KR20040097915A - Power control device - Google Patents

Abstract

PURPOSE: A power control technique is provided to realize the power supply according to the status of a vehicle when a starting device of the vehicle is turned off. CONSTITUTION: In turning off a first and a second ignition switches(S110), A first CPU(Central Processing Unit) checks an error of an electronic control brake system(S120). In checking the errors through the first CPU or a second CPU(Y of S120), the first and the second CPUs turn off a first and a second main relays respectively(S300). In turning off a passenger detection switch(Y of S400) when the first and the second CPUs decides the electronic control brake system is normal(N of S120), the first and the second main relays are turned on for a certain time as a self maintaining process at a normality. The continuous time to turn on the first and the second main relays is changed according to a voltage of a battery for a vehicle.

Description

Power control device {POWER CONTROL DEVICE}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power supply control apparatus mounted on a vehicle, and more particularly, to a technique for supplying electric power for a predetermined time when the vehicle starting means is switched from on to off.

As a device for controlling the behavior of the vehicle, for example, there is a steering device, a braking device, and a transmission. In the case where these devices are electrically controlled electronically controlled devices, they are generally connected to a vehicle power source via an ignition switch, which is a vehicle starting means, to supply power. Therefore, when the ignition switch is switched from on to off, the power supply to those electronic controllers is also turned off. By the way, the technique regarding the self-holding function which supplies electric power to these electronic control apparatus for a fixed period even if an ignition switch turns off is known (for example, refer patent document 1).

[Patent Document 1]

Japanese Unexamined Patent Publication No. 5-32374 (Specialized)

In the technique described in Patent Literature 1, a switch is provided to cut off the power supply to the electronic control unit that controls the electronic control device, thereby reducing the power consumption of the vehicle power source.

However, in the technique shown in the above document, only two simple controls of supplying or interrupting electric power are realized, and detailed control cannot be achieved according to the state of the vehicle.

SUMMARY OF THE INVENTION The present invention has been made in view of such a situation, and an object thereof is to provide a power supply control technique for realizing power supply according to the state of a vehicle when the vehicle starting means is switched from on to off.

1 is a configuration diagram of a control device and a main relay, a vehicle battery, and an actuator that function as a power supply control device according to an embodiment of the present invention;

2 is a configuration diagram of an electronically controlled brake system to which a vehicle power control apparatus according to an embodiment of the present invention is applied;

3 is an electric circuit diagram of an electronically controlled brake system to which a vehicle power control apparatus according to an embodiment of the present invention is applied;

4 is a flowchart showing control routines of the first and second main relays when the first and second ignition switches are operated from on to off in the vehicle power supply apparatus according to the embodiment of the present invention;

Fig. 5 is a flowchart showing a modification of the control routine shown in Fig. 4 in the vehicle power supply apparatus according to the embodiment of the present invention.

6 is a flowchart showing a modification of the control routine shown in FIG. 5 in the vehicle power supply apparatus according to the embodiment;

7 is a diagram showing an abnormality level correspondence table indicating correspondence between abnormality occurrence portions and abnormality levels;

8 is a diagram showing correspondence between a system in which an abnormality occurs and an abnormality level.

※ Explanation of symbols for main parts of drawing

40: wheel cylinder pressure sensor for right wheel 42: wheel cylinder pressure sensor for left wheel

44: wheel cylinder pressure sensor for the right rear wheel 46: wheel cylinder pressure sensor for the left rear wheel

62: first master cylinder pressure sensor 64: second master cylinder pressure sensor

72: master cylinder with hydro booster

78: pump motor 84: the first accumulator pressure sensor

86: second accumulator pressure sensor 90: the first master shut-off valve

94: second master shutoff valve 104: first communication valve

106: second communication valve 108: brake switch

112: first stroke sensor 114: second stroke sensor

150: right front wheel booster valve 152: left front wheel booster

154: booster valve for the right rear wheel 156: booster valve for the left rear wheel

160: pressure reducing valve for the right front wheel 162: pressure reducing valve for the left front wheel

164: pressure reducing valve for the right rear wheel 166: pressure reducing valve for the left rear wheel

230: vehicle battery 240: the first main relay

242: second main relay 270: first ignition switch

272: second ignition switch 290: first CPU

292: second CPU 296: control device

310: Actuator 320: Ignition switch

SUMMARY OF THE INVENTION In order to solve the above problems, some aspects of the present invention include a vehicle power supply for supplying electric power to a system of a vehicle, and vehicle starting means disposed between the vehicle power source and the system of the vehicle and switched to operate when the vehicle is started. It is assumed that a power supply control device for supplying electric power to the system of the vehicle when the vehicle starting means is switched from on to off. Here, the vehicle power source includes a rechargeable lead acid battery, a nickel-metal hydride battery, a fuel cell, and the like, which are mounted in a vehicle. The vehicle starting means is, for example, an ignition switch if the vehicle uses an internal combustion engine as a driving force source, and a vehicle associated with vehicle starting in a vehicle such as a fuel cell vehicle or an electric vehicle. The system of the vehicle may be composed of a single unit or a plurality of systems.

The power supply control device is supplied from the vehicle power supply for a predetermined period when the vehicle starting means is switched from on to off based on the detection result of the abnormality detecting means and the abnormality detecting means for detecting an abnormality of the vehicle under the above-described premise. It has a control means for controlling the amount of power to be made. As control of the amount of power, for example, there is a change in the amount of power to be supplied or a power supply stop. The predetermined period is not limited to time, and may be a period until the predetermined condition is satisfied. The predetermined condition is for example to detect that the occupant is missing.

With this configuration, when an abnormality occurs in the vehicle, it is possible to realize the stop of power supply of the vehicle power supply and the reduction of the power supply amount based on the operation of the vehicle starting means from on to off. As a result, by preventing the use of the system in which the abnormality has occurred, it is possible to suppress the progress of the abnormality of the vehicle and the abnormal spread to other related systems.

The control means may stop the supply of electric power to be supplied from the vehicle power supply for a predetermined period when the vehicle starting means is switched from on to off based on the detection result of the abnormality detecting means. With this arrangement, when an abnormality occurs in the vehicle, the power supply of the vehicle power supply can be stopped in accordance with the operation from on to off of the vehicle starting means, so that the use of the system in which the abnormality has occurred can be prevented.

The abnormality detecting means acquires the kind of abnormality when the vehicle abnormality is detected, and the control means supplies power from the vehicle power supply when the vehicle starting means is switched from on to off in accordance with the acquired abnormality, that is, The period corresponding to the predetermined period may be changed. The period of power supply here may be a "zero" period corresponding to the stop of power supply. As a result, the power supply period of the vehicle power source can be changed to the optimum period according to the above-described type, and therefore, the progress of the abnormality can be suppressed in the system in which the abnormality has occurred.

