JP2009029274A - Vehicle power supply device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle power supply device capable of securing a current required for an electric load device when a large current is required for the electric load device in order to generate a large output.
A vehicle power supply device (first device) according to the present invention electrically connects a first terminal portion P1 of a battery 50a and a third terminal portion P3 of an EPS drive circuit 32. The second predetermined position Q2 on the second conductive line 52a electrically connecting the first predetermined position Q1 on the line 51a and the first terminal part P1 of the battery and the fifth terminal part P5 of the TS drive circuit 42. A first switch 61 is provided between the first switch 61 and the second switch 61. When it is predicted that a large current is required for the EPS motor 31, the CPU electrically connects the first predetermined position Q1 and the second predetermined position Q2 by switching the first switch from the open state to the closed state. To do. Accordingly, the first device forms a parallel path including the first conductive line and the second conductive line.
[Selection] Figure 1

Description

  The present invention relates to a vehicle power supply device including a power source and an electric load device.

Conventionally, it is configured to determine the possibility of collision with an obstacle based on the obstacle information and own vehicle information, and to issue a warning to the driver when it is determined that the possibility of collision is larger than a predetermined value Such a collision avoidance device is known (see, for example, Patent Document 1). The driver can recognize that the possibility of a collision is high by receiving a warning and can perform fast steering so as to avoid an obstacle.
JP 2002-316633 A

  By the way, an auxiliary steering device (electric power steering device) that applies assist torque by an electric motor to a steering device that is steered by a driver is known. When the conventional collision avoidance device is mounted on a vehicle equipped with such an auxiliary steering device, the auxiliary steering device needs to generate a sufficiently large torque for fast steering. In general, the larger the assist torque required, the greater the current required for the motor, and the higher the steering rotation speed, the greater the current required for the motor. That is, when large steering is required in a short time to avoid a collision, a large current is required for the motor of the auxiliary steering device.

  However, since the current flowing through the electric motor is supplied from the battery through a conductive wire that inevitably has an internal resistance, if a large current flows through the electric motor, a large current flows through the conductive wire and the voltage drop increases. As a result, a large voltage that can cause a large current to flow through the motor may not be applied to the motor. For this reason, when large steering occurs in a short time, there is a case where the current flowing through the electric motor is insufficient and sufficient assist torque is not generated to assist the steering.

  Such a problem occurs not only when avoiding a collision, but also when a large current is required for the electric motor of the electric power steering apparatus, such as when the tire is in contact with a curb or the like and a large assist torque is required. Furthermore, such a problem is not limited to the electric motor of the electric power steering device. For example, the “electric load” such as the electric actuator of the rear wheel steering device, the electric actuator of the electric stabilizer, and the electric pump that generates the hydraulic pressure of the braking device. This is a common problem when a larger current (electric power) is required than when during normal operation when a predetermined specific condition is satisfied.

  In order to cope with the above problem, it is conceivable to reduce the resistance value of the conductive wire from the beginning. However, in that case, the problem of an increase in cost or an increase in weight such as an increase in the diameter of the conductive wire is inevitable. An object of the present invention is to cause a large current to flow through a specific electric load (including a case where a large current is expected to flow), when a “predetermined connection condition” is satisfied, An object of the present invention is to provide a vehicular power supply apparatus that can solve the above-described problem by flowing a current to a specific electric load using a conductive wire for supplying the electric load.

  More specifically, the vehicular power supply apparatus according to the present invention has been made in view of the above problems, and includes a power source, a first electric load device, a first conductive line, a first electric path, and a second electric line. A load device, a second conductive line, a second electrical path, a first switching unit, and a first switching control unit are provided.

The power source has a first terminal portion and a second terminal portion, and generates a potential difference between the first terminal portion and the second terminal portion. In this case, the “power supply” may be a battery having a rated voltage, or may be a power supply device that connects the battery and a generator.
The first electric load device has a first electric load having a third terminal portion and a fourth terminal portion and electrically connected between the third terminal portion and the fourth terminal portion. It has become. In this case, the “first electric load” may be, for example, an electric motor or a solenoid, and is an electric drive device that generates sound, light, mechanical power, and the like when a current flows.

The first conductive wire has one end electrically connected to the first terminal portion and the other end electrically connected to the third terminal portion.
The first electric path is configured to electrically connect the fourth terminal portion and the second terminal portion. In this case, the “first electric path” may be, for example, a path formed by grounding the second terminal portion of the power source and the fourth terminal portion of the first electric load device. It may be a path formed by connecting the part and the fourth terminal part directly by a conductive wire.
With the above configuration, current flows from the first terminal portion of the power source to the second terminal portion through the first conductive wire, the third terminal portion, the first electric load, the fourth terminal portion, and the first electric path (or vice versa). Flowing).

The second electric load device includes a second electric load having a fifth terminal portion and a sixth terminal portion and electrically connected between the fifth terminal portion and the sixth terminal portion. It has become. In this case, the “second electric load” may be, for example, an electric motor or a solenoid as in the case of the first electric load, and is an electric drive device that generates sound, light, mechanical power, and the like when a current flows. .
The second conductive line is a conductive line different from the first conductive line. The second conductive line has one end electrically connected to the first terminal portion and the other end electrically connected to the fifth terminal portion.

The second electric path is configured to electrically connect the sixth terminal portion and the second terminal portion. In this case, the “second electric path” may be a path formed by grounding the second terminal portion of the power source and the sixth terminal portion of the second electric load device, for example. A path formed by connecting the part and the sixth terminal part directly by a conductive wire may be used.
With the above configuration, current flows from the first terminal portion of the power source to the second terminal portion through the second conductive wire, the fifth terminal portion, the second electric load, the sixth terminal portion, and the second electric path (or vice versa). Flowing).

The first switching unit is electrically connected to the first predetermined position on the first conductive line and the second predetermined position on the second conductive line in response to an instruction signal, and electrically disconnected. The state is switched to one of the states.
The first switching control unit determines whether or not the first connection condition is satisfied, and when it is determined that the first connection condition is satisfied, the first switching unit is changed from the disconnected state to the connected state. The instruction signal for switching the state is transmitted. In this case, “determining whether or not the first connection condition is satisfied” means that the first electric load device actually uses a larger power or current (a larger power or a larger current than a predetermined value) than normal. It may be to determine whether or not it has been requested, and the first electric load device before actually requesting a larger power or current (a larger power or a larger current than a predetermined value) than the normal time. Predicting whether or not the electric power or current required by the first electric load device will be larger than the electric power or current required by the first electric load device during normal operation (the first electric load) Determining whether or not the possibility that the power or current required by the apparatus is equal to or higher than a predetermined value is higher than the predetermined possibility).

  According to this, when the first connection condition is satisfied, the first predetermined position and the second predetermined position are electrically connected by the first switching control unit and the first switching unit. As a result, electric power is supplied to the first electric load device through a parallel path including the first conductive line and a part of the second conductive line from the first terminal portion to the second predetermined position. . The electric resistance of the parallel path composed of the first conductive line and a part of the second conductive line is smaller than the electric resistance of the first conductive line alone. Therefore, the vehicle power supply device of the present invention includes the first terminal portion of the power source and the third terminal portion of the first electric load device when the first electric load device requires relatively large power (current). Therefore, the amount of voltage drop between the power source and the first electric load device can be reduced. Therefore, the vehicle power supply device of the present invention can secure a current (ie, power) necessary for the first electric load device in order to generate a large output. As a result, the first electrical load device can exhibit sufficient output and / or responsiveness. Further, since the existing second conductive line is used to form the parallel path including the first conductive line, it is not necessary to provide a new conductive line. In this case, the second electric load device is preferably an electric load that requires a current of about the normal time (below the normal time) even when the first connection condition is satisfied.

