JP2011050158A - Power supply controller - Google Patents

Abstract

A power supply control apparatus capable of responding to various requests of individual users and realizing more user-friendly control.
A power supply control device according to the present invention cuts off power supply from a power supply to an electronic control device in a first range when the vehicle state is shifted to a stop state S in which a prime mover of the vehicle is stopped. Power supply from the power source to the second range electronic control device other than the first range electronic control device based on the first shutoff means D1 and the transition permission command permitting the transition from the stop state S to the non-use state DS Including a second blocking means D2 for blocking
[Selection] Figure 2

Description

  The present invention relates to a power supply control device suitable for being applied to vehicles such as passenger cars, trucks, and buses.

  In recent vehicles, an in-vehicle device for realizing various functions in the vehicle is controlled by an electronic control device such as an ECU (Electronic Control Unit) corresponding to each in-vehicle device. The number of such electronic control devices installed in a vehicle tends to increase as the on-board equipment becomes more electronically controlled, and the power consumption increases as the number of installed electronic control devices increases. In particular, there is a concern that the power consumption in the stop state in which the prime mover of the vehicle is stopped may cause the battery voltage of the vehicle to decrease, making it difficult to restart the engine at the end of parking.

  As a solution to such a problem, for example, a power supply control device as described in Patent Document 1 has been proposed. In the power supply control device described in Patent Document 1, after a certain period of time has elapsed since the engine was stopped, power supply from the battery to the electronic control device is stopped and the voltage of the battery is monitored to reduce the voltage. It is described that when the power consumption tends to increase, the above-mentioned certain period is shortened and the power supply from the battery to the electronic control device is stopped early.

Japanese Patent Laid-Open No. 2003-063330

  However, such a conventional power control device is configured to stop power supply from the battery to the electronic control device based only on the voltage of the battery. For example, after the engine stops, the user gets off the vehicle. Even in the case of a stop state, the smart entry system cannot respond to individual user requests such as saying that the power supply should be utilized without intentionally stopping the power supply. In other words, the power supply to all the electronic control devices is uniformly stopped regardless of the user's intention, and thus it is not possible to provide more user-friendly control that fully considers various requests of individual users. Problems arise.

  In view of the above problems, an object of the present invention is to provide a power supply control apparatus that can respond to various requests of individual users and can realize more user-friendly control.

In order to solve the above problem, a power supply control device according to the present invention
A first shut-off means for shutting off the power supply from the power source to the electronic control unit in the first range when the vehicle state is shifted to a stop state in which the prime mover of the vehicle is stopped;
Second shut-off means for shutting off power supply from a power source to an electronic control device in a second range other than the electronic control device in the first range based on a transition permission command permitting the transition from the stopped state to the non-use state It is characterized by including.

  The prime mover includes an engine or a motor. When the vehicle is a gasoline vehicle or a diesel vehicle and the prime mover is an engine, the stop does not include an idling stop in a signal wait or the like. Further, when the vehicle is an electric vehicle or a fuel cell vehicle and the prime mover is a motor, the stop does not indicate that the prime mover is temporarily stopped during traveling, and drives the prime mover. The power supply to the driving circuit is stopped.

In the power supply control device,
A first power supply line that supplies power from the power source to the electronic controller in the first range; and a second power supply line that supplies power from the power source to the electronic controller in the second range;
Preferably, the first shut-off means shuts off the power source and the first power supply line, and the second shut-off means shuts off the power source and the second power supply line.

  According to this, the first blocking means and the second blocking means can be configured relatively easily.

Here, in the power supply control device,
The electronic controller in the second range preferably includes an electronic controller that realizes at least one of a welcome function for the user of the vehicle, a smart entry function, a legal compliance function, and a security function.

  According to the power supply control device, a function that is highly unlikely to be requested to stop power supply even when the user is in a stopped state is included in the electronic device in the second range, so that the stopped state based on the user's request. Also, in the case where the second shut-off means is not shut off, the power supply from the power source can be selectively continued appropriately.

In the power supply control device,
The transition permission command includes at least one of a signal from the outside of the vehicle, a monitoring state of the power source, and an elapsed time from the start of the stop state.