The abnormality detecting means may acquire the kind of abnormality when the abnormality of the vehicle is detected, and the control means may change the power supply amount of the vehicle power supply over time according to the acquired abnormality. The control means may reduce the change in the power supply amount in proportion to the elapsed time since the vehicle starting means is switched from on to off, or may change the rate of change of the power supply amount in accordance with the elapsed time when the power supply amount is decreased. For example, the control means gradually decreases the power supply amount for a predetermined period after starting the reduction of the power supply amount, and greatly decreases the power supply amount thereafter for a predetermined period, and then gradually decreases when the power supply amount reaches a predetermined value just before reaching zero. Decrease. According to this configuration, the power supply amount of the vehicle power supply can be changed in time to the most suitable type according to the above-described type, so that the progress of the abnormality of the system in which the abnormality occurs can be suppressed.

The abnormality detecting means detects an abnormality with respect to each of the plurality of systems when the system of the vehicle is constituted, and the control means supplies power to the system in which the abnormality is detected when the vehicle starting means is switched from on to off. May be stopped.

This configuration makes it possible to suitably set a system to stop the power supply from the vehicle power source when the vehicle starting means is switched from on to off, thereby enabling proper power supply to a system requiring power supply. That is, the minimum system required can be secured, so that inconvenience of the user can be reduced.

The abnormality detecting means detects an abnormality of the system component with respect to each of the plurality of systems when the system of the vehicle is constituted, and the control means detects the abnormality when the vehicle starting means is switched from on to off. The power supply to the elements may be controlled.

The abnormality detecting means may further detect the power supply capability of the vehicle power supply, and the control means may reflect the detected power supply capability in the power supply amount supplied by the vehicle power supply when the vehicle starting means is switched from on to off. . The power supply capability detected here may be a battery capacity, more specifically, a voltage value of the battery if the vehicle power source is a chargeable battery, or a residual amount of fuel, for example, if the vehicle power source is a fuel cell.

According to another aspect of the present invention, there is provided a vehicle power supply for supplying electric power to a system of a vehicle, and vehicle starting means disposed between the vehicle power source and the system of the vehicle and switched to operate when the vehicle is started. It presupposes the power supply control apparatus which supplies electric power to the system of a vehicle when it switches from ON to OFF.

Under this premise, the power supply control device acquires the power supply capability of the vehicle power supply and continuously supplies power to the vehicle system from the vehicle power supply when the vehicle starting means is switched from on to off in accordance with the acquired power supply capability. It has a means for controlling the amount of power supply.

In the embodiment of the present invention described below, the self-holding function of supplying electric power for a certain period of time when the ignition switch of the vehicle is turned off depends on whether the vehicle has an abnormality and the voltage of the vehicle battery. Control the period of supply. The term " vehicle abnormality " used herein refers to an abnormality relating to an actuator supplied with electric power from a vehicle battery by a self-holding function when the ignition switch is switched from on to off. Examples of the actuator include an electronically controlled brake system, an electronically controlled power steering system, an electronically controlled parking brake system, and the like. In addition, the self-holding function shown in this embodiment is applicable to the abnormality of the general electrical system to which electric power is supplied regardless of the abnormality of an actuator as an abnormality of a vehicle.

1 shows a configuration of a control device 350 and a main relay 340, a vehicle battery 330, an actuator 310, and an ignition switch 320 that function as a power supply control device according to the embodiment.

The wires extending from the vehicle battery 330 are connected to two lines of the first power line 372 provided with the ignition switch 320 and the second power line 374 provided with the main relay 340 at the first branch point N1. Branched to the control device 350. The first power supply line 372 and the second power supply line 374 connected to the control device 350 join at the third branch point N3 via the first and second diodes 362 and 364, respectively. The first and second diodes 362 and 364 function to flow in the direction from the top to the bottom in this figure. The power supplied to the control device 350 is adjusted to a desired voltage by the power supply circuit 352 therein and supplied to the computing device hereinafter (hereinafter simply abbreviated as "CPU") 354.

The main relay 340 is interlocked with the ignition switch 320 and switched on and off under the control of the CPU 354. Specifically, the CPU 354 applies a control signal to the gate electrode of the transistor 356 and energizes a coil included in the main relay 340 to turn on or off the main relay 340 connected to the CPU 354. In addition, the actuator 310 may be powered or stopped.

An actuator 310 is connected to the end branched from the second branch point N2 provided between the main relay 340 on the second power line 374 and the second diode 364. That is, the actuator 310 is supplied with power from the vehicle battery 330 through the main relay 340. The actuator 310 is an electronically controlled brake system, an electronically controlled power steering system, an electronically controlled parking brake system, or the like. The actuator 310 is provided with an actuator sensor 366 for detecting the state, and the detection result is notified to the CPU 354. The CPU 354 controls the horsepower supply to the actuator 310 based on the detection result of the actuator sensor 366. The vehicle battery 330 is provided with a voltage sensor 368 for detecting the voltage, and the detection result is notified to the CPU 354 and reflected in the power supply amount.

When the ignition switch 320 is switched off, the control device 350 realizes a self-holding function by the main relay 340 so that the actuator 310 operates for a predetermined time. In addition, the control device 350 controls the period during which the self-holding function works based on the detection result of the voltage sensor 368 when the self-holding function works. In addition, when an abnormality occurs in the actuator 310, the control device 350 invalidates the self-holding function, and immediately stops supplying power to the actuator 310 when the ignition switch 320 is turned off. In addition, when the actuator 310 is composed of a plurality of systems, the control device 350 determines whether there is an abnormality for each system, and controls the period of the self-maintenance function according to the type of abnormality, that is, in which system an abnormality occurs. The decision whether to stop the power supply immediately or to supply power by system.

Hereinafter, the actuator 310 is described in detail by taking an electronically controlled brake system as an example. 2 shows a configuration of an electronically controlled brake system to which the vehicle power control apparatus according to the embodiment is applied. The electronically controlled brake system includes the wheel cylinders 30 and 32 for the right and left front wheels corresponding to each of the right front wheel 20 and the left front wheel 22, and the right rear wheel 24 and the left rear wheel 26. Corresponding wheel cylinders 34 and 36 for the right rear wheel and the left rear wheel are respectively provided. In the drawing, the right front wheel 20, the left front wheel 22, the right rear wheel 24, and the left rear wheel 26 are referred to as "FR", "F1", "RR", and "R1", respectively. It is written.

