201 and the foot brake SW 202 via various signal lines.

  The accelerator SW 201 detects that the accelerator pedal is turned on by operating the accelerator pedal, and outputs a detection signal indicating the accelerator pedal ON and the amount of operation of the accelerator pedal to the PCM 210.

  The foot brake SW 202 detects that the foot brake pedal 121 is turned on by the operation of the foot brake pedal 121 (see FIG. 1), and sends a detection signal indicating the ON of the foot brake pedal 121 and the operation amount of the foot brake pedal 121 to the PCM 210. Output to.

  The vehicle speed sensor 203 detects the traveling speed of the vehicle and outputs a detection signal indicating the detected speed to the PCM 210.

  As described with reference to FIG. 1, the voltage sensor 14 measures the voltage of the battery 3 and outputs it to the PCM 210. As described with reference to FIG. 1, the current sensor 15 measures the current of the battery 3 and outputs it to the PCM 210. The voltage sensor 17 measures the voltage of the capacitor 4 and outputs it to the PCM 210.

  The B-ISG 2 and the gear drive starter 7 are the same as those described with reference to FIG. 1 and are driven under the control of the PCM 210. The injector 204 injects fuel into the engine 1 under the control of the PCM 210.

  When the steering wheel SW 205 detects that the steering wheel of the vehicle is operated, the steering wheel SW 205 outputs a detection signal indicating that the steering wheel is turned on to the PCM 210. Here, the handle SW 205 may output a detection signal to the PCM 210 every time the handle is operated once. Thereby, the reception part 211 mentioned later can count the frequency | count that the steering wheel was operated, and can determine the input of a scrap car command mentioned later.

  The IG (ignition) -SW 206 detects that the ignition key has been turned ON, and outputs a detection signal indicating ON to the PCM 210.

  The air conditioning SW 207 includes an ON / OFF button for turning on / off the air conditioner and a temperature setting dial for setting the temperature of the air conditioner. When the ON / OFF button is turned on, the air conditioning SW 207 outputs a detection signal indicating that the air conditioning equipment is turned on to the PCM 210. Air conditioning SW 207 outputs a detection signal indicating the temperature set by the temperature setting dial to PCM 210.

  The lamp 208 is a lamp for notifying an operator that the vehicle is set in a waste power mode in which electric charge is consumed from the capacitor 4 when the car is scrapped. Here, the lamp 208 may be a dedicated lamp provided separately for the waste power mode or an existing lamp. As the existing lamp, for example, a lamp arranged on the instrument panel (for example, a lamp or a blinker lamp for notifying abnormality of the battery) can be adopted.

  The PTC heater 18 is the PTC heater 18 shown in FIG. Here, the output of the PTC heater 18 is controlled by adjusting the duty ratio of the PWM signal, for example. In the waste power mode, the PTC heater 18 is operated with a PWM signal having a duty ratio of 100%, and is operated with the maximum output.

  The heat catalyst 19 is the heat catalyst 19 shown in FIG. Here, the output of the heat catalyst 19 is controlled by adjusting the duty ratio of the PWM signal, for example. In the waste power mode, the heat catalyst 19 is operated with a PWM signal having a duty ratio of 100% and is operated at the maximum output.

  The PCM 210 is constituted by, for example, a microcomputer including a CPU, a ROM, a RAM, and the like, or a dedicated hardware circuit, and controls the entire control system of the vehicle. In the present embodiment, the PCM 210 includes functional blocks of a reception unit 211, a control unit 212, and a failure management unit 213. These functional blocks may be realized, for example, by the CPU executing a control program stored in the ROM, or may be realized by a dedicated hardware circuit.

  The accepting unit 211 accepts a scrap car command input by an operator when the car is scrapped. Here, as a method for inputting a scrap car command, a technique for allowing a user to operate an existing vehicle component can be employed. If an operation that is input during normal driving of a vehicle is adopted as a method for inputting a scrap car command, the scrap car command may be input against the driver's intention.

  Therefore, in the present embodiment, as an input method of the scrap car command, an operation pattern using existing vehicle parts that is not input by normal vehicle operation is employed. Here, as an operation pattern using parts of an existing vehicle, an operation pattern based on a steering wheel operation, an operation pattern based on an operation of an air conditioner, or the like can be adopted.