  According to the power supply control device, the user's intention is that the transition permission command can be selected by the user as the transition permission command, for example, an external signal from a magnetic medium such as a smart entry key, watermelon, Pasmo, or Eddie. It can be easily reflected. Moreover, the transition or transition of the state of the vehicle based on the voltage of the power source, particularly based on the voltage, including the monitoring state of the power source, the elapsed time from the start of the stop state, and the like can be executed in parallel.

Furthermore, in the power supply control device,
It is preferable to include release means for releasing the blocking by the second blocking means based on a release command.

  According to this, the cancellation | release of the interruption | blocking by said 2nd interruption | blocking means can be performed based on the said cancellation | release command.

Here, in the power supply control device,
The release command includes at least one of an operation on any operated part included in the vehicle, a combination of the operations, or a signal from the outside of the vehicle.

  According to the power supply control device, the release command is appropriately set based on user preference, for example, a combination of operation of a certain switch or a combination of operation of a handle, a brake pedal, a side brake, and an air conditioner switch. It can be made possible, and the signal from the outside by the smart entry key or watermelon can also be selected, and the user's intention can be easily reflected.

In addition, in the power supply control device,
The second shut-off means is based on a priority order determined between the electronic control devices included in the electronic control device of the second range for shutting off the power supply from the power source to the electronic control device of the second range. It is good also as performing in order.

According to the power supply control device,
The blocking can be executed in stages based on the priority. For example, based on the priority order, if a function is gradually cut off from a function with a low priority every time a certain period of time elapses, the vehicle is not used for a short time, that is, the vehicle is left for a short period of time. The power supply is continued for the high priority function, and when the vehicle is not used for a long time, that is, when the vehicle is left for a long period of time, the blocking is performed including the high priority function. Thus, it is possible to perform blocking with higher flexibility and selectivity. Note that a certain time can be set as one hour or one day.

Here, in the power supply control device,
The priority order may be determined based on at least one of power consumption, importance, and convenience of each electronic control device included in the electronic control device in the second range.

In the power supply control device,
The second power supply line for supplying power from the power source to the electronic control device in the second range includes individual power supply systems corresponding to the electronic control devices for each priority,
The second shut-off means shuts off the power source and the power supply system individually.

  According to the power supply control device of the present invention, it is possible to provide a power supply control device that realizes more user-friendly power supply stop control in consideration of various requests of individual users.

It is a block diagram which shows one Embodiment of the power supply control apparatus which concerns on this invention. It is a functional block diagram which shows the interruption | blocking function of the power supply control apparatus which concerns on this invention. It is a functional block diagram which shows the control content of the power supply control apparatus which concerns on this invention. It is a schematic diagram which shows the state transition or transition of a vehicle based on the control content of the power supply control device which concerns on this invention. It is a flowchart which shows the control content of the power supply control apparatus which concerns on this invention. It is a schematic diagram which shows the signal used as the trigger of the after-state of a vehicle based on the control content of the power supply control device which concerns on this invention, or a transition. It is a block diagram which shows one Embodiment of the power supply control apparatus which concerns on this invention. It is a schematic diagram which shows the map used for control of the power supply control apparatus which concerns on this invention. It is a schematic diagram which shows the map used for control of the power supply control apparatus which concerns on this invention.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram illustrating an embodiment of a power supply control device 1 according to the first embodiment, and FIG. 2 is a functional block diagram illustrating a shut-off function of the power supply control device 1 according to the first embodiment. These are functional block diagrams which show the control content of the power supply control circuit 1 of the present Example 1. FIG. FIG. 4 is a state transition diagram showing the state transition of the vehicle selected by executing the control of the power supply control circuit 1 of the first embodiment.

  As shown in FIG. 1, the power supply control device 1 according to the first embodiment includes a control unit A, a power supply unit B including a rechargeable secondary battery such as a Pb battery or a nickel metal hydride battery, an ECU 1, and an ECU 2. The first power supply line C1 and the second power supply line C2 are provided.