The master cylinder with hydro booster 72 is a pressurized chamber of the master cylinder 60 as a hydraulic pressure to assist the brake pedal 110 with high pressure brake fluid supplied from a high hydraulic pressure source 74 to be described later. And a master cylinder 60 for discharging the hydraulic pressure corresponding to the stepping operation of the brake pedal 110 to the first and second liquid passages 66 and 68 '. Here, the hydro booster 70 functions as a hydraulic booster. The master cylinder 60 has two pressurizing chambers, and the hydraulic pressure according to the operation of the brake pedal 110 is generated in these two pressurizing chambers, respectively. One pressurizing chamber is connected to the right front wheel and left front wheel wheel cylinders 30 and 32 via the first liquid passage 66, and the other pressurizing chamber is connected to the right rear wheel and the left via the second liquid passage 68. It is connected to the wheel cylinders 34 and 36 for rear wheels.

The first liquid passage 66 branches from the middle, and one branch end is connected to the wheel cylinder 30 for the right wheel, and the other branch end has a first connection passage (1) having a first communication valve 104 ( It connects to the wheel cylinder 32 for a left front wheel via 100. Similarly, the second liquid passage 68 branches in the middle so that one branch end is connected to the wheel cylinder 34 for the right rear wheel, and the other branch end has a second connection passage having a second communication valve 106. It connects to the wheel cylinder 36 for left rear wheels via 102.

The first liquid passage 66 is provided with a first master shut-off valve 90, and by opening and closing the first master shut-off valve 90, the wheel cylinders 30 and 32 for the right front wheel and the left front wheel, The master cylinder 60 may be in communication or may be blocked. In addition, the first master shut-off valve 90 is an electronic open / close valve that is controlled by a control unit 296 described later and which always closes a passage when receiving a drive signal. Similarly, the second master shutoff valve 94 is provided for the second liquid passage 68.

The reservoir tank 76 is installed above the master cylinder 60, and the brake fluid is stored. In addition, the reservoir tank 76 and the two pressure chambers of the master cylinder 60 are in a communication state when the stepping of the brake pedal 110 is released.

The high hydraulic pressure source 74 includes a pump 80, an accumulator 82, and a pump motor 78. The brake fluid of the reservoir tank 76 is pressurized by the pump 80 and accumulated in the accumulator 82. The pump 80 is driven by the pump motor 78, and the pump motor 78 is controlled by the controller 296 described later. The high hydraulic pressure source 74 is connected to the wheel cylinders 30, 32, 34, 36 for the right front wheel, the front left wheel, the right rear wheel, and the left rear wheel via the third liquid passage 96. The wheel cylinders 30, 32, 34 and 36 for the right front wheel, the left front wheel, the right rear wheel and the left rear wheel are connected to the reservoir tank 76 via the fourth fluid passage 98.

The third liquid passage 96 is provided with right front wheels, left front wheels, right rear wheels, and left rear wheel booster valves 150, 152, 154, and 156, and the fourth liquid passage 98 includes right front wheels, The left front wheel, right rear wheel, and left rear wheel pressure reducing valves 160, 162, 164, and 166 are provided.

The right front wheel booster valve 150 and the right front wheel pressure reducing valve 160 correspond to the right wheel wheel cylinder 30 and are also referred to as the right front wheel linear valve group 50. Similarly, the left front wheel booster valve 152 and the left front wheel booster valve 162 correspond to the left front wheel wheel cylinder 32, and are also referred to as the left front wheel linear valve group 52. The valve 154 and the right rear pressure reducing valve 164 correspond to the right rear wheel cylinder 34, and are also referred to as the right rear wheel linear valve group 54, and the left rear wheel booster valve 156 and the right rear wheel are provided. The rear pressure reducing valve 166 corresponds to the left rear wheel wheel cylinder 36 and is also referred to as the left rear wheel linear valve group 56.

The right front wheel, left front wheel, right rear wheel, and left rear wheel linear valve groups 50, 52, 54, and 56 are all electronically closed valves that are always closed, and when a drive signal is supplied from the control device 296 described later, According to the drive signal, the valve opening degree can be controlled to open and close in proportion to the current. Therefore, by controlling the linear valve group 50, 52, 54, 56 for the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel, from the high hydraulic pressure source 74, the right front wheel, the left front wheel, the right rear wheel, The hydraulic pressure to the wheel cylinders 30, 32, 34, 36 for the left and rear wheels can be controlled independently and linearly.

In addition, for the right front wheel, the left front wheel, the right rear wheel, the left rear wheel pressure booster valves (150, 152, 154, 156), the right front wheel, the left front wheel, the right rear wheel, the left rear wheel pressure reducing valve (160, 162, 164, 166, each of the first and second master shut-off valves 90, 94, and the first and second communication valves 104, 106 function as hydraulic control valves, and supply to those hydraulic control valves. Control of electric power is performed by the control apparatus 296 mentioned later.

The first and second accumulator pressure sensors 84, upstream of the right front wheel, left front wheel, right rear wheel, and left rear wheel booster valves 150, 152, 154 and 156 on the third liquid passage 96, 86 is provided, and the first and second accumulator pressure sensors 84 and 86 detect the hydraulic pressure accumulated in the accumulator 82. The first accumulator pressure sensor 84 is installed near the accumulator 82, and the second accumulator pressure sensor 86 is a right front wheel, a left front wheel, a right rear wheel, and a left rear wheel booster valve 150, 152, 154. 156). A relief valve 88 is disposed near the discharge port of the accumulator 82. When the hydraulic pressure of the accumulator 82 becomes greater than a predetermined upper limit value, the relief valve 88 is opened so that the brake fluid returns to the reservoir tank 76. The accumulator 82 always accumulates the brake fluid below a predetermined upper limit value.

The stroke simulator apparatus 130 is provided in the position branched from the 1st liquid flow path 66 which connects the master cylinder 60 and the 1st master shutoff valve 90. The stroke simulator device 130 includes a stroke simulator 132 and an on-off valve 134 for the stroke simulator, and the stroke simulator 132 causes the master cylinder ( 60 is switched to a blocked state and a blocked state.

Although not shown here, the stroke simulator 132 includes a piston in the cylinder, and the piston is elastically biased in a predetermined direction.

In the vicinity of the brake pedal 110, the first and second stroke sensors 112 and 114 for measuring the stroke of the brake pedal 110 and the brake switch 108 for detecting that the brake pedal 110 is in a stepped-down state. Is installed.

In addition, a first master cylinder pressure sensor 62 is installed between the master cylinder 60 on the first liquid passage 66 and the first master shutoff valve 90 to detect the hydraulic pressure of the master cylinder 60. Similarly, a second master cylinder pressure sensor 64 for detecting the hydraulic pressure of the master cylinder 60 is provided between the master cylinder 60 on the second liquid passage 68 and the second master shutoff valve 94.