  On the other hand, it is conceivable to electrically connect a first predetermined position on the first conductive line and a second predetermined position on the second conductive line in advance. However, when the first predetermined position on the first conductive line and the second predetermined position on the second conductive line are electrically connected, between the first electric load device and the second electric load device, Electrical resistance is also reduced. Therefore, the electric noise generated by the operation of the second electric load device is easily transmitted to the first electric load device, and the electric noise generated by the operation of the first electric load device is the first electric load device. 2 It becomes easy to be transmitted to the electric load device. As a result, there is a high possibility that vibration and noise are generated in the other electrical load device due to electrical noise generated by the one electrical load device. Furthermore, when each electric load device has a protective function for stopping the function of each electric load device when the electric noise is large for the purpose of avoiding malfunction due to electric noise, the electric noise May cause each electric load device to fail.

  Therefore, the vehicle power supply device according to the present invention electrically connects the first predetermined position on the first conductive line and the second predetermined position on the second conductive line in the normal case where the first connection condition is not satisfied. Separated. Therefore, the electrical resistance between the first electrical load device and the second electrical load device is larger than the electrical resistance in the connected state. Therefore, the vehicle power supply apparatus according to the present invention is a vehicle power supply apparatus that electrically connects a first predetermined position on the first conductive line and a second predetermined position on the second conductive line in advance. In comparison, it is possible to reduce the possibility of occurrence of vibration and noise due to the electrical noise and the possibility that the protection function operates.

  On the other hand, it is preferable that the vehicle power supply device includes a first cutting unit and a second cutting unit.

The first cut portion is disposed on the first conductive wire between the first terminal portion and the first predetermined position, and on the first conductive wire, the current rating is equal to or higher than the rated current of the first electric load. When the current flows, the first conductive line is electrically disconnected.
The second cut portion is disposed on the second conductive line and interposed between the first terminal portion and the second predetermined position, and on the second conductive line, the rated current of the second electric load or more. When the current flows, the second conductive line is electrically disconnected.

  According to this, in the normal case where the first connection condition is not satisfied, currents exceeding the rated currents of the first electric load and the second electric load flow through the first conductive line and the second conductive line, respectively. In this case, the first cutting part and the second cutting part electrically cut the first conductive line and the second conductive line, respectively. Therefore, the first electric load and the second electric load can be appropriately protected.

  On the other hand, it is preferable that the vehicle power supply device includes a third cutting unit and a fourth cutting unit.

The third cut portion is disposed on the first conductive wire between the first predetermined position and the third terminal portion, and on the first conductive wire, the rated current of the first electric load or more. When the current flows, the first conductive line is electrically disconnected.
The fourth cut portion is disposed on the second conductive line and between the second predetermined position and the fifth terminal portion, and on the second conductive line, the rated current of the second electric load or more. When the current flows, the second conductive line is electrically disconnected.

  According to this, when the electric current more than the rated electric current of the said 1st electrical load and the said 2nd electrical load flows into the said 1st conductive wire and the said 2nd conductive wire, respectively, the said 3rd cutting part and the said 4th cutting | disconnection The portion electrically cuts the first conductive line and the second conductive line. Furthermore, since the 3rd cutting part and the 4th cutting part are each interposed downstream from the said 1st switching part of a 1st conductive wire and a 2nd conductive line, the state of the said 1st switching part is a cutting state. The first electrical load and the second electrical load can be appropriately protected regardless of whether they are connected or connected.

  Furthermore, it is preferable that any one of the vehicle power supply devices further includes a second switching unit and a second switching control unit.

In response to the instruction signal, the second switching unit is at least one of a third electrical path and the second electrical path formed by the second conductive line from the second predetermined position to the fifth terminal. The electrical path is switched to one of a conductive state in which the electrical path is electrically conducted and a non-conductive state in which the electrical path is electrically cut off.
The second switching control unit determines whether or not the second connection condition is established, and when it is determined that the second connection condition is established, the second switching unit is changed from the conductive state to the non-conductive state. The instruction signal for switching the state is sent out. In this case, the “second connection condition” may be the same condition as the first connection condition, or may be a condition different from the first connection condition, such as a condition in which another condition is further added to the first connection condition. .

  According to this, when the second connection condition is satisfied, at least one of the third electric path and the second electric path formed by the second conductive line from the second predetermined position to the fifth terminal. One electrical path is switched from a conductive state in which it is electrically conductive to a non-conductive state in which it is electrically cut off. In other words, when the second connection condition is satisfied, it is possible to prevent current from flowing through the second electric load device. Therefore, a large current (that is, electric power) can be supplied to the first electric load device.

  Furthermore, the vehicle power supply device including the first cutting unit and the second cutting unit includes a third switching unit, a third switching control unit, a fourth switching unit, a fourth switching control unit, a fifth switching unit, and a fifth switching unit. It is preferable to further include a 5-switch control unit.

In response to the instruction signal, the third switching unit is on the first conductive line and on the second conductive line at a third predetermined position between the first terminal unit and the first cutting unit. Thus, the fourth predetermined position between the first terminal portion and the second cutting portion is switched to either a connected state in which the first terminal portion is electrically connected or a disconnected state in which the first terminal portion is electrically disconnected. ing.
The third switching control unit determines whether or not the third connection condition is established, and when it is determined that the third connection condition is established, the third switching unit changes from the disconnected state to the connected state. The instruction signal for switching the state is transmitted. In this case, the “third connection condition” may be the same condition as the first connection condition or the second connection condition, or may be a different condition.

In response to the instruction signal, the fourth switching unit is on the second conductive line on the first conductive line and a fifth predetermined position between the first predetermined position and the third terminal unit. Thus, the second predetermined position and the sixth predetermined position between the fifth terminal portion are switched to either a connected state in which the second predetermined position is electrically connected or a disconnected state in which the second predetermined position is electrically disconnected. ing.
The fourth switching control unit determines whether or not the fourth connection condition is established, and when it is determined that the fourth connection condition is established, the fourth switching unit is changed from the disconnected state to the connected state. The instruction signal for switching the state is transmitted. In this case, the “fourth connection condition” may be the same condition as the first to third connection conditions or a different condition.

In response to the instruction signal, the fifth switching unit electrically connects the electrical path formed by the second conductive line between the fourth predetermined position and the second predetermined position and electrically The state is switched to any one of the non-conduction states to be interrupted.
The fifth switching control unit determines whether the fifth connection condition is satisfied and determines that the fifth connection condition is satisfied from the conductive state to the non-conductive state when determining that the fifth connection condition is satisfied. The instruction signal for switching the state is sent out. In this case, the “fifth connection condition” may be the same as or different from the first to fourth connection conditions.

  According to this, when the third connection condition is established, the third predetermined position on the first conductive line and the fourth predetermined position on the second conductive line by the third switching control unit and the third switching unit. Can be switched from the disconnected state to the connected state. Accordingly, the first terminal portion and the third predetermined position are connected by a parallel path including a part of the first conductive line and a part of the second conductive line.

  Further, when the fourth connection condition is satisfied, the fourth switching control unit and the fourth switching unit cause the fifth predetermined position on the first conductive line and the sixth predetermined position on the second conductive line to be The state can be switched from the disconnected state to the connected state. Accordingly, a part of the first conductive line and a part of the second conductive line form a parallel path downstream of the first cutting part and the second cutting part. Therefore, the amount of voltage drop between the power source and the first electric load device can be further reduced.