  The control unit A is a power management ECU, and a switch D1 that cuts off between the power supply unit B and the first power supply line C1, and a switch that cuts off between the power supply unit B and the second power supply line C2. For example, a CPU, a ROM, a RAM, an EEPROM, and a data bus and an input / output interface for interconnecting them. According to a program stored in the flash memory, the switch D1 and the switch are mainly described as follows. D2 on / off control is executed. The control unit A and the ECU 1 and ECU 2 are connected to each other according to a communication standard such as CAN (Controller Area Network) not shown.

  The ECU 1 is composed of, for example, a CPU, ROM, RAM, EEPROM, and a data bus and an input / output interface for interconnecting them, and signals from sensors connected by arrow lines in FIG. 1 according to a program stored in the flash memory. Based on the above, processing for controlling the actuator ACT connected by the arrow line in FIG. 1 is performed.

  The ECU 1 belongs to the electronic controller in the first range. The electronic controller in the first range is an ECU that is essential for driving control, steering control, and ensuring user comfort, mainly when the ignition key of the vehicle is on and the vehicle is in the driving mode D. That is, it does not belong to the electronic controller in the second range described later. In the ECU 1, when the switch D <b> 1 is turned on and is not cut off, power is supplied from the power supply unit B through the first power supply line C <b> 1 as indicated by the hatched arrows in FIG. 1.

The ECU 2 is composed of, for example, a CPU, ROM, RAM, EEPROM and a data bus and an input / output interface for interconnecting them, and a plurality of sensors connected by arrow lines in FIG. 1 according to a program stored in the flash memory. Based on this signal, a process for controlling the plurality of actuators ACT connected by the arrow line in FIG. 1 is performed. The ECU 2 belongs to the electronic controller in the second range.

  The electronic controller in the second range refers to an ECU that realizes a so-called welcome function, smart entry function, legal compliance function, and security function. Here, although ECU2 shall implement | achieve these four functions, it is good also as a structure with which ECU exists separately for every function implement | achieved.

  The welcome function refers to the function to turn on the lamp in the vehicle when the user who has the smart entry key approaches a predetermined range from the vehicle. The smart entry function is the user who has the smart entry key. When the user presses the button switch on the door of the vehicle, the vehicle is unlocked and refers to a function of locking when the user who has the smart entry key moves out of the predetermined range from the vehicle.

  In addition, the legal compliance function refers to, for example, vaporized gas containing a volatile organic compound (VOC) generated in a fuel tank based on appropriate pressure detection and solenoid valve control in the intake system of the engine. It includes an evaporation function that prevents transporting and releasing transpiration gas outside the fuel tank. Furthermore, the security function refers to a function that mainly detects a breakage of a windshield or door glass and performs a notification and alarm to a mobile phone possessed by the user or a security center to which the user belongs.

  In the ECU 2, when the switch D <b> 2 is turned on and shut-off is not performed, power is supplied from the power supply unit B through the second power supply line C <b> 2 as indicated by a white arrow in FIG. 1.

  Hereinafter, the connection mode of the switch D1 and the first power supply line C1 and the switch D2 and the second power supply line C2 included in the control unit A will be described in more detail. As shown in FIG. 2, the control unit A includes, for example, a switch D1 including a semiconductor switching element such as a MOSFET, IGBT, IPM, and the switch D2.

  The switch D1 constitutes a first shut-off means for selectively shutting off between the power supply part B constituting the battery and the first power supply line C1. The switch D2 constitutes a second cutoff unit that selectively cuts off the power supply unit B and the second power supply line C2. The control unit A is directly supplied with power from the power supply unit B without going through the first power supply line C1 and the second power supply line C2.

  As shown in FIG. 3, the control unit A includes an OR circuit to which a timer signal, a power supply voltage sensor signal, and a user input signal are input, an output of the OR circuit (an entry signal, that is, a transition permission command), and a release signal (release). A first AND circuit to which an output of a first NOT circuit to which a command is input and an output of a second NOT circuit to which an operation mode signal (ignition switch on condition) is input are input. Further, the control unit A constitutes a second AND circuit that receives the output of the first AND circuit and the security abnormality detection signal and outputs a security abnormality processing system signal.

