JP2019056338A - Power management device, power management system, and power management method - Google Patents

Abstract

To reliably start an engine. SOLUTION: State information input means (I / F 16e) for inputting state information from a state detection device (secondary battery state detection device 12) for detecting the state of the secondary battery 11, and detecting the current position of the moving body Position information input means (I / F 16e) for inputting position information from the current position detection device (GPS 28), stop instruction detection means (CPU 16a) for detecting that the engine stop has been instructed, and engine stop Storage means (ROM 16b) for storing at least a first stop process that is a control process and a second stop process that is a control process for stopping the engine different from the first stop process, and that an instruction to stop the engine has been issued If detected, execution means (CP) that selects and executes either the first stop process or the second stop process stored in the storage means according to the state information and the position information Has a 16a), the. [Selection] Figure 1

Description

  The present invention relates to a power management device, a power management system, and a power management method.

  In Patent Document 1, in an outboard motor attached to a ship, only a driven mechanism is operated at a position different from a position at which battery voltage is supplied to many electric loads such as various instruments and lights. A technique for suppressing current and preventing the battery from running out is disclosed.

JP 2004-124818 A

  By the way, in the technique disclosed in Patent Document 1, since the state of the secondary battery (battery) and the state of the ship are not grasped, the engine cannot be restarted depending on the state of the secondary battery or the state of the ship. There is a problem that there are cases.

  The present invention has been made in view of the above situation, and an object thereof is to provide a power management device, a power management system, and a power management method capable of reliably starting an engine.

In order to solve the above-described problems, the present invention provides a state detection for detecting a state of the secondary battery in a power management device that is mounted on a mobile body and supplies power from the secondary battery to a starter motor and an electrical load. State information input means for inputting state information from the apparatus, position information input means for inputting position information from the current position detection apparatus for detecting the current position of the moving body, and detection of an instruction to stop the engine Storage means for storing at least a stop instruction detecting means for performing, a first stop process that is a control process for stopping the engine, and a second stop process that is a control process for stopping the engine different from the first stop process. And the state of the secondary battery inputted from the state information input means when the stop instruction detecting means detects that the engine is instructed to stop. Execution to select and execute either the first stop process or the second stop process stored in the storage unit according to the state information and the position information input from the position information input unit And means.
According to such a configuration, the engine can be reliably started.

In the present invention, the moving body is a ship, and the first stop process can restart the engine based on information indicating a state of the secondary battery input from the state information input unit. In the case where it is determined that the engine is stopped and the supply of power from the secondary battery to the electrical load is interrupted when a predetermined time has elapsed since the stop, and the execution means includes the position When the position information input from the information input means indicates the mooring location of the ship, the first stop process is selected and executed.
According to such a configuration, the engine can be reliably restarted even when the ship is moored for a long period of time.

In the present invention, the moving body is a ship, and the second stop process can restart the engine based on information indicating the state of the secondary battery input from the state information input unit. The engine is stopped and the engine is started and the secondary battery is charged before the engine cannot be restarted after the engine is stopped. When the position information input from the position information input means indicates a place other than the mooring place of the ship, the second stop process is selected and executed.
According to such a configuration, the engine can be reliably started even when the ship is located in the open ocean.

Further, in the present invention, when power is supplied from the secondary battery to the electrical load after the engine is stopped by the first stop process, the electrical load is used by a user. Judgment is made, and the interruption of the supply of electric power to the electric load is suspended.
According to such a configuration, when the user is using the electrical load, it is possible to prevent the power supply from being cut off and the convenience from being lowered.

In addition, the present invention is characterized by having warning means for issuing a warning before the engine restart becomes impossible while the supply of electric power to the electric load is suspended.
According to such a configuration, it is possible to notify the user that the restart may be disabled by issuing a warning.

In the present invention, when it is determined that the engine cannot be restarted when the second stop process is selected, the engine is suspended until the engine can be restarted. The secondary battery is continuously charged.
According to such a configuration, when the ship is located in the open ocean, it is possible to prevent the engine from starting and being unable to navigate.