Right front wheel, left front wheel, right rear wheel, left rear wheel booster valve (150, 152, 154, 156) or right front wheel, left front wheel downstream of the first and second master shut-off valves (90, 94) Wheel cylinders (30, 32, 34, 36) for the right front wheel, left front wheel, right rear wheel, left rear wheel The right front wheel, left front wheel, right rear wheel, and left rear wheel cylinder pressure sensors 40, 42, 44, 46 are respectively provided for detecting the hydraulic pressure of 36).

Wheel speed sensors for the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel respectively detect the rotational speed of the wheels on the right front wheel 20, the left front wheel 22, the right rear wheel 24, and the left rear wheel 26, respectively. (120, 122, 124, 126) are installed and calculated based on the rotational speeds acquired by the wheel speed sensors (120, 122, 124, 126) for the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel. The slip state, estimated vehicle speed, and the like of each wheel to be used are used as antilock control and traction control.

Next, three types of brake modes in the electronically controlled brake system will be described.

In the first brake mode, the wheel cylinders 30, 32, 34, 36 for the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel operate by the brake fluid from the high hydraulic pressure source 74. In this first mode, since the first and second liquid passages 66 and 68 are blocked by the closing valve control of the first and second master shutoff valves 90 and 94, the master cylinder 72 with a hydro booster is provided. The hydraulic supply from is cut off. In addition, the first and second communication valves 104 and 106 are closed, and the first and second connection passages 100 and 102 are blocked. Here, when the brake pedal 110 is stepped on, the target braking force is supplied to the control unit 296 based on the detection values of the first and second stroke sensors 112 and 114 and the first and second master cylinder pressure sensors 62 and 64. On the basis of the calculated target braking force, the high hydraulic pressure source 74 and the right front wheel, left front wheel, right rear wheel, and left rear wheel booster valves 150, 152, 154, and 156 are controlled, and the pump ( The hydraulic pressure generated by the operation of 80 is supplied to the right front wheel, left front wheel, right rear wheel, left rear wheel wheel cylinders 30, 32, 34, 36 via the third liquid passage 96. The brake fluid supplied to the right front wheel, left front wheel, right rear wheel, and left rear wheel cylinders (30, 32, 34, 36) is a pressure reducing valve for the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel. It returns to the reservoir tank 76 via 160, 162, 164, 166 and the 4th liquid flow path 98. As shown in FIG.

In the first brake mode, the stroke simulator open / close valve 134 is switched to a communication state, and the brake fluid flows into the hydraulic chamber of the stroke simulator 132 against the elastic force of the elastic body. By the reaction force of this elastic body, a feeling of brake operation is similarly produced and it is avoided to give a driver a sense of discomfort. In addition, the control apparatus 296 performs control of the stroke simulator open / close valve 134 by energizing control to the coil 136.

The second brake mode includes the high hydraulic pressure source 74 or the first and second master shut-off valves 90 and 94, the right front wheel, the left front wheel, the right rear wheel and the left rear wheel linear valve group 50, 52. 54, 56, the first and second CPUs 290 and 292 to be described later, respective sensors, and the like, and are selected when the first brake mode cannot be used. The master cylinder 60 mechanically connected by stepping on the brake pedal passes through the first and second liquid passages 66 and 68, and the wheel cylinders 30 and 32 for the right front wheel, the left front wheel, the right rear wheel and the left rear wheel. To 34, 36). At this time, the high hydraulic pressure accumulated in the accumulator 82 is supplied to the hydro booster 70, and a force assisting the stepping force according to the stepping of the brake pedal 110 is applied to the pressure chamber of the master cylinder 60.

Since the first and second master shutoff valves 90 and 94 are open valves, the first and second liquid passages 66 and 68 are open. In addition, since the first and second communication valves 104 and 106 also become open valves, the first and second connection passages 100 and 102 are in an open state.

Since the linear valve groups 50, 52, 54, and 56 for the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel, which are always closed electromagnetic valves, are kept closed, the brake fluid is connected to the third fluid passage. It does not flow to the hydro booster master cylinder 72 side through 96. In the second brake mode, hydraulic pressure of the same level as that of the first mode may be supplied to the wheel cylinders 30, 32, 34, and 36 for the right front wheel, the right rear wheel, and the left rear wheel by the pressurization of the hydro booster 70. Can be.

The third brake mode is selected when the hydro booster 70 and the high hydraulic pressure source 74 cannot be operated due to an abnormality of the electric system such as the vehicle battery 230 or the disconnection of the signal line. Hydraulic pressure according to the stepping of the brake pedal 110 passes from the master cylinder 60 to the first and second liquid passages 66 and 68 for the right wheel, left front wheel, right rear wheel, and left rear wheel cylinder 30 , 32, 34, 36). In addition, the control of each solenoid valve is the same as that of a 2nd brake mode.

3 shows an electric circuit diagram of an electronically controlled brake system. The control device 296 is composed of a ROM, a RAM and an input / output unit, and is mainly composed of the first and second CPUs 290 and 292. The first CPU 290 includes first and second stroke sensors 112 and 114, first and second master cylinder pressure sensors 62 and 64, right front wheel, left front wheel, right rear wheel, left rear wheel Wheel cylinder pressure sensor 40, 42, 44, 46, first accumulator pressure sensor 84, brake switch 108 for detecting the stepping of the brake pedal 110, not shown here, the rotational speed of the wheel And wheel speed sensors 120, 122, 124, and 126 for right front wheels, left front wheels, right rear wheels, and left rear wheels for detecting the " Although not shown, various detectors for performing normal braking control, antilock control, traction control, vehicle behavior control, accumulator control, etc., such as an acceleration sensor and a yaw rate sensor, are connected to the control device 296, and various detectors are connected. Is detected and input to the first CPU 290. The output of the occupant detection switch 298 is input to the first CPU 290. The occupant detection switch 298 is a switch interlocked with the seat belt, or a switch interlocked with the handle of the door next to the driver's seat. The second CPU 292 is connected to the second accumulator pressure sensor 86.

More specifically, the first CPU 290 controls the driving of the pump 80 for maintaining the accumulator 82 in a predetermined pressure range, or the first to fourth liquid passages 66, 68, 96, and 98. Control the opening degree of each solenoid valve that opens and closes). In addition, the first CPU 290 receives a signal indicating the pedal stroke from the first and second stroke sensors 112 and 114, and indicates the master cylinder pressure from the first and second master cylinder pressure sensors 62 and 64. The signal is input. The control unit 296 detects the brake operation amount in accordance with the detected values of the four sensors. During normal braking, the control device 296 uses the target braking force based on the required braking force of the driver detected by the first and second stroke sensors 112 and 114 and the first and second master cylinder pressure sensors 62 and 64. Calculate In this case, the two sensors are provided to compensate for each other's sensors, that is, to improve fail safe. Therefore, even when an abnormality occurs in a part of the first and second stroke sensors 112 and 114 and the first and second master cylinder pressure sensors 62 and 64, the controller 296 can detect the brake operation amount.