  Here, the timer signal is turned on after the ignition key is switched from on to off, the engine is stopped, the operation mode signal is switched from H to L, and the vehicle state is shifted from the operation mode D to the standby mode S, that is, in the standby mode. This is a signal that changes from L to H when a certain amount of time has elapsed since the start of mode S.

  The power supply voltage sensor signal is a signal that changes from L to H when the voltage is equal to or lower than a predetermined threshold based on a voltage that is an output of a voltage sensor (not shown) installed in the power supply unit B. Further, the user input signal here is a signal that changes from L to H, and is a signal from the outside of the vehicle.

  Although not shown in FIG. 3, the controller A assumes that the operation mode signal is switched from H to L as a premise of the first embodiment, and turns off the switch D <b> 1 shown in FIG. 2 to cut off the power supply to the ECU 1. Then, as shown by an arrow α in FIG. 4, the vehicle state is shifted from the operation mode D (operation state) to the standby mode S (stop state).

  Furthermore, the control unit A outputs the OR circuit (entry signal) when any one of the timer signal, the power supply voltage sensor signal, and the user input signal changes from L to H under the condition that the operation mode signal is L. Is set to H, the output is inverted by a NOT circuit (not shown), and the switch D2 is turned off.

  The control unit A cuts off the power supply to the ECU 2 by turning off the switch D2, and the vehicle state is changed from the standby mode S (stop state) to the deep standby mode DS (non-use state) as shown by an arrow β in FIG. ). That is, the timer signal, the power supply voltage sensor signal, and the user input signal form an entry signal group for the deep standby mode DS as shown in FIG.

  Here, the output of the first AND circuit is fed back to the input terminal of the OR circuit, and after the output of the first AND circuit once becomes H, the timer signal, the power supply voltage sensor signal, and the user input signal Even if all become L, unless the release signal changes from L to H, the output of the first AND circuit is held at H and the cutoff of the switch D2 is held.

  Here, the release signal is, for example, a signal that changes from L to H based on a combination of operations such as turning the steering wheel left and right and then stepping on the brake twice, and the user holding the smart entry key from the vehicle This signal changes from L to H when approaching within a predetermined distance. The former signal is an operation or combination of operations on any of the operated parts included in the vehicle, and the latter signal is a signal from the outside of the vehicle.

  The former signal is set in the situation where the vehicle is in the driving mode D. For example, the presence of the deep standby mode DS and the release signal are displayed to the user by the display and touch panel included in the car navigation system or the meter panel. Can be appropriately set by appropriately explaining that it can be set according to the user's preference and displaying a combination of operations constituting the release signal on the display and prompting the user to select and confirm with the touch panel.

  When the output of the first AND circuit is H and when the security abnormality detection signal is H, the security abnormality processing system signal, which is the output of the second AND circuit, is H, and the control unit A displays the arrow in FIG. As indicated by γ, in order to shift the vehicle state from the deep standby mode DS (non-use state) to the emergency mode U, only the switch D2 is turned on, and the ECU 2 is set to make use of only the security function. Command is output on CAN.

  In the emergency mode U, when the security abnormality detection signal changes from H to L, the security abnormality processing system signal that is the output of the second AND circuit becomes L, and the control unit A indicates the vehicle as shown by the arrow δ in FIG. The state is shifted from the emergency mode U to the deep standby mode DS.

  In the deep standby mode DS, when the release signal is changed from L to H, the output of the first AND circuit is changed from H to L, the SW control signal is changed to L, the switch D2 is turned on, as shown by an arrow ε in FIG. The vehicle state is shifted from the deep standby mode DS to the standby mode S.

  Further, in the standby mode S, when the operation mode signal changes from L to H, the control unit A turns on the switch D1, and changes the vehicle state from the standby mode S to the operation mode D as indicated by an arrow ζ in FIG. Transition, transition.

  The overall flow of the control contents of the control unit A described above will be described with reference to the flowchart shown in FIG.