  Furthermore, when the fifth connection condition is satisfied, the electric path formed by the second conductive line between the fourth predetermined position and the second predetermined position is electrically interrupted by the fifth switching unit. Therefore, the current flowing through the first electric load and the second electric load passes only through the first cut portion. Therefore, it is possible to reliably avoid the current exceeding the rated current from flowing through the first electric load by the first cutting portion.

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

<First Embodiment>
FIG. 1 shows a schematic configuration of a vehicle power supply device (hereinafter referred to as “first device”) according to a first embodiment of the present invention. The first device is mounted on the vehicle 10.

  The vehicle 10 includes a steering device 20, an electric power steering device (hereinafter referred to as “EPS device”) 30, and an electric telescopic device (hereinafter referred to as “TS device”) 40.

  The steering device 20 converts the rotation around the axis of the steering column 22 in conjunction with the turning operation of the steering handle 21 into the movement in the axial direction of the tie rod 24 by the rack and pinion mechanism 23, and the movement in the axial direction of the tie rod 24. Accordingly, the left and right front wheels FW1 and FW2 which are the steering wheels are steered.

  The EPS device 30 is an electric power steering motor (hereinafter referred to as “EPS motor”) 31, which is a DC electric motor, an electric power steering drive circuit (hereinafter referred to as “EPS drive circuit”) 32, and the like. A power transmission mechanism 33, a steering torque sensor 34, and a steering sensor 35 are provided.

The EPS motor 31 is assembled to the steering column 22 so that torque can be transmitted to the power transmission mechanism 33. The EPS motor 31 outputs a larger torque as the current flowing through the EPS motor 31 increases.
The EPS drive circuit 32 includes a power supply terminal (third terminal portion) P3, a ground terminal (fourth terminal portion) P4, a control switch 32a, a control switch 32b, a control switch 32c, and a control switch 32d. The control switches 32a to 32d are semiconductor switches made of, for example, MOS-FETs.

  The EPS drive circuit 32 is configured to close the control switch 32a and the control switch 32d and open the control switch 32b and the control switch 32c in response to a control signal from the electronic control unit 70 described later. At this time, a current in the direction indicated by the arrow in FIG. As a result, the EPS motor 31 rotates in a predetermined direction. Similarly, the EPS drive circuit 32 is configured to close the control switch 32b and the control switch 32c and open the control switch 32a and the control switch 32d in response to a control signal from the electronic control unit 70 described later. At this time, a current in the direction opposite to the direction indicated by the arrow in FIG. As a result, the EPS motor 31 rotates in a direction opposite to the predetermined direction. Thus, the EPS motor 31 that is an electric load (first electric load) is electrically connected between the power supply terminal (third terminal portion) P3 and the ground terminal (fourth terminal portion) P4.

  The steering torque sensor 34 detects a torsion angle of “a torsion bar that is interposed in the steering column 22 and whose upper and lower ends are connected to the steering column 22”, and calculates a steering torque TR calculated from the detected torsion angle. A detection signal is output.

  The steering sensor 35 detects the rotation angle (steering angle) θ of the steering column 22. A rotation angle θ of 0 indicates that the steering column 22 is not rotating (is in a neutral position). The rotation angle θ larger than 0 indicates that the steering column 22 is rotating to the right, that is, the driver is steering to the right. Further, the rotation angle θ being smaller than 0 indicates that the steering column 22 is rotating to the left, that is, the driver is steering left. The absolute value | θ | of the rotation angle θ increases as the rotation angle of the steering column 22 increases. The steering sensor 35 outputs a detection signal representing the detected rotation angle θ.

  The TS device 40 is an electric telescopic motor (hereinafter referred to as “TS motor”) 41 that is a DC electric motor, an electric telescopic drive circuit (hereinafter referred to as “TS drive circuit”) 42, and a telescopic mechanism. 43 and a telescopic control switch 44 are provided.

  The TS motor 41 is assembled to the steering column 22 so that torque can be transmitted to the telescopic mechanism 43. The TS motor 41 outputs a larger torque as the current flowing through the TS motor 41 increases.

  The TS drive circuit 42 includes a power supply terminal (fifth terminal portion) P5 and a ground terminal (sixth terminal portion) P6. The TS drive circuit 42 includes four control switches connected in the same manner as the EPS drive circuit 32. The TS drive circuit 42 rotates the TS motor 41 in a predetermined direction and a direction opposite to the predetermined direction in the same manner as the EPS drive circuit 32 by a control signal from the electronic control unit 70 described later. In this way, the TS motor 41 that is an electrical load (second electrical load) is electrically connected between the power supply terminal (fifth terminal portion) P5 and the ground terminal (sixth terminal portion) P6.

The telescopic mechanism 43 is driven by the TS motor 41 to extend and contract the steering column 22.
The telescopic control switch 44 is configured to output a signal representing one of “an instruction to extend and contract the steering column 22” based on an operation by the driver to the electronic control unit 70 described later.

The first device includes a power supply device 50 that supplies power to the EPS device 30 and the TS device 40.
The power supply device 50 includes a battery 50a as a power source, a main conductive line 51, a first conductive line 51a, a second conductive line 52a, a fuse 51b as a first cut portion, a fuse 52b as a second cut portion, and a first switching. It comprises a first switch 61 as a part.

  The battery 50a has a positive terminal (+ terminal, first terminal) 50b and a negative terminal (-terminal, second terminal) 50c, and generates a potential difference between the positive terminal 50b and the negative terminal 50c. ing. The battery 50a is a lead battery having a rated voltage of 12 V in this example. The negative terminal 50c of the battery 50a is grounded by being electrically connected to the vehicle body.

  The basic conductive line 51 electrically connects the positive terminal 50b of the battery 50a and the branch point B where the first conductive line 51a and the second conductive line 52a branch. Since the length from the positive terminal 50b of the battery 50a to the branch point B is short, the electrical resistance of the basic conductive line 51 is very small. Therefore, the positive terminal 50b and the main conductive wire 51 of the battery 50a constitute the first terminal portion P1 of the battery 50a. Further, the negative terminal 50c of the battery 50a constitutes the second terminal portion P2 of the battery 50a.

  The first conductive line 51a electrically connects the branch point B and the power supply terminal (third terminal portion) P3 of the EPS drive circuit 32. The ground terminal (fourth terminal portion) P4 of the EPS drive circuit 32 is grounded by being electrically connected to the vehicle body. Thus, an electrical path (first electrical path) is formed between the ground terminal (fourth terminal portion) P4 and the negative terminal 50c of the battery 50a.

  The fuse 51b is interposed in the first conductive line 51a (inserted in series with the first conductive line 51a). The fuse 51b is blown when a current equal to or higher than the rated current of the EPS motor 31 flows through the first conductive wire 51a, and electrically cuts the first conductive wire 51a.

  The second conductive line 52a electrically connects the branch point B and the power supply terminal (fifth terminal portion) P5 of the TS drive circuit 42. The ground terminal (sixth terminal portion) P6 of the TS drive circuit 42 is grounded by being electrically connected to the vehicle body. Thus, an electrical path (second electrical path) is formed between the ground terminal (sixth terminal portion) P6 and the negative terminal 50c of the battery 50a.

  The fuse 52b is interposed in the second conductive line 52a (inserted in series with the second conductive line 52a). The fuse 52b is blown when a current equal to or higher than the rated current of the TS motor 41 flows through the second conductive wire 52a, and electrically cuts the second conductive wire 52a.