In addition, the present invention provides a state detection device that detects a state of the secondary battery in a power management system that includes a power management device that is mounted on a mobile body and supplies power from the secondary battery to the starter motor and the electrical load. And a current position detection device that detects a current position of the mobile body, wherein the power management device inputs state information indicating the state of the secondary battery from the state detection device; , Position information input means for inputting position information indicating the current position of the moving body from the current position detection device, stop instruction detection means for detecting that an instruction to stop the engine is provided, and control processing for stopping the engine Storage means for storing at least a first stop process, and a second stop process that is a control process for stopping the engine different from the first stop process, and the stop instruction The state information indicating the state of the secondary battery input from the state information input means and the position input from the position information input means when detecting that the engine stop is instructed by the output means And executing means for selecting and executing either the first stop process or the second stop process stored in the storage means in accordance with the information.
According to such a configuration, the engine can be reliably restarted.

Further, the present invention provides a power management method for a power management device that is mounted on a mobile body and supplies power from a secondary battery to a starter motor and an electrical load, from a state detection device that detects a state of the secondary battery. A state information input step for inputting the state information, a position information input step for inputting the position information from the current position detecting device for detecting the current position of the moving body, and a stop for detecting that an instruction to stop the engine is issued Storage that stores in the storage device at least a command detection step, a first stop process that is a control process that stops the engine, and a second stop process that is a control process that stops the engine different from the first stop process And when it is detected in the stop instruction detecting step that the stop of the engine is instructed, The first stop process or the second stop stored in the storage device according to the state information indicating the state of the secondary battery input and the position information input in the position information input step. An execution step of selecting and executing any one of the processes.
According to such a configuration, the engine can be reliably restarted.

  According to the present invention, it is possible to provide a power management device, a power management system, and a power management method that can reliably start the engine.

It is a figure showing an example of composition of a power system of a ship which has a power management device concerning an embodiment of the present invention. It is a block diagram which shows the detailed structural example of the control part of FIG. It is a flowchart which shows an example of the process performed in embodiment shown in FIG. It is a flowchart which shows an example of the 1st engine stop process shown in the flowchart shown in FIG. It is a flowchart which shows an example of the 2nd engine stop process shown in the flowchart shown in FIG. It is a figure which shows the structural example of the deformation | transformation embodiment of this invention.

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

(A) Description of Configuration of Embodiment of the Present Invention FIG. 1 is a diagram showing a power supply system of a ship (for example, a pleasure boat) having a power management device according to an embodiment of the present invention. As shown in this figure, the power supply system of the ship includes a secondary battery 11, a secondary battery state detection device 12, a FUSE 13, a switch 14, a manual switch 15, a control unit 16, a smart ECU (Electric Control Unit) 17, and an engine ECU 18. , Display 19, ANT (Antenna) 20, starter motor 21, FUSEs 22 to 24, switches 25 to 27, GPS (Global Positioning System) 28, and electrical loads 30 to 32.

  Here, the secondary battery 11 is composed of a lead storage battery, a nickel cadmium battery, a nickel metal hydride battery, a lithium ion battery, or the like, charged by an alternator (not shown), drives the starter motor 21 and starts the engine, Electric power is supplied to the electrical loads 30 to 32.

  The secondary battery state detection device 12 includes a current sensor, a voltage sensor, a temperature sensor, a discharge circuit, a control unit, and the like. The secondary battery 11 is pulse-discharged by the discharge circuit, and the voltage and current at that time are detected. Then, an equivalent circuit model of the secondary battery 11 is obtained, and based on the equivalent circuit model, the state of the secondary battery 11 (SOC, SOF (State of Function), SOH (State of Health), dischargeable capacity, dischargeable time, And OCV (Open Circuit Voltage) and the like are detected and supplied to the control unit 16.

  The FUSE 13 cuts off the current by blowing when a predetermined current or more flows, and prevents the control unit 16 and the like from being damaged.

  When the connection state is controlled by the control unit 16 and the connection state is turned on, the switch 14 supplies power from the secondary battery 11 to the control unit 16, the smart ECU 17, the engine ECU 18, and the like. .

  For example, the manual switch 15 is a switch that is turned on when an ignition key is inserted.

  The control unit 16 is a power management device according to the present invention, and controls each unit of the device based on information supplied from the secondary battery state detection device 12 and the GPS 28.