  As shown in FIG. 5, in step S1, the control unit A detects a timer signal, a power supply voltage sensor signal, a user input signal, and an operation mode signal input to the input / output interface. In step S2, the control unit A Then, it is determined whether or not the driving mode signal is off (L: the ignition switch is off). If the driving mode signal is affirmative, the switch D1 is turned off and the vehicle state is shifted from the driving mode D to the standby mode S. The process proceeds to step S3, and if negative, the process returns to step S1.

  In step S3, the controller A determines whether the timer signal is on (H), whether the power supply voltage sensor signal is on (H), and whether the user input signal is on (H). If either is positive, the process proceeds to step S4. If all are negative, the process returns to step S3.

  In step S4, the control unit A changes the vehicle state from the standby mode S to the deep standby mode DS by setting the SW control signal to H and turning off the switch D2.

  In step S5, the control unit A detects a release signal and a security abnormality signal input to the input / output interface. In step S6, whether or not the security abnormality detection signal is H and a security abnormality has occurred. If NO, step S7 to S9 are skipped and the process proceeds to step S10.

  In step S6, if the result is affirmative, the process proceeds to step S7, and the control unit A turns on the switch D2 again and outputs a command for using only the security function to the ECU 2 to change the vehicle state from the deep standby mode DS to the emergency mode U. Transition.

  In step S8, the control unit A determines whether or not the security abnormality detection signal is changed from H to L, and the security abnormality is resolved. If negative, the control unit A returns to the step before step S8. Proceeding to S9, the switch D2 is turned off to end the emergency mode U, and the vehicle state is shifted to the deep standby mode DS.

  In step S10, the control unit A determines whether or not the release signal is on (H). If the determination is negative, the control unit A returns to the step before step S5. If the determination is affirmative, the control unit A turns on the switch D2 to determine the state of the vehicle. Is shifted from the deep standby mode DS to the standby mode S.

  According to the power supply control device 1 of the first embodiment realized by these control contents, the following vehicle state transition modes can be realized. Hereinafter, a time series of transition modes will be described with reference to the drawings. FIG. 6 is a time chart illustrating a time series of vehicle state transition modes realized by the power supply control device 1 according to the first embodiment.

  As shown in FIG. 6, when the driving mode signal is H, even if the user input signal changes from L to H, the user input signal is ignored based on the first AND circuit shown in FIG. The state is maintained in the operation mode D. When the driving mode signal changes from H to L, only the switch D1 is turned off by the controller A, and the vehicle state is shifted from the driving mode D to the standby mode S.

  In the standby mode S, the timer signal or the power supply voltage sensor signal is changed from L to H, that is, the entry signal is turned on, the SW control signal shown in FIG. 3 is turned H, the switch D2 is turned off, and the vehicle is in the standby mode S. To deep standby mode DS.

  In the deep standby mode DS, when the security abnormality detection signal changes from L to H, the security abnormality processing system signal is turned on based on the second AND circuit, the switch D2 is turned on, and only the security abnormality processing system of the ECU 2 is utilized. A command is output on CAN, and the state of the vehicle is shifted from the deep standby mode DS to the emergency mode U.

  In the emergency mode U, when the security abnormality detection signal changes from H to L, based on the second AND circuit, the security abnormality processing system signal is turned off, that is, the switch D2 is turned off, the emergency mode U is canceled, and the vehicle The state is shifted from the emergency mode U to the deep standby mode DS.

  When the release signal changes from L to H in the deep standby mode DS, the switch D2 is turned on based on the first AND circuit, and the vehicle state is shifted from the deep standby mode DS to the standby mode S.

  In the standby mode S, when the user input signal changes from L to H, based on the first AND circuit, the SW control signal becomes H and the switch D2 is turned off, and the vehicle state shifts from the standby mode S to the deep standby mode DS. Is done. In this state, when the release signal changes from L to H, based on the first NOT circuit and the first AND circuit, the SW control signal becomes L and the switch D2 is turned on, and the vehicle state changes from the deep standby mode DS to the standby mode. S is transferred to.

  As shown in FIG. 6 and FIG. 4, the operation mode D, standby mode S, deep standby mode DS, and emergency mode U are all shifted in series in this order, and in particular, the operation mode D and the deep standby mode are changed. Direct transition between DSs is prohibited, and transition and transition between emergency mode U and standby mode S are also prohibited.