The first switch 61 electrically connects the first predetermined position Q1 on the first conductive line 51a and the second predetermined position Q2 on the second conductive line 52a in response to an instruction signal from the electronic control unit 70. The state is switched to either a connected state (closed state) or an electrically disconnected disconnected state (open state). The first switch 61 is a normally open switch that is in a disconnected state (open state) that is electrically disconnected when there is no instruction signal from the electronic control unit 70. The first switch 61 (and a switch used in other embodiments to be described later) can be configured by, for example, a semiconductor switch capable of energizing or interrupting a large current.
In the first device, the first predetermined position Q1 is a position on the first conductive line 51a between the fuse 51b and the power supply terminal (third terminal portion) P3 of the EPS drive circuit 32, and the second predetermined position. Q2 is a position on the second conductive line 52a between the fuse 52b and the power supply terminal (fifth terminal portion) P5 of the TS drive circuit 42.

  Further, the first device includes the electronic control device 70 and the obstacle detection sensor 71.

  The electronic control device 70 is a known microcomputer including a CPU, RAM, ROM, and input / output ports. The input / output port is connected to the EPS drive circuit 32, the steering torque sensor 34, the steering sensor 35, the TS drive circuit 42, the telescopic control switch 44, the first switch 61, and the obstacle detection sensor 71. The input / output port supplies signals from the steering torque sensor 34, the steering sensor 35, the telescopic control switch 44, and the obstacle detection sensor 71 to the CPU. The input / output port outputs an instruction signal to the EPS drive circuit 32, the TS drive circuit 42, and the first switch 61 in accordance with an instruction from the CPU.

  The obstacle detection sensor 71 recognizes an obstacle in front of the traveling road and recognizes obstacle information such as a distance Lr from the vehicle 10 to the obstacle (preceding vehicle) and a relative speed Vr between the vehicle 10 and the obstacle (preceding vehicle). Is supposed to be detected. The relative speed Vr is a positive value when the vehicle 10 and the obstacle (preceding vehicle) are approaching each other, and the relative speed Vr is “0” when the vehicle 10 and the obstacle (preceding vehicle) are at the same speed. It is calculated | required so that it may become a negative value in the case of the speed of the direction where 10 and an obstruction (leading vehicle) leave | separate. As a method for recognizing an obstacle (preceding vehicle) ahead of the traveling path, for example, a CCD camera, infrared rays, millimeter wave radar, or the like may be used. The obstacle detection sensor 71 outputs the detected information to the electronic control unit 70.

<Details of operation>
Next, the operation of the first device configured as described above will be described.

  The CPU of the electronic control unit 70 energizes the EPS motor 31 from the steering torque TR detected by the steering torque sensor 34 and / or the steering angle θ detected by the steering sensor 35 (hereinafter referred to as “necessary assist current”). I) is calculated. The required assist current Ias is set to increase as the steering torque TR increases and to increase as the steering angular velocity dθ / dt increases. The CPU sends the necessary assist current Ias to the EPS motor 31 by sending an instruction signal to the EPS drive circuit 32 according to the steering angle θ detected by the steering sensor 35 and the calculated necessary assist current Ias. Thereby, the EPS motor 31 is drive-controlled, and a desired assist torque is generated in the steering direction by the driver.

  The CPU sends an instruction signal corresponding to a signal from the telescopic control switch 44 to the TS drive circuit 42 to drive and control the TS motor 41 to expand and contract the steering column 22. Thereby, the length of the steering column 22 is adjusted based on a driver | operator's instruction | indication.

On the other hand, the CPU performs processing according to the routine shown in the flowchart of FIG.
The CPU starts the process from step 200 in FIG. 2 at a predetermined timing, and is an avoidability index value indicating the possibility that the vehicle 10 can avoid an obstacle (preceding vehicle) at step 210. The necessary avoidance time Tb is acquired. Specifically, the CPU calculates the relative speed Vr from the distance Lr from the vehicle 10 to the obstacle (preceding vehicle) detected by the obstacle detection sensor 71 and the relative speed Vr between the vehicle 10 and the obstacle (preceding vehicle). Only when is positive, the necessary avoidance time Tb is calculated by the following equation (1). Further, when the relative speed Vr is “0” or negative, the CPU substitutes a very large constant value Tbmax for the necessary avoidance time Tb.
Necessary avoidance time Tb = Lr / Vr (1)

Subsequently, in step 220, the CPU determines whether or not the necessary avoidance time Tb is smaller than a predetermined time TL.
Here, the necessary avoidance time Tb because the distance Lr from the vehicle 10 to the obstacle (preceding vehicle) is very far and / or the relative speed Vr between the vehicle 10 and the obstacle (preceding vehicle) is very small. Is equal to or longer than a predetermined time TL. That is, it is assumed that the emergency avoidance possibility is smaller than a predetermined value.
In this case, the CPU makes a “No” determination at step 220 to proceed to step 230 to send an instruction signal for opening the first switch 61 to the first switch 61 and then to step 290. This routine is temporarily terminated.

On the other hand, it is assumed that the vehicle 10 approaches the obstacle (preceding vehicle) and the necessary avoidance time Tb becomes shorter than a predetermined time TL set in advance. That is, it is assumed that the emergency avoidance possibility has become larger than a predetermined value.
In this case, there is a high possibility that a quick and large steering operation is performed for emergency avoidance. That is, it is predicted that the EPS motor 31 will require a relatively large electric power (current). At this time, the CPU makes a “Yes” determination at step 220 and proceeds to step 240 to send an instruction signal for switching the first switch 61 from the open state to the closed state to the first switch 61. Proceed to 290 to end the present routine tentatively.

  According to this, when the necessary avoidance time Tb becomes shorter than a predetermined time TL, the first switch 61 is switched to the closed state by the CPU, and the first on the first conductive line 51a. The predetermined position Q1 and the second predetermined position Q2 on the second conductive line 52a are electrically connected. As a result, electric power is supplied to the EPS motor 31 through a parallel path including the first conductive line 51 a and a part of the second conductive line 52 a and the first switch 61.

  The electric resistance of the parallel path including the first conductive line 51a and a part of the second conductive line 52a and the first switch 61 is smaller than the electric resistance of the first conductive line 51a alone. Therefore, when it is predicted that the EPS motor 31 will require a relatively large electric power (current), the first device reduces the electrical resistance from the battery 50a to the EPS motor 31 in advance. Can do. Therefore, it is possible to avoid a shortage of the “current (ie, electric power) necessary for the EPS motor 31” for generating a sufficiently large assist torque for fast steering accompanying the avoidance operation by the driver.

  As a result, the first device can cause the EPS motor 31 to exhibit sufficient assist torque and / or responsiveness. Further, since the existing second conductive line 52a is used to form the parallel path including the first conductive line 51a, it is not necessary to provide a new conductive line.

  If the vehicle 10 avoids an obstacle (preceding vehicle) and the necessary avoidance time Tb is equal to or longer than the predetermined time TL, the CPU makes a “No” determination at step 220 to proceed to step 230. Then, an instruction signal for switching the first switch 61 from the closed state to the open state is sent to the first switch 61, and then the routine proceeds to step 290 to end this routine once.

  According to this, in the normal state where the necessary avoidance time Tb is equal to or longer than a predetermined time TL, the first predetermined position Q1 on the first conductive line 51a and the second predetermined position on the second conductive line 52a. Q2 is electrically disconnected. Therefore, the electrical resistance between the EPS motor 31 and the TS motor 41 is between the EPS motor 31 and the TS motor 41 in a state where the first predetermined position Q1 and the second predetermined position Q2 are electrically connected. Greater than electrical resistance. Therefore, the first device is compared with a vehicle power supply device that electrically connects the first predetermined position Q1 on the first conductive line 51a and the second predetermined position Q2 on the second conductive line 52a in advance. Thus, the possibility of vibration and noise occurring in either one of the EPS motor 31 and the TS motor 41 due to electrical noise can be reduced.