  FIG. 2 is a diagram illustrating a detailed configuration example of the control unit 16 illustrated in FIG. 1. As shown in this figure, the control unit 16 includes a CPU (Central Processing Unit) 16a, a ROM (Read Only Memory) 16b, a RAM (Random Access Memory) 16c, a communication unit 16d, and an I / F (Interface) 16e. ing. Here, the CPU 16a controls each unit based on the program 16ba stored in the ROM 16b. The ROM 16b is configured by a semiconductor memory or the like, and stores a program 16ba and the like. The RAM 16c is configured by a semiconductor memory or the like, and stores data generated when the program 16ba is executed, and a parameter 16ca such as an equation or a table. The communication unit 16d communicates with another ECU and supplies the detected information or control information to the other ECU. The I / F 16e takes in signals supplied from the secondary battery state detection device 12 and the GPS 28, and supplies driving currents to the switches 14, 25 to 27 and the like to control them.

  Returning to FIG. The smart ECU 17 receives a radio wave transmitted from a key having a function of transmitting a radio wave via the ANT 20, and executes a process for starting the control unit 16 or the like, for example. In FIG. 1, the smart ECU 17 is connected to the FUSE 13 via the switch 14 and the manual switch 15, but may be directly connected to the FUSE 13.

  The engine ECU 18 controls the starter motor 21 according to the control of the control unit 16, starts the engine, and controls the state of the engine. In FIG. 1, the engine ECU 18 and the starter motor 21 are directly connected, but an electromagnetic relay or the like is actually disposed between them, and the connection state of the electromagnetic relay is controlled by the control of the engine ECU 18. Power supply power is supplied from the secondary battery 11 to the starter motor 21.

  The display unit 19 is configured by, for example, an LCD (Liquid Crystal Display), an LED (Light Emitting Diode), or the like, and displays a message or the like for the user under the control of the control unit 16.

  The ANT 20 receives, for example, radio waves from a key (not shown) and supplies it to the smart ECU 17.

  The starter motor 21 is constituted by, for example, a DC motor, is controlled by the engine ECU 18, is rotated by electric power supplied from the secondary battery 11, and starts an engine (not shown).

  The FUSEs 22 to 24 cut off the current by blowing when a predetermined current or more flows, and prevent the electrical loads 30 to 32 and the like from being damaged.

  The connection state of the switches 25 to 27 is controlled by the control unit 16, and power is supplied from the secondary battery 11 to the electrical loads 30 to 32.

  The electrical load 30 is configured by, for example, a fish finder, a television receiver, or the like. The electrical load 30 is an electrical load that is vulnerable to fluctuations in the power supply voltage.

  The electrical load 31 includes, for example, a light such as a room light, a microwave oven, an air conditioner, and the like. The electrical load 31 is an electrical load that is resistant to fluctuations in the power supply voltage.

  The electrical load 32 is, for example, a PTT (Power Tilt Trim) motor for controlling the inclination of an outboard motor or the like according to the navigation speed of the ship, and a rudder for controlling the rudder according to the operation angle of the steering wheel. It is composed of a steering motor or the like. The electrical load 32 is an electrical load necessary for navigating the ship.

(B) Description of Operation of the Embodiment of the Present Invention Next, the operation of the embodiment of the present invention will be described. For example, when the user gets on a ship moored (or anchored) at a marina or the like and operates an ignition key (not shown) to start an engine for driving a screw, the engine ECU 18 The starter motor 21 is driven and the engine is started.

  After the engine is started and the ship sails, for example, when the engine is instructed to stop by operating the ignition key, the control unit 16 detects that an instruction to stop the engine has been given. When detecting an instruction to stop the engine, the control unit 16 refers to information supplied from the GPS 28 and detects the current position, for example.

  Based on the information (latitude and longitude information) supplied from the GPS 28, the control unit 16 determines whether the current position of the ship is within a predetermined distance (for example, several tens to several hundreds) in a harbor (marina) that is a mooring place or from a harbor. If it is within (meters), the first engine stop process is selected, and otherwise the second engine stop process is selected.