The vehicle battery 230 is a rechargeable battery provided in the vehicle, and supplies electric power to each component of the electronically controlled brake system as needed. The vehicle battery 230 and the control device 296 are connected to the first and second ignition switches 270 and 272 via the first and second main relays 240 and 242. The first and second ignition switches 270 and 272 are collectively referred to simply as "ignition switches".

The first and second ignition switches 270 and 272 are off when they are not operated by the driver, and are switched on when they are operated by the driver to start a vehicle system such as an engine. The first and second main relays 240 and 242 that switch the current on and off are off when the first and second ignition switches 270 and 272 are not operated, and the first and second ignitions are turned off. When the switches 270 and 272 are turned on, they are controlled by the corresponding CPU and turned on.

Four power lines passing through the first and second ignition switches 270 and 272 and the first and second main relays 240 and 242 are provided. Here, two systems of the first system 200, which are powered by the first and second power lines 210 and 212, and the second system 202, which are powered by the third and fourth power lines 220 and 222, It is provided as a power supply line. The first system 200 includes a first accumulator pressure sensor 84 as a first component 180, first and second master cylinder pressure sensors 62 and 64, first and second stroke sensors 112, 114) The electric power is supplied to the wheel cylinder pressure sensors 40, 42, 44 and 46 for the right front wheel, the left front wheel, the right rear wheel and the left rear wheel. The second system 202 supplies power to the second accumulator pressure sensor 86 as the second component 190.

The first CPU 200 is connected with a first CPU 290, right and left rear linear valve groups 50 and 56, a first master shutoff valve 90, and a first communication valve 104. The second CPU 292 is connected with a second CPU 292, a linear valve group 52, 54 for the left and rear wheels, a second master shut-off valve 94, and a second communication valve 106. The first master shutoff valve 90, the right front wheel and left rear wheel linear valve groups 50 and 56, and the first communication valve 104 are also collectively referred to as a first hydraulic control valve group 182. Similarly, the second master shut-off valve 94, the left front wheel and right rear wheel linear valve groups 52, 54, and the second communication valve 106 are collectively referred to as a second hydraulic control valve group 184.

The wiring of the electronically controlled brake system will be described in detail. As described above, the first system 200 is controlled by the first power line 210 via the first ignition switch 270 and the second power line 212 via the first main relay 240. 296). The first power supply line 210 is connected to the second branch point B via the first branch point A and the first diode 250. The wiring branched from the second branch point B is connected to the first step-down circuit 280 and the second step-down circuit 284, and electric power is supplied to the step-down circuits. Although not shown, the wiring branched from the first branch point A is connected to the motor relay. The motor relay is connected to the pump motor 78 of the high hydraulic pressure source 74 to supply power to the pump motor 78. Power is supplied from the first step-down circuit 280 to the first component 180. In this drawing, the first diode 250 passes a current from left to right and blocks a current from right to left. Similarly, the second, third, and fourth diodes 252, 260, and 262 described later also pass current from left to right in this drawing.

The second power line 212 is connected to the second branch point B through the first main relay 240, the third branch point C, and the second diode 252. The wiring branched from the third branch point C is connected to the first hydraulic control valve group 182.

The second system 202 is connected to the control device 296 by a third power supply line 220 via the second ignition switch 272 and a fourth power supply line 222 via the second main relay 242. do. The third power supply line 220 is connected to the seventh branch point P via the fourth branch point 1, the fifth branch point M, and the fourth diode 262. The third power supply line 220 is again connected to the fourth step-down circuit 286 from the seventh branch point P, and power is supplied to the second CPU 292 via the fourth step-down circuit 286. The wiring branched from the fourth branch point 1 is connected to the pump motor 78 via a motor relay. This motor relay is wired from both the 1st system 200 and the 2nd system 202, and can supply electric power to the pump motor 78 even if an abnormality arises in one system. The wiring branched from the fifth branch point M is connected to the third step-down circuit 282, and electric power is supplied from the third step-down circuit 282 to the second component 190. The fourth power line 222 is connected to the seventh branch point P via the second main relay 242, the sixth branch point N, and the third diode 260. The wiring branched from the sixth branch point N is connected to the second hydraulic control valve group 184.

The first to fourth step-down circuits 280, 284, 282, and 286 convert the voltage of the vehicle battery 230 into a voltage required for each component connected thereto.

Here, a description will be given of a brake mode when an abnormality occurs in either of the second power line 212 of the first system 200 or the fourth power line 222 of the second system 202. For example, when an abnormality occurs in the second power line 212, the first master shut-off valve 90, the right front wheel, and the left rear wheel linear valve group 50, which are powered by the second power line 212, are provided. 56, the first communication valve 104 becomes inoperable.

2, the hydraulic pressure supplied from the high hydraulic pressure source 74 passes through the left front wheel and right rear pressure booster valves 152 and 154 that are movable through the third liquid passage 96. It is supplied to the wheel cylinders 32 and 34 for a front wheel and a rear wheel. Since the second communication valve 106 is kept open, the hydraulic pressure is also supplied to the wheel cylinder 36 for the left and rear wheels via the second connection passage 102. On the other hand, since the first master shut-off valve 90, which is an electromagnetic solenoid valve that is always open, is kept in an open state, the hydraulic pressure generated in the master cylinder 72 with hydro booster is controlled by the first liquid passage 66. It is supplied to the wheel cylinder 30 for a right wheel via the master shutoff valve 90. In addition, the hydraulic pressure flowing into the first connection passage 100 is blocked by the first communication valve (104).

As described above, according to the configuration of the present embodiment, even when an abnormality occurs in either of the second power supply line 212 or the fourth power supply line 222, the hydraulic pressure is supplied from the high hydraulic pressure source 74 to the three wheels. In addition, since the high hydraulic pressure assisted by the hydro booster 70 is supplied to the remaining one wheel, braking by high pressure becomes possible.

Returning to FIG. 3, the first component 180 and the second component 190 will be described. The first component 180 is a component necessary for operating the first brake mode. The second accumulator pressure sensor 86, which is the second component 190, is a component for safety having the same function as the first accumulator pressure sensor 84. If at least one of the two accumulators is operated, the accumulator 82 The hydraulic pressure of can be detected.