  According to the power supply control circuit 1 of the first embodiment described above, the following operational effects can be obtained. That is, according to the power supply control device 1 of the first embodiment, there is a high possibility that the user does not desire to stop the power supply even when the engine is stopped. For example, the welcome function, the smart entry function, and the legal compliance Functions such as a function and a security function can be appropriately and selectively continued within a range in which power supply is allowed even in a stopped state based on both a user request and a power supply state. As a result, it is possible to realize user-friendly power control that can flexibly respond to user requests.

  In addition to this, in the deep standby mode DS, the power consumption of all ECUs other than the control unit A can be cut off, so in particular, when the vehicle is not used for a long period of time, it is not used. In this case, the power consumption of the engine can be suppressed as much as possible, the voltage drop of the power supply B can be prevented, and the engine restart characteristic can be improved when the vehicle is set to the operation mode D again.

  Further, in the power supply control device 1 according to the first embodiment, as an entry command for permitting transition from the standby mode S to the deep standby mode DS, that is, a transition permission command, a user input signal, that is, a signal from the outside of the vehicle, a power supply unit The monitoring state of the voltage of B, the stop state, that is, all the elapsed time from the start of the standby mode S are included.

  For this reason, according to the power supply control device 1, the transition permission command can be selected by the user as a transition permission command from an external signal using the smart entry key. Based on this, the transition from the standby mode S to the deep standby mode DS can be made easy to reflect the user's intention. Furthermore, it is possible to execute the transition or transition of the vehicle state in parallel, including the voltage monitoring state of the power supply unit B, the elapsed time from the start of the standby mode S, etc. Therefore, it is possible to execute both the migration based on the restrictions from the above and the migration based on the user's request in parallel.

  Further, in the power supply control device 1 of the first embodiment, the release signal, that is, the release command, includes all of the operations or combinations of operations to any of the operated parts included in the vehicle and signals from the outside of the vehicle. Yes. For this reason, as described above, the release command can be a combination of the operation of the steering wheel and the brake pedal, or can be a combination of the operation and operation of a certain switch.

  Therefore, the release signal, that is, the release command can be set as appropriate based on the user's preference, and the degree of freedom for the user's selection can be increased, and the deep standby mode DS can be released based on the user's preference. Thus, by making it possible to set the release command, it is difficult for another user to shift from the deep standby mode DS to the standby mode S, and the security as a vehicle can be improved.

  Further, by including a signal from the outside by the user's smart entry key as the release signal, the transition from the deep standby mode DS to the standby mode S can be easily reflected on the user's intention.

  In the first embodiment described above, the power supply to the electronic control devices belonging to the second range is configured to be simultaneously cut off at the transition stage from the standby mode S to the deep standby mode DS. When there are a plurality of ECUs included in the device, the priority order is determined between the ECUs, and the power supply is cut off in order from the ECU with the lowest priority level when the process shifts to the deep standby mode DS. You can also. The second embodiment will be described below.

  FIG. 7 is a functional block diagram showing the shut-off function of the power supply control device 11 of the second embodiment, and FIG. 8 is a schematic diagram showing a map used for the control contents of the power supply control circuit 11 of the second embodiment.

  Since the configuration of the power supply control device 11 of the second embodiment other than the blocking function block shown in FIG. 7 is the same as that of the power supply control device 1 shown in the first embodiment shown in FIG. 1, the same components are the same. The description which attaches | subjects a code | symbol and overlaps is omitted.

  The control unit A of the power supply control device 11 of the second embodiment supplies power from the power supply unit B to the ECU 1 that is an electronic control device in the first range, similarly to the power supply control device 1 of the first embodiment shown in FIG. 7 includes electrode supply systems C21 to C24 as shown in FIG. 7 that individually supply power from the power supply unit B to the ECUs 21 to 24 that are the second range of electronic control devices. Further, the control unit A of the second embodiment includes switches D21 to D24 that individually block power supply from the power supply unit B to the power supply systems C21 to C24.