  When the first engine stop process is selected, the control unit 16 refers to the output of the secondary battery state detection device 12 and detects the SOC of the secondary battery 11. The control unit 16 compares the detected SOC with a predetermined threshold Th1 (for example, 95%). If SOC> Th1, the engine is stopped, and otherwise, the secondary battery 11 The engine is stopped after displaying on the display unit 19 that the SOC is low and charging is required. By referring to such a display, the user can restart the engine to charge the secondary battery 11 or charge the secondary battery 11 with a charging facility installed in the marina. it can.

  After the engine is stopped, the control unit 16 alerts the user to forget to open the secondary battery 11 (for example, “in order to prevent the restart from being disabled, the secondary battery is disconnected for the sake of safety. ”) Is displayed on the display unit 19. And the control part 16 starts the measurement of the time from an engine stop.

  Next, the control unit 16 refers to the output of the secondary battery state detection device 12 to determine whether or not there is power supply (carrying out) from the secondary battery 11 to the electrical loads 30 to 32. If it is determined that there is a ship, it is determined that the user is operating one of the electrical loads 30 to 32 (for example, a television receiver) after stopping the engine at the mooring place and stopping the engine.

  When it is determined that there is no take-out, the control unit 16 waits for a predetermined time and then turns off the switches 25 to 27 so that the current (dark current) flowing through the electrical loads 30 to 32 is reduced. The dark current flowing through the control unit 16, the smart ECU 17, and the engine ECU 18 is cut off by turning off the switch 14 and turning off the switch 14.

  On the other hand, when it is determined that there is a take-out, the control unit 16 detects the SOC with reference to the output of the secondary battery state detection device 12, and compares the SOC with a predetermined threshold Th2 (for example, 80%). When SOC> Th2, the supply of electric power to the electrical loads 30 to 32 is continued. Further, when SOC ≦ Th2, a message indicating that the SOC is low and charging is required is displayed on the display unit 19 to urge charging. As a result, when the user starts the engine or starts charging by connecting to the facility (land power) provided in the marina, the message is stopped and the SOC is displayed. It waits until it becomes more than predetermined threshold Th1 (for example, 95%), and when it becomes SOC> Th1, it displays on the display part 19 that it became a full charge state, and notifies a user.

  When the user turns off the electrical loads 30 to 32 and the carry-out state is canceled, the control unit 16 waits for a predetermined time to elapse before turning off the switches 25 to 27. Thus, the dark current flowing through the electrical loads 30 to 32 is cut off, and the dark current flowing through the control unit 16, the smart ECU 17 and the engine ECU 18 is cut off by turning off the switch 14.

  According to the above processing, when the engine of the ship is stopped in the harbor, the engine is stopped when the SOC is capable of reliably restarting the engine, and after that, the charge is required in other cases. The engine can be stopped. Further, when a predetermined time has elapsed since the engine was stopped, the dark current can be suppressed by turning off the switches 14 and 25 to 27. If a ship is moored in a harbor, it may take months to re-use the ship. Therefore, by suppressing the dark current, the engine can be reliably restarted even when the engine is started several months ahead.

  On the other hand, when the current position is neither in the harbor as the mooring place nor within a predetermined distance from the harbor (when the current position is in the open ocean), the control unit 16 selects the second engine stop process. .

  In the second engine stop process, the control unit 16 refers to the output of the secondary battery state detection device 12 and detects the SOC of the secondary battery 11. Then, the detected SOC is compared with a predetermined threshold value Th1 (for example, 95%). If SOC> Th1, the engine is immediately stopped. Further, when the detected SOC is compared with a predetermined threshold Th2 (for example, 80%) and SOC> Th2, a message indicating that the SOC is low and charging is required is displayed on the display unit 19. After that, stop the engine. Further, when SOC ≦ Th2, when the engine is stopped, it may be impossible to restart, so a message indicating that the engine cannot be stopped is displayed on the display unit 19, and then the engine operation is performed. continue. When the SOC of the secondary battery 11 becomes larger than the predetermined Th2 (or when the SOC becomes larger than the predetermined Th1), the engine is stopped.