In the predetermined period after the ignition switch-off, when the brake pedal 110 is pressed, electric power is supplied to the first component 180 from the second power line 212 passing through the first main relay 240. Similarly, each of the solenoid valves and the first and second CPUs 290 and 292 passes through the first and second main relays 240 and 242 even when the first and second ignition switches 270 and 272 are off. Power is supplied. Since the first component 180 is equipped with a sensor necessary for hydraulic brake control, which is the first brake mode, the first brake mode is used for the right wheel by the first brake mode similarly to the on state even when the first ignition switch 270 is turned off. Hydraulic pressure can be supplied to the wheel cylinders 30, 32, 34, 36 for the left front wheel, the right rear wheel, and the left rear wheel. As a result, the relationship between the stepping amount of the brake pedal 110 and the braking force is not significantly different from that when the ignition switch is on, thereby preventing the driver from feeling uncomfortable.

In the embodiment, one second accumulator pressure sensor 86 is selected as the second component 190, but the present invention is not limited thereto. For example, the master cylinder pressure sensor, the wheel cylinder pressure sensor, the solenoid valve, the CPU, The pump or the like may be the second component 190 described above in consideration of power consumption, function, and braking requirements.

4 is a flowchart showing control routines of the first and second main relays 240 and 242 when the first and second ignition switches 270 and 272 are operated from on to off. In the processing shown in this flowchart, when an abnormality occurs in the electronically controlled brake system, the first and second main relays 240 and 242 are turned off immediately, and when the abnormality does not occur, the self hold is performed. By the function, electric power is supplied from the vehicle battery 230 for a predetermined period of time to put the electronically controlled brake system in an operable state. In the predetermined period, one of three types is selected according to the voltage of the vehicle battery 230 when the first and second ignition switches 270 and 272 are operated from on to off. In addition, the period in which the first and second main relays 240 and 242 are placed in an on state when the first and second ignition switches 270 and 272 are operated from on to off is described below. Ts) ”.

When the first and second ignition switches 270 and 272 turn off from on (S110), the first and second CPUs 290 and 292 determine whether an abnormality has occurred in the electronically controlled brake system. (S120). Specifically, the first CPU 290 is abnormal to the first component 180, the first hydraulic control valve group 182, the vehicle battery 230, and the pump motor 78 in the first system 200. It is determined whether or not this has occurred. The second CPU 292 determines whether or not an abnormality occurs in the second component part 190 and the second hydraulic control valve group 184 in the second system 202. The first and second CPUs 290 and 292 notify each other of the determination result and determine that an abnormality has occurred in any one CPU (Y in S120). 292 immediately turns off both of the first and second main relays 240 and 242, respectively (S300).

When it is determined that both the first and second CPUs 290 and 292 are normal (N in S120), the first CPU 290 determines whether the occupant detection switch 298 is turned off (S400). . When the occupant detection switch 298 is on (N in S400), since the brake pedal 110 may be stepped on for braking the vehicle, the first and second CPUs 290 and 292 are respectively configured to the first and second mains. The relays 240 and 242 are kept in the on state, and the determination processing as to whether the occupant detection switch 298 is turned off as the processing of S400 is continued.

If it is determined that the occupant detection switch 298 is off (Y in S400), the on and off of the first and second main relays 240 and 242 continue for a predetermined period as a normal self-maintenance process (S500). In this normal self-maintenance process, the period in which the first and second main relays 240 and 242 are turned on is changed according to the voltage Vb of the vehicle battery 230.

As the processing of S500, firstly, the first CPU 290 determines whether or not the voltage Vb exceeds 12V (S510). When the voltage Vb exceeds 12 V (Y in S510), the first CPU 290 sets the self-sustainment period Ts to 300 seconds, starts the timer provided by the first CPU 290, and maintains the self. It is determined whether or not the period Ts has exceeded 300 seconds (S512). If the self-sustainment period Ts does not exceed 300 seconds (N in S512), the first CPU 290 increments the timer (S514) and until the self-sustainment period Ts exceeds 300 seconds, S512. The processing of and S514 is continued repeatedly. If the self-sustainment period Ts exceeds 300 seconds (Y in S512), the first CPU 290 notifies the second CPU 292, and the first and second CPUs 290 and 292 respectively. The first and second main relays 240 and 242 are turned off (S300).

When the voltage Vb is 12 V or less in the process of S510 (N in S510), the first CPU 290 again determines whether the voltage Vb exceeds 11V (S520). When the voltage Vb exceeds 11 V (Y in S520), the first CPU 290 sets the self-sustainment period Ts to 120 seconds, starts the timer included in the first CPU 290, and maintains it. It is determined whether or not the period Ts exceeds 120 seconds (S522). If the self-sustainment period Ts does not exceed 120 seconds (N in S522), the first CPU 290 increments the timer (S524), until the self-sustainment period Ts exceeds 120 seconds, S522. The processing of and S524 is continued repeatedly. If the self-sustainment period Ts exceeds 120 seconds (Y in S522), the first CPU 290 notifies it to the second CPU 292, and the first and second CPUs 290 and 292 are each made of a first one. The first and second main relays 240 and 242 are turned off (S300).

When the voltage Vb is 11 V or less in the process of S520 (N in S520), the first CPU 290 again determines whether or not the voltage Vb exceeds 10V (S530). When the voltage Vb exceeds 10V (Y in S530), the first CPU 290 sets the self-sustainment period Ts to 60 seconds, starts the timer provided by the first CPU 290, and maintains it. It is determined whether or not the period Ts exceeds 60 seconds (S532). If the self hold period Ts does not exceed 60 seconds (N in S532), the first CPU 290 increments the timer (S534), and until the self hold period Ts exceeds 60 seconds, S532. The processing of and S534 is repeated continuously. If the self-sustainment period Ts exceeds 60 seconds (Y in S532) or the voltage Vb is 10 V or less in the processing in S530 (N in 530), the first CPU 290 sends it to the second CPU 292. The first and second CPUs 290 and 292 turn off the first and second main relays 240 and 242, respectively (S300).

After the self-sustainment period Ts is set, the first CPU 290 may change the amount of power supplied according to the elapsed time. For example, the first CPU 290 executes a process of lowering the voltage supplied from the first step-down circuit 280 by 0.2V every 10 seconds. In addition, depending on the elapsed time, the first and second CPUs 290 and 292 may reduce components that supply power. In this way, power consumption can be reduced.

As described above, when an abnormality occurs in the electronic control brake system by the processing shown in this flowchart, the power supply is stopped or the electric power of the vehicle battery 230 is based on the off operation of the first and second ignition switches 270 and 272. Reduction of the supply amount can be realized, and as a result, it is possible to prevent the continuous use of the electronically controlled brake system in which an abnormality occurs. In addition, by suppressing the amount of power supplied to the system in which the abnormality occurs, the progress of the abnormality and the spread of the abnormality to the component in which the abnormality does not occur can be suppressed. In addition, since the period during which the self-holding function works depends on the voltage Vb of the vehicle battery 230, the vehicle battery 230 falls to the voltage Vb which causes a problem in the next starting of the vehicle. Can be suppressed.