  That is, in the power supply control device 11 of the second embodiment, the power supply systems C21 to C24 supply the second power supply line C2 that supplies power from the power supply unit B to the ECUs 21 to 24 that are electronic control devices in the second range. Configure. In addition, the switches D21 to D24 constitute a second shut-off means and shut off the power supply unit B and the power supply systems C21 to C24 individually.

  In the power supply control device 11 of the second embodiment, the above-described priority order is determined based on the power consumption, importance, and convenience of the individual ECUs 21 to 24 included in the electronic controller in the second range. For example, for convenience, comfort is an evaluation item, and for importance, security measures and legal and regulatory measures are evaluated, and weighting is evaluated for each of the four items using a five-point score. The total points of the ECUs 21 to 24 are calculated in advance, and the results are stored and stored in advance in the control unit A as a map as shown in FIG.

  The priorities determined in advance at the time of factory shipment, that is, in the factory mode, are presented to the user in advance by, for example, a display and a touch panel included in the car navigation system or the meter panel in a situation where the vehicle state is the operation mode D. It shall be. The priority order is appropriately changed by appropriately explaining that it can be changed according to the user's preference in the user mode, and displaying the map shown in FIG. 8 on the display and prompting the user to make a change appropriately and confirming it. Be possible.

  In this case, each numerical value of the total points shown in FIG. 8 is assumed to have a lower priority as the numerical value is lower, and the control unit A changes the entry command, that is, the transition permission command to H, and changes from the standby mode S to the deep standby mode. In shifting to the DS, first, the power supply to the ECU 24 having the lowest score is cut off by turning off the switch D24.

  In this way, the control unit A cuts off the power supply to the ECU 24, then counts a certain time by the timer in the control unit A, and after a certain time has elapsed, supplies power to the ECU 23 with the next lowest priority. This is shut off by turning off the switch D23.

  Subsequently, the control unit A cuts off the power supply to the ECU 23, then counts a certain time with a timer in the control unit A, and after a certain time has elapsed, the power supply to the ECU 21 with the next lowest priority is performed. The switch D21 is shut off by turning it off. Furthermore, after the control unit A cuts off the power supply to the ECU 21, a certain time is counted by a timer in the control unit A, and after a certain time has elapsed, the power supply to the ECU 22 with the next lowest priority is performed. The switch D22 is shut off by turning it off.

  That is, in the power supply control device 11 according to the second embodiment, the switch D2 as the second cutoff unit cuts off the power supply from the power supply unit B to the electronic control device in the second range. It performs in order based on the priority order defined between ECU21-24 which a control apparatus contains.

  According to the power supply control device 11 of the second embodiment, the interruption of the power supply from the power supply unit B to each of the ECUs 21 to 24 is based on the priority shown in the map of FIG. Can be executed step by step. It should be noted that a certain time can be set as appropriate according to how much time is divided, and further according to individual user behavior characteristics, for example, one hour, several hours, one day, one week. is there.

  Thereby, in the continuation of the non-use state for a short time, that is, in the case where the vehicle is left for a short period of time, the power supply is continued as much as possible for the ECU having a high priority function, and the continuation of the non-use state for a long time, that is, When the vehicle is left for a long period of time, all ECUs including the ECU having a high priority function can be shut off.

  As a result, based on the user's expected intentions, functions that are likely to be used by the user can be utilized as much as possible when left for a short period of time. It can be carried out.

  Along with this, in the case of leaving for a long time, the power supply to all ECUs is cut off, the power consumption is suppressed as much as possible, the voltage drop of the power supply unit B is suppressed as much as possible, and the operation mode D is set again. Engine starting characteristics can be ensured.

  Note that the method of assigning priorities is not limited to the map shown in FIG. 8, and other forms may be used. FIG. 9 is a schematic diagram illustrating another map applicable to the power supply control device 11 of the second embodiment.

  As shown in FIG. 9, here, the horizontal axis is the importance level, the vertical axis is the power consumption, and the area is divided into four areas, for example, security function A to C, comfort function A to C, legal regulation countermeasure function. A to C are assigned to respective areas, and for the four areas, the upper left area with low importance and high power consumption is designated as the first area with the lowest priority.