  Further, according to this, in the normal state where the necessary avoidance time Tb is equal to or longer than a predetermined time TL, the ratings of the EPS motor 31 and the TS motor 41 are applied to the first conductive wire 51a and the second conductive wire 52a. When a current greater than the current flows, the fuse 51b and the fuse 52b electrically cut the first conductive line 51a and the second conductive line 52a, respectively. Therefore, the EPS motor 31 and the TS motor 41 can be appropriately protected.

  In the first device, “a case where the necessary avoidance time Tb is smaller than a predetermined time TL” corresponds to the first connection condition. Further, at least one of the fuse 51b and the fuse 52b may be omitted.

As a first modification of the first device, the CPU may be configured to perform processing according to the routine shown in the flowchart of FIG. 3 instead of the flowchart of FIG. 2 that is repeatedly executed every elapse of a predetermined time.
In this case, the CPU starts processing from step 300 in FIG. 3 at a predetermined timing, and in step 310, the necessary assist current is calculated from the steering torque TR and / or the steering angular velocity dθ / dt detected by the steering torque sensor 34. Ias is calculated. Subsequently, the CPU determines whether or not the necessary assist current Ias calculated in step 320 is larger than a predetermined current Ic. In this example, the predetermined current Ic is a maximum value or a value slightly smaller than the maximum value of the current that can be supplied through the first conductive line 51a.

  If the required assist current Ias is equal to or smaller than the predetermined current Ic, the CPU makes a “No” determination at step 320 to proceed to step 330 to send an instruction signal for opening the first switch 61. 1 is sent to the switch 61, the process proceeds to step 390, and this routine is temporarily terminated.

  On the other hand, when the required assist current Ias becomes larger than the predetermined current Ic because the steering wheel 21 is greatly steered in a short time by the driver, the CPU determines “Yes” in step 320, Proceeding to step 340, an instruction signal for switching the first switch 61 from the open state to the closed state is sent to the first switch 61, and the routine proceeds to step 390 to end the present routine tentatively.

  According to this, when the calculated required assist current Ias is larger than the predetermined current Ic, the first switch 61 is switched to the closed state by the CPU, and the first predetermined position Q1 on the first conductive line 51a is The second predetermined position Q2 on the second conductive line 52a is electrically connected. As a result, electric power is supplied to the EPS motor 31 through a parallel path including the first conductive line 51a and the second conductive line 52a (a part of the second conductive line 52a and the first switch 61).

  Therefore, in the first modification of the first device, when the EPS motor 31 actually requires relatively large power (current), the electrical resistance (from the first terminal portion P1 to the first terminal portion P1) is from the battery 50a to the EPS motor 31. Since the electrical resistance up to the three terminal portion P3 can be reduced, the voltage drop between the power source and the EPS motor 31 can be reduced. Therefore, the 1st modification of the 1st device can secure the electric current (namely, electric power) required for EPS motor 31 when big assist torque is demanded. As a result, a sufficiently large assist torque can be generated.

  Further, when the necessary assist current Ias becomes equal to or lower than the predetermined current Ic again because the steering speed of the steering wheel 21 by the driver is reduced, the CPU determines “No” in step 320, and Proceeding to step 330, an instruction signal for switching the first switch 61 from the closed state to the open state is sent to the first switch 61, and the routine proceeds to step 390 to end the present routine tentatively.

  According to this, in the normal state where the required assist current Ias is equal to or less than the predetermined current Ic, the first predetermined position Q1 on the first conductive line 51a and the second predetermined position Q2 on the second conductive line 52a are electrically connected. Are separated. Therefore, like the first device, the first modification of the first device is compared with a vehicle power supply device that electrically connects the first predetermined position Q1 and the second predetermined position Q2 in advance. The possibility of vibration and noise occurring in either one of the EPS motor 31 and the TS motor 41 due to electrical noise can be reduced.

  In the first modification of the first device, “when the calculated required assist current Ias is larger than the predetermined current Ic” corresponds to the first connection condition.

  Further, as a second modification of the first device, the CPU is configured to perform processing in accordance with both the routine shown in the flowchart of FIG. 2 described above and the routine shown in the flowchart of FIG. 3 described above. May be.

  In this case, if the CPU determines “Yes” in step 220 in FIG. 2, even if it is determined “No” in step 320 in FIG. 3, the CPU opens the first switch 61 in step 330. Do not send the instruction signal to enter the state. Similarly, if the CPU determines “Yes” in step 320 of FIG. 3, even if it is determined “No” in step 220 of FIG. 2, the first switch in step 230 of FIG. No instruction signal for opening 61 is sent. In other words, the CPU is an instruction signal for opening the first switch 61 only when it is determined as “No” at Step 220 in FIG. 2 and when it is determined as “No” at Step 320 in FIG. Is sent out.

  According to this, when the necessary avoidance time Tb becomes smaller than a predetermined time TL or when the necessary assist current Ias is larger than the predetermined current Ic, the CPU performs the first opening / closing. The device 61 is switched to the connection state, and the first predetermined position on the first conductive line 51a and the second predetermined position on the second conductive line 52a are electrically connected. As a result, power is supplied to the EPS motor 31 through a parallel path including the first conductive line 51a and the second conductive line 52a.

  Accordingly, the second variation of the first device is that when the EPS motor 31 is expected to require relatively large power (current) and when it is actually needed, the EPS motor 31 from the battery 50a. The electrical resistance up to can be reduced. Therefore, it is possible to avoid a shortage of “current (ie, electric power) necessary for the EPS motor 31” for generating a sufficiently large assist torque for fast and large steering by the driver.

  In the second modification of the first device, “when the necessary avoidance time Tb is smaller than the predetermined time TL set in advance” and “the calculated required assist current Ias is larger than the predetermined current Ic. The case where at least one of the conditions “when large” is satisfied corresponds to the first connection condition.

Second Embodiment
Next, a vehicle power supply device (hereinafter referred to as “second device”) according to a second embodiment of the present invention will be described with reference to the schematic configuration diagram shown in FIG. 4. The second device is different from those of the first device in the first predetermined position Q1 on the first conductive line 51a and the second predetermined position Q2 on the second conductive line 52a. The second device opens and closes the first switch 61 in the same manner as the first device.

  In the second device, the first predetermined position Q1 is a position between the branch point B and the fuse 51b, and the second predetermined position Q2 is a position between the branch point B and the fuse 52b.

  According to this, when a current equal to or higher than the rated current of the EPS motor 31 flows through the first conductive line 51a, the fuse 51b electrically disconnects the first conductive line 51a. Further, since the fuse 51b is interposed downstream of the first switch 61 of the first conductive line 51a (downstream from the first predetermined position Q1), is the first switch 61 in the open state? Regardless of the closed state, the EPS motor 31 can be appropriately protected from an excessive current exceeding the rated current of the EPS motor 31.

  Further, when a current equal to or higher than the rated current of the TS motor 41 flows through the second conductive line 52a, the fuse 52b electrically cuts the second conductive line 52a. Further, since the fuse 52b is interposed downstream of the first switch 61 of the second conductive line 52a (downstream of the second predetermined position Q2), is the first switch 61 in the open state? Regardless of the closed state, the TS motor 41 can be appropriately protected from an excessive current exceeding the rated current of the TS motor 41.

<Third Embodiment>
Next, a vehicle power supply device (hereinafter referred to as “third device”) according to a third embodiment of the present invention will be described with reference to a schematic configuration diagram shown in FIG. 5. The third device is structurally different from the first device only in that it further includes a second switch 62.

  The second switch 62 in the third device closes the electrical path (third electrical path) formed by the second conductive line 52a from the second predetermined position Q2 to the fifth terminal portion P5 in response to the instruction signal. The state is switched to any one of a state (electrically conducting state) and an open state (electrically non-conducting state). The second switch 62 is a normally closed switch that is in a connected state (closed state) for electrical connection when there is no instruction signal from the electronic control unit 70.