FIG. 5 is a flowchart showing a modification of the control routine shown in the flowchart of FIG. 4. The difference from the control routine shown in Fig. 4 is that when it is determined that an abnormality has occurred in the processing in S120 (Y in S120), the first and second ignition switches 270 and 272 are immediately turned off as subsequent processing. As a self-holding process in the event of an abnormality, the self-holding period Ts is set according to the voltage Vb of the vehicle battery 230, or the first and second ignition switches 270 and 272 are turned off immediately. It's about having a process to decide whether or not to do so. In the following, the self-maintenance process will be mainly described. In addition, since the normal self maintenance process of S500 is the same as the process shown in FIG. 4, detailed description is abbreviate | omitted.

When it is determined that an abnormality has occurred in the processing of S120 (Y in S120), the on-state of the first and second main relays 240 and 242 is continued for a predetermined period of time as an abnormal self-holding process (S200). In the abnormal self-maintenance process, the period during which the first and second main relays 240 and 242 are turned on is changed according to the voltage Vb of the vehicle battery 230. The difference from the normal self-maintenance process is that the self-maintenance period Ts is set shorter, more specifically, set to half here.

As the process of S200, firstly, the first CPU 290 determines whether or not the voltage Vb exceeds 12V (S210). When the voltage Vb exceeds 12 V (Y in S210), the first CPU 290 sets the self-sustainment period Ts to 150 seconds, starts the timer provided by the first CPU 290, and maintains it. It is determined whether or not the period Ts exceeds 150 seconds (S212). If the self hold period Ts does not exceed 150 seconds (N in S212), the first CPU 290 increments the timer (S214), and until the self hold period Ts exceeds 150 seconds, S212. The processing of and S214 is continued repeatedly. If the self-sustainment period Ts exceeds 150 seconds (Y in S212), the first CPU 290 notifies the second CPU 292, and the first and second CPUs 290 and 292 respectively. The first and second main relays 240 and 242 are turned off (S300).

When the voltage Vb is 12 V or less in the processing of S210 (N in S210), the first CPU 290 again determines whether or not the voltage Vb exceeds 11V (S220). When the voltage Vb exceeds 11 V (Y in S220), the first CPU 290 sets the self-sustainment period Ts to 60 seconds, starts the timer included in the first CPU 290, and maintains it. It is determined whether or not the period Ts exceeds 60 seconds (S222). If the self hold period Ts does not exceed 60 seconds (N in S222), the first CPU 290 increments the timer (S224), and until the self hold period Ts exceeds 60 seconds, S222. And the process of S224 are repeated. If the self-holding period Ts exceeds 60 seconds (Y in S222), the first CPU 290 notifies it to the second CPU 292, and the first and the second ones. The two CPUs 290 and 292 turn off the first and second main relays 240 and 242, respectively (S300).

When the voltage Vb is 11 V or less in the process of S220 (N in S220), the first CPU 290 again determines whether the voltage Vb exceeds 10V (S230). When the voltage Vb exceeds 10 V (Y in S230), the first CPU 290 sets the self-sustainment period Ts to 30 seconds, starts the timer provided by the first CPU 290, and maintains it. It is determined whether or not the period Ts exceeds 30 seconds (S232). If the self hold period Ts does not exceed 30 seconds (N in S232), the first CPU 290 increments the timer (S234), until the self hold period Ts exceeds 30 seconds, S232. The processing of and S234 is repeated repeatedly. If the self-sustainment period Ts exceeds 30 seconds (Y in S232) or the voltage Vb is 10 V or less in the processing in S230 (N in S230), the first CPU 290 sends it to the second CPU 292. The first and second CPUs 290 and 292 turn off the first and second main relays 240 and 242, respectively (S300).

Also in this abnormal self-holding process, after setting the self-holding period Ts, the amount of power supply may be changed in accordance with the elapsed time. The process of changing the power supply amount according to this elapsed time may be applied only to the component in which an abnormality has occurred.

As described above, when an abnormality occurs in the electronically controlled brake system by the processing shown in this flowchart, the self-holding period Ts can be set to an optimum period according to the voltage of the vehicle battery 230, and the braking capability of the vehicle can be adjusted. It is possible to realize a reduction in power supply to a system in which an abnormality occurs while ensuring.

FIG. 6 is a flowchart showing a modification of the control routine shown in the flowchart of FIG. 5. The difference from the control routine shown in Fig. 5 is that when an abnormality occurs in the process of S120 (Y in S120), as the process of S150, the first CPU 290 acquires the above kind and processes according to the acquired abnormality. Is in doing. Specifically, the first CPU 290 evaluates the abnormal level in three stages of 1 to 3 according to the portion where the abnormality has occurred.

Fig. 7 is a diagram showing an abnormality level correspondence table indicating correspondence of abnormality levels set according to the kinds of abnormalities, i.e., abnormal occurrence parts. The abnormal occurrence part illustrated here is an example, The abnormal level may be set also in another abnormal part, and the abnormal level set is not limited to this.

The abnormality level 1 indicates that the abnormality is a moderate degree of abnormality compared to other abnormalities, and the part corresponding to this level is a pump motor 78, a right front wheel, a left front wheel, a right rear wheel, a left rear wheel booster valve (150). , Four pressure reducing valves 152, 154 and 156, four pressure reducing valves for the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel pressure reducing valves 160, 162, 164 and 166. At the abnormal level 1, as soon as the first and second ignition switches 270 and 272 are turned off, the first and second CPUs 290 and 292 turn off the first and second main relays 240 and 242, respectively. Shall be.

The abnormal level 2 indicates that the abnormal level is relatively medium. The abnormal level 2 is set when an abnormality occurs in any one of the components of the control device 296. If the part where the error occurs is a component of either the first system 200 or the second system 202, the first and second CPUs 290, 292 immediately turn on the main relay corresponding to the system where the error occurs. Turn it off to stop the power supply to the faulty system. In addition, the power supply control by the self-maintenance process is made to the system to be powered. In the case where there are a plurality of portions in which an abnormality occurs, and an abnormality occurs in each of the two systems, both systems are turned off by turning off both the first and second main relays 240 and 242 as the abnormality level 1. The supply is stopped. In addition, the abnormality detection of the control apparatus 296 may be performed by the control apparatus 296 itself, for example, by the other control apparatus which collectively monitors the vehicle not shown in figure.