  As an operation pattern based on the steering wheel operation, for example, when the vehicle is stopped after the IG-SW 206 is turned on, the steering wheel is turned several times to the right and then several times to the left within a certain time. Can be adopted. As an operation pattern based on the operation of the air conditioner, for example, an operation pattern in which the air conditioner ON / OFF button is input more than a certain number of times within a certain time while the temperature setting dial of the air conditioner is set to maximum or minimum is adopted. it can.

  However, the operation patterns listed here are only examples, and any operation patterns may be adopted as long as they are operation patterns using existing vehicle parts that cannot be input by normal vehicle operation. Good.

  An example is an operation pattern based on an accelerator operation. For example, when the vehicle is stopped after the IG-SW 206 is turned on, an operation pattern in which the accelerator pedal is stepped a predetermined number of times within a predetermined time can be adopted as the operation pattern based on the accelerator operation.

  Another example is an operation pattern based on a brake operation. For example, an operation pattern in which the foot brake pedal 121 is stepped a predetermined number of times within a predetermined time while the vehicle is stopped after the IG-SW 206 is turned on can be adopted as an operation pattern based on the brake operation.

  As still another example, an operation combining at least two of the operation pattern based on the steering wheel operation, the operation pattern based on the operation of the air conditioner, the operation pattern based on the accelerator operation, and the operation pattern based on the brake operation. The pattern may be employed as an operation pattern using existing vehicle components.

  In this way, when an operation pattern using existing vehicle parts is adopted as an input method for scrap car commands, it is not necessary to install dedicated input means for inputting scrap car commands in the vehicle, and the number of parts is reduced. As a result, the cost can be reduced.

  When the scrap car command is accepted by the accepting part 211, the control part 212 sets the vehicle to the waste power mode and activates the second electrical load (B-ISG2, the PTC heater 18, and the heat catalyst 19). Thereby, the electric charge remaining in the capacitor 4 is consumed by the second electric load.

  In addition, when the receiving unit 211 receives a scrap car command, the control unit 212 operates the PTC heater 18 and the heat catalyst 19 with the maximum output. Thereby, the charge remaining in the capacitor 4 can be quickly consumed.

  Further, when the receiving unit 211 receives a scrap car command, the control unit 212 operates the B-ISG 2 with an output that does not allow the B-ISG 2 to crank the engine 1 for the B-ISG 2. The output of the B-ISG 2 can be controlled by adjusting the current flowing through the field coil and the three-phase coil. Therefore, the control unit 212 may operate the B-ISG 2 by causing the upper limit value of the current that the B-ISG 2 does not crank the engine 1 to flow in the field coil and the three-phase coil. Thereby, it is possible to prevent the engine 1 from being cranked by the power of the B-ISG 2 during the waste power operation.

  The failure management unit 213 manages the presence / absence of a failure for each second electrical load. For example, when the failure management unit 213 determines that a certain second electrical load has failed, the failure management unit 213 sets a failure flag corresponding to the second electrical load to ON, and when the second electrical load has not failed, The failure flag corresponding to the second electric load may be set to OFF.

  In addition, the failure management unit 213, for example, when the PCM 210 has given a start instruction to a certain second electric load, but the number of times that the second electric load has not been operated continues for a predetermined number of times or more, What is necessary is just to determine with the 2nd electric load having failed.

  FIG. 3 is a flowchart showing the operation of the vehicle power supply control device according to the embodiment of the present invention. This flowchart is executed when the ignition key is detected ON by the IG-SW 206. First, in S <b> 301, the control unit 212 reads the voltage of the capacitor 4 (hereinafter referred to as a capacitor voltage) from the voltage sensor 17.

  Next, the reception unit 211 determines whether or not the operation pattern P1 or the operation pattern P2 is input. Here, as the operation pattern P1, for example, an operation pattern based on the above-described handle operation is employed. Further, as the operation pattern P2, for example, an operation pattern based on the above-described operation of the air conditioner is employed.

  If neither the operation pattern P1 nor the operation pattern P2 is input (N in S302), the process returns to S301. On the other hand, when the reception unit 211 determines that the operation pattern P1 or the operation pattern P2 is input (Y in S302), the control unit 212 sets the vehicle to the waste power mode and turns on the lamp 208 (S303). Thereby, the worker who performs the waste power work recognizes that the vehicle is set to the waste power mode. In addition, it is preferable that the operator learns in advance through a manual or the like which lamp on the instrument panel corresponds to the lamp 208 when the waste power mode is started.