  When the second connection condition is satisfied, the CPU sends an instruction signal for switching from the closed state to the open state to the second switch 62. The second connection condition is the same as the condition for sending the instruction signal to the first switch 61 (first connection condition). Therefore, in step 230 of FIG. 2, the CPU sends the instruction signal for opening the first switch 61 and the instruction signal for closing the second switch 62 to the first switch 61 and the second switch. To each of the devices 62. In step 240, the CPU also outputs an instruction signal for switching the first switch 61 from the open state to the closed state and an instruction signal for switching the second switch 62 from the closed state to the open state. And the second switch 62.

  According to this, when the second connection condition is satisfied, the electrical path (third electrical path) formed by the second conductive line 52a from the second predetermined position Q2 to the fifth terminal portion P5 is electrically conductive. It is switched from a conducting state to a non-conducting state that is electrically cut off. In other words, the third device prevents current from flowing through the TS motor 41 when the second connection condition is satisfied. Therefore, a larger current (that is, electric power) can be supplied to the EPS motor 31.

  The second connection condition may be the same as the condition in the first modification of the first device, or the same condition as the condition in the second modification of the first device. The second connection condition may be a condition different from the first connection condition in which the first connection condition is satisfied and another condition (for example, no current flows through the TS motor 41) is added.

The second connection condition may be that the necessary avoidance time Tb is smaller than a predetermined time s · TL obtained by multiplying the predetermined time TL by a predetermined ratio s smaller than 1; This condition may be satisfied when the current Ic becomes larger than a predetermined current s · Ic obtained by multiplying the current Ic by a predetermined ratio s smaller than 1. According to these, after the 2nd switch 62 is made into an open state, the 1st switch 61 can be made into a closed state.
Further, the second connection condition may be that the necessary avoidance time Tb is smaller than a predetermined time t · TL obtained by multiplying the predetermined time TL by a predetermined ratio t greater than 1; The condition may be satisfied when the current Ic becomes larger than a predetermined current t · Ic obtained by multiplying the current Ic by a predetermined ratio t greater than 1. According to these, after making the 1st switch 61 into a closed state, the 2nd switch 62 can also be made into an open state.

  In addition, the 2nd switch 62 may be inserted in series with the electrical path (2nd electrical path | route) which earth | grounds the 6th terminal part P6, for example. That is, the second switch 62 may be configured to switch the electrical path (second electrical path) from the sixth terminal portion P6 to the vehicle body from the closed state to the open state in response to the instruction signal.

<Fourth embodiment>
Next, a vehicle power supply device (hereinafter referred to as “fourth device”) according to a fourth embodiment of the present invention will be described with reference to a schematic configuration diagram shown in FIG. 6. The fourth device is structurally different from the first device only in that it further includes a third switch 63, a fourth switch 64, and a fifth switch 65.

  In the fourth device, the first predetermined position Q1 and the second predetermined position Q2 are at the same position as the first predetermined position Q1 and the second predetermined position Q2 in the first device. That is, the first predetermined position Q1 is a position on the first conductive line 51a between the fuse 51b and the power supply terminal (third terminal portion) P3 of the EPS driving circuit 32, and the second predetermined position Q2 is This is a position on the second conductive line 52a between the fuse 52b and the power supply terminal (fifth terminal portion) P5 of the TS drive circuit 42.

  In response to the instruction signal, the third switch 63 in the fourth device is on the first conductive line 51a and between the third predetermined position Q3 between the branch point B and the fuse 51b, and on the second conductive line 52a. Thus, the fourth predetermined position Q4 between the branch point B and the fuse 52b is switched to one of a closed state and an open state. The third switch 63 is a normally open switch that is in a disconnected state (open state) that is electrically disconnected when there is no instruction signal from the electronic control unit 70.

  In response to the instruction signal, the fourth switch 64 in the fourth device is located on the first conductive line 51a between the first predetermined position Q1 and the power supply terminal (third terminal portion) P3 of the EPS drive circuit 32. A sixth predetermined position Q6 between the second predetermined position Q2 on the second conductive line 52a and between the second predetermined position Q2 and the power supply terminal (fifth terminal portion) P5 of the TS drive circuit 42, Is switched to one of a closed state and an open state. The fourth switch 64 is a normally open switch that is in a disconnected state (open state) that is electrically disconnected when there is no instruction signal from the electronic control unit 70.

  The fifth switch 65 in the fourth device closes the electrical path (fourth electrical path) formed by the second conductive line 52a between the fuse 52b and the second predetermined position Q2 in response to the instruction signal. And any one of the open states. The fifth switch 65 is a normally closed switch that is in a connected state (closed state) for electrical connection when there is no instruction signal from the electronic control unit 70.

When the first connection condition is satisfied (while the first connection condition is satisfied), the CPU sends an instruction signal for switching the first switch 61 from the open state to the closed state.
When the third connection condition is satisfied (while the third connection condition is satisfied), the CPU sends an instruction signal for switching the third switch 63 from the open state to the closed state.
When the fourth connection condition is satisfied (while the fourth connection condition is satisfied), the CPU sends an instruction signal for switching the fourth switch 64 from the open state to the closed state.
When the fifth connection condition is satisfied (while the fifth connection condition is satisfied), the CPU sends an instruction signal for switching the third switch 65 from the closed state to the open state.

The first connection condition may be the same as the condition in the first device, the condition in the first modification of the first device, or the same condition as the condition in the second modification of the first device.
The third connection condition, the fourth connection condition, and the fifth connection condition may be the same as or different from the first connection condition.

  That is, the first connection condition, the third connection condition, the fourth connection condition, and the fifth connection condition in the fourth device are the conditions that the EPS motor 31 requires or requires a larger current than usual. It may be a condition that is satisfied when each is satisfied.

  When the first connection condition, the third connection condition, the fourth connection condition, and the fifth connection condition in the fourth device are the same as the first connection condition of the first device, the CPU proceeds to step 230 in FIG. An instruction signal for opening the first switch 61, an instruction signal for opening the third switch 63, an instruction signal for opening the fourth switch 64, and a state where the fifth switch 65 is closed Are sent to the first switch 61, the third switch 63, the fourth switch 64, and the fifth switch 65, respectively. In step 240, the CPU switches an instruction signal for switching the first switch 61 from the open state to the closed state, an instruction signal for switching the third switch 63 from the open state to the closed state, and a fourth switch 64. An instruction signal for switching from the open state to the closed state and an instruction signal for switching the fifth switch 65 from the closed state to the open state are the first switch 61, the third switch 63, the fourth switch 64, and the same. Each is sent to the fifth switch 65.

  When the first connection condition, the third connection condition, the fourth connection condition, and the fifth connection condition in the fourth device are the same as the first connection condition of the first modification of the first device, the CPU 3, the instruction signal for opening the first switch 61, the instruction signal for opening the third switch 63, the instruction signal for opening the fourth switch 64, and the fifth An instruction signal for closing the switch 65 is sent to the first switch 61, the third switch 63, the fourth switch 64, and the fifth switch 65, respectively. In step 340, the CPU also sets an instruction signal for switching the first switch 61 from the open state to the closed state, an instruction signal for switching the third switch 63 from the open state to the closed state, and a fourth switch 64. An instruction signal for switching from the open state to the closed state and an instruction signal for switching the fifth switch 65 from the closed state to the open state are the first switch 61, the third switch 63, the fourth switch 64, and the same. Each is sent to the fifth switch 65.