The abnormal level 3 indicates that the abnormal level is relatively mild, and in this case, the self-maintenance function acts at the time of abnormality. The abnormal level 3 is set by the first and second accumulator pressure sensors 84 and 86, the first and second master cylinder pressure sensors 62 and 64, the right wheel, the left front wheel, the right wheel, and the left. Various pressure sensors, such as the wheel cylinder pressure sensors 40, 42, 44, 46 for rear wheels, and the 1st and 2nd stroke sensors 112, 114 are mentioned. At the abnormal level 3, the power supply is not stopped due to the generated abnormality, and the power supply control is performed by the self-holding process at the time of abnormality. This abnormal level correspondence table is held in a predetermined storage area included in the first CPU 290.

Returning to FIG. 6, the processing different from the processing shown in FIG. 5, that is, the processing of S150 when an abnormality has occurred will be mainly described. If no abnormality has occurred in the processing in S120 (N in S120), the description is omitted because it is the same as the processing shown in FIGS. 4 and 5. When an abnormality has occurred (Y in S120), the first CPU 290 acquires the above kind (S152). In other words, the first CPU 290 acquires the abnormal occurrence portion. The first CPU 290 determines the abnormality level of the abnormality occurrence portion acquired based on the abnormality level correspondence table shown in FIG. 7 (S154).

If it is determined that the abnormal level 1 (1 in S154), a relatively moderate abnormality is determined, and the first CPU 290 determines that both systems of the first and second systems 200 and 202 stop the power supply. The first and second CPUs 290 and 292 immediately turn off two systems of the first and second main relays 240 and 242, respectively (S300).

When it is determined that the abnormal level 2 (2 in S154), the first CPU 290 is regarded as a relatively medium abnormality for the system in which the abnormality occurs among the first system 200 and the second system 202. Stop the power supply. Therefore, any one of the first main relay 240 and the second main relay 242 turns off the main relay corresponding to one system in which an abnormality has occurred (S156). In addition, the self-maintenance process is executed in the case of an abnormal power supply system (S200).

If it is determined that the abnormal level is 3 (3 in S154), the power supply stop is not performed because of a relatively minor abnormality, and the power supply control by the self-holding process is performed in the abnormality (S200). The subsequent processing is the same as the processing shown in FIG.

As described above, when an abnormality occurs in the electronically controlled brake system by the processing indicated by this flowchart, the abnormality level is determined according to the portion where the abnormality occurs based on the off operation of the first and second ignition switches 270 and 272. In this way, power supply control by the self-holding process can be realized.

As mentioned above, although the electronically controlled brake system was illustrated as an actuator in this embodiment, it is not limited to this, It controls the behavior of vehicles, such as an electric power steering apparatus and a hydraulic power steering apparatus (also called an "electronic control power steering system"). It can be widely applied to the device. Moreover, although the above kind was set according to the component parts of the electronically controlled brake system, the amount of power supply from the vehicle battery 230 was controlled according to the portion where the abnormality occurred, but this is not limitative. For example, the abnormal level may be set for each system, that is, for each actuator, and the amount of power supplied when the ignition switch is switched from on to off in accordance with the system in which the abnormality has occurred may be controlled.

8 shows correspondence between a system in which an abnormality has occurred and an abnormality level. When an abnormality occurs in the electronically controlled brake system, as the abnormality level 1, when the ignition switch is switched from on to off, the supply of power to the entire vehicle is immediately stopped. When an abnormality occurs in the electronically controlled power steering system, as an abnormality level 2, when the ignition switch is switched from on to off, power supply to the electronically controlled power steering system is stopped. When an abnormality occurs in the electronically controlled parking brake system, when the ignition switch is switched from on to off, the self-holding process is performed as in normal operation, and power supply is continued for a predetermined period.

In the above, this invention was demonstrated based on some embodiment. These embodiments are illustrative, and it is understood by those skilled in the art that various modifications can be made to the respective components and combinations of the respective processing processes, and that such modifications are also within the scope of the present invention.

According to the present invention, when the vehicle starting means is switched from on to off, it is possible to realize power supply control for supplying power in accordance with the state of the vehicle.

Claims (8)

A vehicle power source for supplying electric power to a system of the vehicle, and vehicle starting means disposed between the vehicle power source and the system and switched to operate at the start of the vehicle, when the vehicle starting means is switched from on to off, In the power control device for supplying power to the system for a predetermined period, Abnormality detecting means for detecting an abnormality of the vehicle; And a control means for controlling the amount of power to be supplied from the vehicle power source over a predetermined period when the vehicle starting means is switched from on to off based on the detection result of the abnormality detecting means. . The method of claim 1, The control means stops the supply of power to be supplied from the vehicle power supply for a predetermined period when the vehicle starting means is switched from on to off based on the detection result of the abnormality detecting means. Control unit. The method of claim 1, The abnormality detecting means acquires a kind of abnormality when the abnormality of the vehicle is detected, and the control means is configured to supply electric power from the vehicle power supply when the vehicle starting means is switched from on to off in accordance with the acquired abnormality. A power supply control device characterized by changing the supply period. The method of claim 1, The abnormality detecting means acquires a kind of abnormality when the abnormality of the vehicle is detected, and the control means is configured to supply electric power to the vehicle power supply when the vehicle starting means is switched from on to off in accordance with the acquired abnormality. A power supply control device characterized in that the supply amount is changed over time. The method of claim 1, The abnormality detecting means detects an abnormality with respect to each of the plurality of systems when the system of the vehicle is constituted, and the control means detects an abnormality when the vehicle starting means is switched from on to off. A power supply control device, characterized in that to stop the power supply to the system. The method of claim 1, The abnormality detecting means detects an abnormality with respect to each of the plurality of systems when the system of the vehicle is constituted, and the control means detects an abnormality when the vehicle starting means is switched from on to off. A power supply control device characterized in that for controlling the amount of power supplied to the component. The method according to any one of claims 1 to 6, The abnormality detecting means again detects the power supply capability of the vehicle power supply, and the control means applies the power supply capability to the power supply amount supplied from the vehicle power supply when the vehicle starting means is switched from on to off. Power control device characterized in that for reflecting. A vehicle power source for supplying electric power to the system of the vehicle, and vehicle starting means disposed between the vehicle power source and the system of the vehicle and switched over at the start of the vehicle, and the vehicle starting means is switched from on to off. In the power supply control device for supplying power to the system of the vehicle, Acquires a power supply capability of the vehicle power supply, and controls the power supply amount that continuously supplies power to the system of the vehicle from the vehicle power supply when the vehicle starting means is switched from on to off in accordance with the acquired power supply capability And a means for controlling the power supply.