  Next, the control unit 212 inquires of the failure management unit 213 which second electric load has failed, and checks whether or not the second electric load has failed (S304). For example, if the B-ISG 2 has failed and the PTC heater 18 and the heat catalyst 19 have not failed, the failure flag of the B-ISG 2 is ON, the failure flag of the PTC heater 18 is OFF, and the heat catalyst 19 The failure flag is set to OFF. In this case, the failure management unit 213 that has received the inquiry may notify the control unit 212 of a response such as “B-ISG2: failure, PTC heater 18: normal, heat catalyst 19: normal”.

  Next, if the second electric loads are all normal (Y in S305), the control unit 212 activates all the second electric loads and turns on the switching elements 41. As a result, as shown in FIG. 1, a current Ix flows from the capacitor 4 to the line L1, and the charge of the capacitor 4 is consumed by the second electric load and the waste electric resistance R. As a result, the charge remaining in the capacitor 4 can be quickly consumed.

  On the other hand, if all the second electric loads are not normal (N in S305), the control unit 212 operates all the normal second electric loads and turns on the switching element 41. Thereby, the electric charge of the capacitor 4 can be quickly consumed using the normal second electric load and the waste electric resistance R.

  Next, if the capacitor voltage read in S301 is lower than the threshold value V0 (Y in S308), the control unit 212 turns off the lamp 208 (S309) and ends the waste power mode. When the lamp 208 is turned off, the operator recognizes that the waste power mode has ended. Here, as the threshold value V0, a value of a capacitor voltage indicating that the electric charge remaining in the capacitor 4 has decreased to such an extent that a spark is not blown at the time of scrap may be adopted, or the electric charge remaining in the capacitor 4 may be substantially equal. The value of the capacitor voltage indicating that the value becomes 0 may be adopted.

  On the other hand, if the capacitor voltage is equal to or higher than the threshold value V0 (N in S308), the control unit 212 determines whether or not the timeout time has elapsed (S310). Here, the maximum value of the estimated time required for the capacitor voltage to drop to the threshold value V0 in the waste power operation is adopted as the timeout time. Specifically, as the timeout time, the time required for the second electric load with the minimum power consumption to set the capacitor voltage of the fully charged capacitor 4 to the threshold value V0 can be employed.

  If the time-out time has not elapsed (N in S310), the process returns to S308, and the consumption of the charge of the capacitor 4 is continued. On the other hand, when the timeout time has elapsed (Y in S310), the control unit 212 blinks the lamp 208 for a certain time (for example, several minutes), and ends the waste power mode (S311). Thereby, the operator can recognize that some abnormality has occurred and the charge of the capacitor 4 cannot be consumed.

  The fact that the capacitor voltage does not decrease to the threshold value V0 even though the time-out time has elapsed indicates that the charge of the capacitor 4 cannot be consumed due to some abnormality. In this case, it is useless even if waste electric power work is performed. Therefore, in this embodiment, if the capacitor voltage does not drop to the threshold value V0 within the timeout time, the waste power mode is forcibly terminated. Thereby, the worker can give up consumption of the electric charge of the capacitor 4 using the second electric load, and can shift the scrap car work to the next step.

  Thus, according to the present embodiment, when the scrap car command is input, the second electric load is activated and the charge of the capacitor 4 is consumed. Here, if the second electrical load is B-ISG2, the engine 1 starts and generates electricity, if the PTC heater 18 is adjusted, the temperature in the vehicle interior is adjusted, and if the heat catalyst 19 is used, the catalyst is heated. An existing part of a vehicle that is used for a specific application of the vehicle. Therefore, the charge of the capacitor 4 can be consumed using the existing vehicle parts without providing a dedicated part for consuming the charge of the capacitor 4. Moreover, the electric charge of the capacitor 4 is consumed using the second electric load that is operated at a voltage higher than the nominal voltage of the battery 3. Therefore, the charge of the capacitor 4 can be consumed quickly. As a result, the time required for the waste power work can be shortened.

(Modification)
The present invention can employ the following modifications.

  (1) In the above embodiment, the control unit 212 operates all the second electric loads when the scrap car command is received by the receiving unit 211, but the present invention is not limited to this. The control unit 212 associates the second electric load to be activated in advance according to the plurality of operation patterns for inputting the operation command, and activates the second electric load corresponding to the inputted operation pattern. Good.