  Even after the engine is stopped, the control unit 16 refers to the output of the secondary battery state detection device 12 to detect the SOC of the secondary battery 11, and if SOC ≦ Th2, Is automatically started, and the secondary battery 11 is charged until SOC> Th2.

  Then, for example, when fishing or the like is finished in the open sea and sails toward the marina, the user starts the engine with his / her own intention by rotating the ignition key, for example. When the engine is started by the user, the second engine stop process ends.

  As described above, in the second engine stop process, when the SOC of the secondary battery 11 is SOC> Th1, the engine is immediately stopped, and when Th2 <SOC ≦ Th1, the SOC is low. Yes, the engine is stopped after a message indicating that charging is necessary is displayed on the display unit 19. Further, when SOC ≦ Th2, if the engine is stopped, there is a possibility that the engine cannot be restarted. Therefore, the engine is continuously operated until SOC> Th2. By such an operation, when the SOC is low, it is possible to avoid a situation in which the engine cannot be restarted in the open ocean.

  Further, after the engine is stopped, when Th2 ≦ SOC, the engine is automatically started and the secondary battery 11 is charged, so that it can be reliably avoided that the engine can be restarted in the open ocean.

  Next, an example of a flowchart for executing the above-described operation will be described with reference to FIGS. FIG. 3 is a flowchart for explaining an example of processing executed in the control unit 16 shown in FIG. A program for realizing the processing shown in FIGS. 3 to 5 is stored as a program 16ba in the ROM 16b shown in FIG. When the processing of the flowchart shown in FIG. 3 is started, the following steps are executed.

  In step S10, the control unit 16 determines whether or not the engine has been started. If it is determined that the engine has been started (step S10: Y), the process proceeds to step S11, and otherwise (step S10: N). ) Ends the process.

  In step S11, the control unit 16 determines whether or not an operation for stopping the engine has been performed. If the operation for stopping the engine is performed (step S11: Y), the process proceeds to step S12, and otherwise ( In step S11: N), the same processing is repeated. For example, after starting the engine and navigating, if an operation for stopping the engine (for example, an operation for rotating the ignition key) is performed in the open ocean or a harbor, it is determined as Y and the process proceeds to step S12.

  In step S <b> 12, the control unit 16 acquires position information from the GPS 28. As a result, latitude and longitude information indicating the current position can be acquired.

  In step S13, the positional information acquired in step S12 is referred to. If the current position is a mooring place in the harbor (step S13: Y), the process proceeds to step S14, and otherwise (step S13: N). Advances to step S15. As for the mooring location, for example, at the time of initial registration, information (latitude and longitude information) acquired from the GPS 28 is registered as a mooring location as the parameter 16ca of the RAM 16c, and the registered latitude and longitude information is compared with the current location. That's fine.

  In step S14, the control part 16 performs the 1st engine stop process performed in the harbor which is a mooring place. Details of this processing will be described later with reference to FIG.

  In step S15, the control part 16 performs the 2nd engine stop process performed in the open sea etc. Details of this processing will be described later with reference to FIG.

  Next, an example of a detailed process flow of the first engine stop process shown in FIG. 3 will be described with reference to FIG. When the flowchart shown in FIG. 4 is started, the following steps are executed.

  In step S <b> 30, the control unit 16 refers to the output of the secondary battery state detection device 12 and detects the SOC of the secondary battery 11.

  In step S31, the control unit 16 compares the SOC detected in step S30 with a predetermined threshold Th1 (for example, 95%) to determine whether or not SOC> Th1 is satisfied. When SOC> Th1 is satisfied (step S31) In step S31: Y), the process proceeds to step S33. In other cases (step S31: N), the process proceeds to step S32.

  In step S32, the control unit 16 notifies the user by displaying on the display unit 19 that the SOC is low and charging is necessary. Instead of displaying, for example, sound may be emitted as a voice message. Since such a message allows the user to know the necessity of charging, for example, the engine is started and the secondary battery 11 is charged, or charging is performed by a charging facility arranged at a mooring place. be able to.

  In step S33, the control part 16 performs the process which stops an engine. More specifically, the engine is stopped by stopping energization of an ignition coil (not shown).