  According to this, when the third connection condition is satisfied, the CPU and the third switch 63 cause the third predetermined position Q3 on the first conductive line 51a between the branch point B and the fuse 51b, The second predetermined position Q4 on the second conductive line 52a and between the branch point B and the fuse 52b is electrically connected. Thereby, the first terminal portion P1 and the third predetermined position Q3 are connected by a parallel path including a part of the first conductive line 51a and a part of the second conductive line 52a.

  Further, when the fourth connection condition is satisfied, the CPU and the fourth switch 64 cause the first predetermined position Q1 on the first conductive line 51a and the power supply terminal (third terminal portion) P3 of the EPS drive circuit 32 to be set. A sixth predetermined position Q6 between the second predetermined position Q2 on the second conductive line 52a and between the second predetermined position Q2 and the power supply terminal (fifth terminal portion) P5 of the TS drive circuit 42. Are electrically connected. Thereby, the first conductive line 51a and a part of the second conductive line 52a form a parallel path downstream of the fuse 51b and the fuse 52b. That is, the path from Q2 to Q6 is connected in parallel to the path from Q1 to Q5. Therefore, the amount of voltage drop between the battery 50a and the EPS motor 31 can be further reduced.

  Further, when the fifth connection condition is satisfied, an electric path (fourth electric path) formed by the second conductive line 52a between the fuse 52b and the second predetermined position Q2 is set by the CPU and the fifth switch 65. Electrically shut off. Therefore, the current flowing through the EPS motor 31 and the TS motor 41 passes only through the fuse 51b. Therefore, it is possible to reliably avoid the current exceeding the rated current of the EPS motor 31 from flowing through the EPS motor 31 by the fuse 51b. In addition, the 5th switch 65 should just be interposed on the 2nd conductive line 52a which ties the 4th predetermined position Q4 and the 2nd predetermined position Q2.

  As described above, according to the vehicular power supply apparatus according to each embodiment of the present invention, when it is predicted that the EPS motor 31 will require relatively large power (current) (for example, emergency avoidance) The first terminal portion P1 including the positive terminal 50b of the battery 50a, when the possibility becomes greater than a predetermined value) and / or when the EPS motor 31 actually requires relatively large power (current); Since the electrical resistance between the EPS drive circuit 32 and the power supply terminal (third terminal portion) P3 can be reduced, the amount of voltage drop between the battery 50a and the EPS motor 31 can be reduced. Therefore, the vehicle power supply device of each of the above embodiments can secure a current (that is, electric power) necessary for the EPS motor 31 in order for the EPS motor 31 to generate a large output. As a result, the EPS motor 31 can exhibit sufficient output and / or responsiveness.

  The present invention is not limited to the above-described embodiments, and various modifications can be employed within the scope of the present invention. For example, in each of the above embodiments, the “first electric load device” is an electric power steering device (an EPS drive circuit 32 of the EPS motor 31), but the “first electric load device” is an electric rear wheel steering. An electric actuator of a device (such as 4WS and active rear steer), an electric actuator of an electric stabilizer, and an electric pump of an electronically controlled brake device may be used.

  In each of the above embodiments, the “second electric load device” is an electric telescopic device (the TS drive circuit 42 of the TS motor 41), but the “second electric load device” is “the first electric load device”. Can be selected as appropriate. The “second electric load device” may be an electric motor of a rear power window device arranged in the vicinity thereof when the “first electric load device” is, for example, an active rear steer electric motor. The “second electrical load device” is preferably an electrical load device installed in the vicinity of the “first electrical load device” in order to increase the decrease in electrical resistance due to the parallel connection.

  The “second electrical load device” is preferably an electrical load device that is different from the “first electrical load device” in main use conditions. In other words, it is desirable that the “second electrical load device” is an electrical load device that is primarily operated at a timing different from the timing at which the “first electrical load device” requires a large current. In other words, the “first electrical load device” has a first connection condition, a second connection condition, a second connection condition, a third connection condition, a fourth connection condition, and a fifth connection condition. It is an electrical load device that requires or is likely to require a larger current than when the third connection condition, the fourth connection condition, and the fifth connection condition are not satisfied, and the “second electrical load device” is the first connection condition. When the second connection condition, the third connection condition, the fourth connection condition, and the fifth connection condition are satisfied, the first connection condition, the second connection condition, the third connection condition, the fourth connection condition, and the fifth connection condition are determined. It is an electric load device that requires or is likely to require a current that is equal to or smaller than that at the time of failure.

  In each of the above embodiments, the first conductive line 51a and the second conductive line 52a are branched from the main conductive line 51. For example, the first conductive line 51a and the second conductive line 52a are the battery 50a. The positive electrode terminal 50b may be directly connected.

  Further, in each of the above-described embodiments, the fuse 51b and the fuse 52b are disposed on the first conductive line 51a and the second conductive line 52a, respectively, upstream of the EPS motor 31 and the TS motor 41. However, for example, the fuse 51b and the fuse 52b are provided on the first electric path between the ground terminal (fourth terminal portion) P4 and the vehicle body and the second between the ground terminal (sixth terminal portion) P6 and the vehicle body. Each may be interposed on the electric path.

  In each of the above embodiments, the avoidability index value indicating the possibility that the vehicle 10 can avoid an obstacle (preceding vehicle) is the distance Lr from the vehicle 10 to the obstacle (preceding vehicle) and the vehicle 10. Is obtained based on the relative speed Vr between the vehicle and the obstacle (preceding vehicle), but the avoidability index value may be obtained using another known method.

  Further, in the first and second modifications of the first device, whether or not the EPS motor 31 actually requires a large current is determined by determining whether or not the required assist current Ias is larger than the predetermined current Ic. Whether the EPS motor 31 actually requires a large current by determining whether or not the steering torque TR detected by the steering torque sensor 34 is larger than a predetermined torque TRc, for example. Whether or not the EPS motor 31 actually requires a large current is determined by determining whether or not the rotation angle θ detected by the steering sensor 35 is larger than the predetermined rotation angle θc. May be determined.

  In each of the above embodiments, each switching unit is a semiconductor switch. However, the switching unit is switched to one of a connection state electrically connected by a relay and a disconnected state electrically disconnected. It may be like this.

  In each of the above embodiments, the only electric load device that forms a parallel path with respect to the EPS drive circuit (first electric load device) 32 is the TS drive circuit (second electric load device) 42. As a schematic configuration diagram of the third modification of the first device shown in FIG. 7, as two or more electric load devices including a TS drive circuit (second electric load device) 42 and a “third electric load device” 82. Also good.

  The “third electric load device” 82 has a power supply terminal (seventh terminal portion) P7 and a ground terminal (eighth terminal portion) P8, and is between the seventh terminal portion P7 and the eighth terminal portion P8. The third electric load 81 is electrically connected to the first electric load. The third electric load 81 may be, for example, an electric motor or a solenoid, and is an electric drive device that generates sound, light, mechanical power, and the like when a current flows.

In the third modification of the first device, in addition to the power supply device 50 of the first device, a third conductive line 53a, a sixth switching unit (sixth switch) 66, and a sixth switching control unit (electronic control unit 70). CPU).
The third conductive line 53a branches from the branch point B together with the first conductive line 51a and the second conductive line 52a, one end is electrically connected to the first terminal portion P1, and the other end is the seventh conductive line. It is electrically connected to the terminal part P7.

The sixth switch 66 is connected to electrically connect the seventh predetermined position Q7 on the first conductive line 51a and the eighth predetermined position Q8 on the third conductive line 53a in response to an instruction signal. And any one of the electrically disconnected states. The sixth switch 66 is a normally open switch that is in a disconnected state (open state) that is electrically disconnected when there is no instruction signal from the electronic control unit 70.
When the CPU determines whether or not the seventh connection condition is satisfied and determines that the first connection condition is satisfied, the CPU switches the first switch 61 and the sixth switch 66 from the disconnected state to the connected state. The instruction signal for switching the state is sent out. The first connection condition and the seventh connection condition in the third modification of the first device may be the same as or different from the first connection condition of the first device, respectively.