  For example, if B-ISG2 is associated with a certain operation pattern, when that operation pattern is input, the control unit 212 activates B-ISG2 to perform another operation pattern. If the PTC heater 18 is associated, the control unit 212 may operate the PTC heater 18 when the operation pattern is input.

  As an example of the correspondence between the operation pattern and the second electric load, for example, B-ISG2 for the operation pattern based on the handle operation, PTC heater 18 for the operation pattern based on the operation of the air conditioner, accelerator operation For an operation pattern based on, a heat catalyst 19 is given. However, this is only an example, and other associations may be employed. Moreover, the 2nd electric load matched with one operation pattern may be one, may be plural, and may be all.

  Thus, for example, when an operation pattern for operating the B-ISG 2 is input, but the B-ISG 2 is out of order and the charge of the capacitor 4 cannot be consumed, an operation pattern for operating the PTC heater 18 is input. Thus, the charge of the capacitor 4 can be consumed.

  (2) In the above embodiment, the scrap car command is input by operating an existing part of the vehicle, but the present invention is not limited to this. For example, a dedicated button for receiving a scrap car command may be provided, and the reception unit 211 may determine that a scrap car command has been input when this button is pressed. In this case, since the scrap car command is input by the operator pressing this button, it is possible to prevent the scrap car command from being input against the driver's intention. In addition, although the installation location of this button is not particularly limited, for example, a location where the driver does not press during driving, such as the back side of the seat or in the dashboard case, is preferable.

  (3) Although the waste electric resistance R is provided in the above embodiment, the waste electric resistance R may be omitted. In this case, it is not necessary to provide a dedicated part for waste power, and the cost can be reduced. In this embodiment, when the power consumption of the capacitor 4 is performed using only the second electrical load, the time required for the waste power operation is about several minutes when converted from the power consumption of the second electrical load. Assumed. On the other hand, when the waste power of the capacitor 4 is discharged using only the waste power resistance R, the resistance value of the waste power resistance R is very small compared to the electric load. The time is assumed to be several hours. Therefore, even if the waste power resistance R is omitted, the influence on the time required for the waste power work is low.

  (4) In the above embodiment, the B-ISG 2, the PTC heater 18, and the heat catalyst 19 are employed as the second electric load. However, this is only an example, and the electric power operated by the second voltage is used. Any load may be adopted.

1 Engine 3 Battery 4 Capacitor 5 Step-down Circuit 6 Electric Load 17 Voltage Sensor 18 PTC Heater 19 Heat Catalyst 41 Switching Element 208 Lamp 210 PCM
211 Reception unit 212 Control unit 213 Failure management unit

Claims (6)

A vehicle power supply control device for controlling the power supply of a vehicle,
A capacitor;
An electric load that operates using the electric power of the capacitor and is configured by existing components included in the vehicle;
A reception unit for receiving an input of a scrap car command;
When the scrap car command is accepted by the accepting unit , the control unit operates the electrical load and causes the electrical load to consume the charge of the capacitor ;
A first electrical load operated at a first voltage that is a nominal voltage of a lead battery;
A step-down circuit for stepping down the electric power of the capacitor to the first voltage and supplying the electric power to the first electric load;
The vehicle power supply control device according to claim 1, wherein the electric load is a second electric load that is operated at a second voltage higher than the first voltage . A vehicle power supply control device for controlling the power supply of a vehicle,
A capacitor;
An electric load that operates using the electric power of the capacitor and is configured by existing components included in the vehicle;
A reception unit for receiving an input of a scrap car command;
A control unit that activates the electric load and consumes the electric charge of the capacitor in the electric load when the scrap car command is received by the reception unit;
The receiving unit, after the ignition switch is turned ON, when said vehicle has examined knowledge a predetermined operation for an existing component comprising the scrap command vehicle power supply controller determines that the inputted. There are multiple operations,
There are a plurality of the second electrical loads,
The vehicular power supply control device according to claim 2 , wherein the control unit activates one or a plurality of different second electric loads according to a plurality of operations. The vehicle power supply control device according to claim 3 , wherein the control unit simultaneously operates the plurality of second electric loads. A failure management unit for managing the presence or absence of a failure for each of the plurality of second electrical loads;
The vehicle power supply control device according to claim 4 , wherein the control unit operates a second electrical load other than the failed second electrical load. Further comprising a waste electric resistance for waste electric charge of the capacitor,
The vehicle power supply control device according to claim 5 , wherein the control unit causes the waste power resistor to consume power of the capacitor in addition to the operation of the second electric load.