  Similarly, the lower left area with low importance and low power consumption is designated as the second area with the next lowest priority, and the upper right area with high importance and high power consumption is the third area with the next lowest priority. The lower right area with high importance and low power consumption is designated as the fourth area with the highest priority.

  The power supply is cut off based on turning off the switches D21 to D24 corresponding to the individual ECUs of the control unit A in order from the ECU to which the lower priority function belongs among the functions distributed in this way. This also realizes more flexible power supply cutoff control.

  In addition to determining power consumption, importance, and comfort as evaluation items as described above, the priorities are used in the past standby mode S of each user, and the frequency of use of the above functions and usage history. Can be stored for a certain period, and can be appropriately determined based on the storage result. Even based on the priority order determined based on the use frequency and the use history, the shutdown can be executed in order from the ECU having the function with the lower priority order as described above.

  Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various modifications and substitutions are made to the above-described embodiments without departing from the scope of the present invention. be able to.

  According to the power supply control device of the present invention, it is possible to provide a power supply control device that can respond to various requests of individual users, can realize control that is more user-friendly and has a high degree of freedom for the user, It is useful when applied to various vehicles such as passenger cars, trucks, and buses.

DESCRIPTION OF SYMBOLS 1 Power supply control device ECU1 Electronic control device of 1st range ECU2 Electronic control device of 2nd range A Control part B Power supply part (power supply)
C1 1st power supply line C2 2nd power supply line D1 switch (1st interruption | blocking means)
D2 switch (second blocking means)
D Operation mode (operation status)
S Standby mode (stopped)
DS deep standby mode (non-use state)
U Emergency mode (emergency state)
11 power supply control unit ECU1 first range electronic control unit ECU21 second range electronic control unit ECU22 second range electronic control unit ECU23 second range electronic control unit ECU24 second range electronic control unit C1 first power supply line C2 Second power supply line C21 Power supply system C22 Power supply system C23 Power supply system C24 Power supply system D1 Switch (first cutoff means)
D21 switch (second blocking means)
D22 switch (second blocking means)
D23 switch (second blocking means)
D24 switch (second blocking means)

Claims (9)

A first shut-off means for shutting off the power supply from the power source to the electronic control unit in the first range when the vehicle state is shifted to a stop state in which the prime mover of the vehicle is stopped;
Second shut-off means for shutting off power supply from a power source to an electronic control device in a second range other than the electronic control device in the first range based on a transition permission command permitting the transition from the stopped state to the non-use state A power supply control device comprising: A first power supply line that supplies power from the power source to the electronic controller in the first range; and a second power supply line that supplies power from the power source to the electronic controller in the second range;
The said 1st interruption | blocking means interrupts | blocks between the said power supply and said 1st electric power supply line, and said 2nd interruption | blocking means interrupts | blocks between the said power supply and said 2nd electric power supply line. The power supply control device according to 1.   The electronic control device of the second range includes an electronic control device that realizes at least one of a welcome function for a user of the vehicle, a smart entry function, a legal compliance function, and a security function. 3. The power supply control device according to 2.   The power supply control apparatus according to claim 3, wherein the transition permission command includes at least one of a signal from the outside of the vehicle, a monitoring state of the power supply, and an elapsed time from the start of the stop state. .   The power supply control device according to claim 4, further comprising release means for releasing the interruption by the second interruption means based on a release command.   6. The power supply according to claim 5, wherein the release command includes at least one of an operation to any of the operated parts included in the vehicle, a combination of the operations, or a signal from the outside of the vehicle. Control device.   The second shut-off means is based on a priority order determined between the electronic control devices included in the electronic control device of the second range for shutting off the power supply from the power source to the electronic control device of the second range. The power supply control device according to claim 6, wherein the power supply control device is executed in order.   The priority order is determined based on at least one of power consumption, importance, and convenience of each electronic control device included in the electronic control device in the second range. Power supply control device. The second power supply line for supplying power from the power source to the electronic control device in the second range includes individual power supply systems corresponding to the electronic control devices for each priority,
9. The power supply control apparatus according to claim 8, wherein the second shut-off means shuts off the power supply and the power supply system individually.