  Further, when the first connection condition and the seventh connection condition in the third modification of the first device are the same as the first connection condition in the first modification of the first device, the CPU performs step 230 in FIG. Then, an instruction signal for opening the first switch 61 and the sixth switch 66 is sent to the first switch 61 and the sixth switch 66, respectively. In step 240, the CPU sends instruction signals for switching the first switch 61 and the sixth switch 66 from the open state to the closed state to the first switch 61 and the sixth switch 66, respectively. To do.

  According to this, when the first connection condition and the seventh connection condition are respectively satisfied, the first predetermined position Q1 and the second predetermined position Q2 are electrically connected, and the seventh predetermined position Q7 and the eighth predetermined position are electrically connected. The position Q8 is electrically connected. Accordingly, the first terminal portion P1 and the first predetermined position Q1 are connected by a parallel path including a part of the first conductive line 51a and a part of the second conductive line 52a, and the first terminal part P1. And the seventh predetermined position Q7 are connected by a parallel path including a part of the first conductive line 51a and a part of the third conductive line 53a. Accordingly, since the electrical resistance between the first terminal part P1 including the positive terminal 50b of the battery 50a and the power supply terminal (third terminal part) P3 of the EPS drive circuit 32 can be reduced, the battery 50a to the EPS motor 31 can be reduced. The amount of voltage drop between the two can be reduced.

1 is a schematic configuration diagram of a vehicle power supply device (first device) according to a first embodiment of the present invention. It is a flowchart which shows the control routine in a 1st apparatus. It is a flowchart which shows the control routine in the 1st modification of a 1st apparatus. It is a schematic block diagram of the vehicle electric power supply apparatus (2nd apparatus) which concerns on 2nd Embodiment by this invention. It is a schematic block diagram of the vehicle electric power supply apparatus (3rd apparatus) which concerns on 3rd Embodiment by this invention. It is a schematic block diagram of the vehicle electric power supply apparatus (4th apparatus) which concerns on 4th Embodiment by this invention. It is a schematic block diagram in the 3rd modification of a 1st apparatus.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 20 ... Steering device, 21 ... Steering handle, 22 ... Steering column, 23 ... Rack and pinion mechanism, 24 ... Tie rod, 30 ... Electric power steering device, 31 ... Electric power steering motor, 32 ... Electric type Power steering drive circuit, 32a to 32d ... control switch, 33 ... power transmission mechanism, 34 ... steering torque sensor, 35 ... steering sensor, 40 ... electric telescopic device, 41 ... electric telescopic motor, 42 ... electric telescopic drive circuit 43 ... Telescopic mechanism, 44 ... Telescopic control switch, 50 ... Power supply device, 50a ... Battery, 51 ... Main conductor wire, 51a ... First conductor wire, 52a ... Second conductor wire, 53a ... Third conductor wire, 51b , 52b, 53b ... fuses, 61-66 ... first Sixth switch 70 ... electronic control unit, 71 ... obstacle detection sensor, 80 ... third electrical load device, 81 ... third electrical load 82 ... third electric load drive circuit.

Claims (5)

A power source having a first terminal portion and a second terminal portion and generating a potential difference between the first terminal portion and the second terminal portion;
A first electric load device having a first electric load having a third terminal portion and a fourth terminal portion and electrically connected between the third terminal portion and the fourth terminal portion;
A first conductive wire having one end electrically connected to the first terminal portion and the other end electrically connected to the third terminal portion;
A first electrical path for electrically connecting the fourth terminal portion to the second terminal portion;
A second electrical load device having a second electrical load having a fifth terminal portion and a sixth terminal portion and electrically connected between the fifth terminal portion and the sixth terminal portion;
A second conductive wire having one end electrically connected to the first terminal portion and the other end electrically connected to the fifth terminal portion;
A second electrical path for electrically connecting the sixth terminal portion to the second terminal portion;
In a vehicle power supply device configured to supply power supplied from the power source to the first electric load and the second electric load,
One of a connection state in which the first predetermined position on the first conductive line and the second predetermined position on the second conductive line are electrically connected in response to the instruction signal and a disconnected state in which the first predetermined position is electrically disconnected A first switching unit for switching to a state;
The instruction for determining whether the first connection condition is satisfied and for causing the first switching unit to switch the state from the disconnected state to the connected state when it is determined that the first connection condition is satisfied. A first switching control unit for transmitting a signal;
A vehicle power supply device comprising: The vehicle power supply device according to claim 1,
When a current equal to or higher than the rated current of the first electrical load flows on the first conductive wire and is interposed between the first terminal portion and the first predetermined position. A first cutting portion for electrically cutting the first conductive wire;
When a current equal to or higher than the rated current of the second electrical load flows on the second conductive line and is interposed between the first terminal portion and the second predetermined position. A second cutting portion for electrically cutting the second conductive line;
A vehicle power supply device comprising: The vehicle power supply device according to claim 1,
When a current equal to or higher than the rated current of the first electric load flows on the first conductive wire and is interposed between the first predetermined position and the third terminal portion. A third cutting portion for electrically cutting the first conductive wire;
When a current equal to or higher than the rated current of the second electrical load flows on the second conductive wire and is interposed between the second predetermined position and the fifth terminal portion. A fourth cutting portion for electrically cutting the second conductive wire;
A vehicle power supply device comprising: The vehicle power supply device according to any one of claims 1 to 3,
In response to the instruction signal, at least one of the third electrical path and the second electrical path formed by the second conductive line from the second predetermined position to the fifth terminal portion is electrically connected A second switching unit that switches to any one of a conductive state that is electrically connected to and a non-conductive state that is electrically disconnected;
Determining whether or not the second connection condition is satisfied, and causing the second switching unit to switch the state from the conductive state to the non-conductive state when it is determined that the second connection condition is satisfied. A second switching control unit for sending an instruction signal;
A vehicle power supply device comprising: The vehicle power supply device according to claim 2,
In response to the instruction signal, a third predetermined position on the first conductive line between the first terminal portion and the first cutting portion, and on the second conductive line and the first terminal portion, A third switching unit for switching to a state of electrically connecting and a disconnected state of electrically disconnecting a fourth predetermined position between the second cutting unit;
The instruction for determining whether the third connection condition is satisfied and for causing the third switching unit to switch the state from the disconnected state to the connected state when it is determined that the third connection condition is satisfied. A third switching control unit for transmitting a signal;
In response to the instruction signal, a fifth predetermined position on the first conductive line between the first predetermined position and the third terminal portion, and a second predetermined position on the second conductive line, A fourth switching section for switching to a sixth predetermined position between the fifth terminal section and any one of a connection state electrically connected and a disconnected state electrically disconnected;
The instruction for determining whether the fourth connection condition is satisfied and for causing the fourth switching unit to switch the state from the disconnected state to the connected state when it is determined that the fourth connection condition is satisfied. A fourth switching control unit for transmitting a signal;
In response to the instruction signal, a conductive state for electrically conducting the electrical path formed by the second conductive line between the fourth predetermined position and the second predetermined position and a non-conductive state for electrically blocking the electrical path. A fifth switching unit for switching to any one of the states,
Determining whether or not the fifth connection condition is satisfied, and causing the fifth switching unit to switch the state from the conductive state to the non-conductive state when it is determined that the fifth connection condition is satisfied. A fifth switching control unit for sending an instruction signal;
A vehicle power supply device comprising:

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