  In step S <b> 34, the control unit 16 displays a message on the display unit 19 that urges the user to not forget to open the secondary battery 11. By referring to such a display, for example, the user can prevent power from being taken out by removing the connection cable from the terminal of the secondary battery 11 in preparation for a long-term berth. In the present embodiment, even if the secondary battery 11 is forgotten to be opened, it can be reliably prevented from being taken out by the process of step S41 described later.

  In step S35, the control unit 16 starts measuring the elapsed time since the engine was stopped.

  In step S <b> 36, the control unit 16 refers to the output of the secondary battery state detection device 12 and detects the supply (carrying out) of power from the secondary battery 11 to the electrical loads 30 to 32.

  In step S <b> 37, the control unit 16 refers to the output of the secondary battery state detection device 12 and detects the SOC of the secondary battery 11.

  In step S38, the control unit 16 determines whether or not there is a take-out based on the detection result in step S36. If it is determined that a take-out exists (step S38: Y), the process proceeds to step S42. In other cases (step S38: N), the process proceeds to step S39.

  In step S39, the control unit 16 compares the elapsed time since the engine was stopped with a predetermined threshold Th3 (for example, 10 minutes), and if the elapsed time> Th3 is satisfied (step S39: Y), the control unit 16 performs step. The process proceeds to S40, and in other cases (step S39: N), the process returns to step S36 and the same process as described above is repeated. The threshold value Th3 may be set to an arbitrary time such as 10 minutes, 30 minutes, 1 hour, 5 hours, for example.

  In step S40, the control unit 16 indicates to the display unit 19 a message indicating that the supply of power to the electrical loads 30 to 32 is interrupted (for example, “the power supply to the electrical load is interrupted”). Is displayed and the user is notified.

  In step S41, the control part 16 performs the process which interrupts | blocks supply of the electric power to the electrical equipment loads 30-32, ECU, etc. by controlling the switches 14 and 25-27 to an OFF state.

  In step S42, the control unit 16 compares the SOC detected in step S37 with a predetermined threshold Th2 (for example, 80%) to determine whether SOC> Th2 is satisfied, and when SOC> Th2 is satisfied (step S42) In step S42: Y), the process returns to step S36 and the same processing as described above is executed. In other cases (step S42: N), the process proceeds to step S43.

  In step S43, the control unit 16 notifies the user by displaying on the display unit 19 that the SOC is low and charging is necessary. Instead of displaying, for example, sound may be emitted as a voice message. By referring to such a message, the user can start the engine and charge the secondary battery 11, or can charge the secondary battery 11 by the charging facility arranged at the mooring place.

  In step S44, the control unit 16 refers to the output of the secondary battery state detection device 12, determines whether or not charging of the secondary battery 11 has started, and determines that charging has started (step S44: In Y), the process proceeds to step S46, and in other cases (step S44: N), the process proceeds to 45. For example, when the engine is started by the user or charging is started by the charging facility arranged at the mooring place, it is determined as Y and the process proceeds to step S45.

  In step S45, the control unit 16 determines whether or not a predetermined time (for example, 10 minutes) has elapsed since it was determined to be N in step S42, and determines that the predetermined time has elapsed (step S45). : Y), the process proceeds to step S40. In other cases (step S45: N), the process returns to step S44 and the same process as described above is repeated.

  In step S46, the control unit 16 refers to the output of the secondary battery state detection device 12 and detects the SOC of the secondary battery 11.

  In step S47, the control unit 16 compares the SOC detected in step S46 with a predetermined threshold Th1 (for example, 95%) to determine whether or not SOC> Th1 is satisfied. When SOC> Th1 is satisfied (step In step S47: Y), the process proceeds to step S48. In other cases (step S47: N), the process returns to step S46 and the same process is repeated.

  In step S <b> 48, the control unit 16 displays on the display unit 19 that the secondary battery 11 is fully charged or close to it and notifies the user.

  Next, an example of a detailed process flow of the second engine stop process shown in FIG. 3 will be described with reference to FIG. When the flowchart shown in FIG. 5 is started, the following steps are executed.

  In step S <b> 70, the control unit 16 refers to the output of the secondary battery state detection device 12 and detects the SOC of the secondary battery 11.

  In step S71, the control unit 16 compares the SOC detected in step S70 with a predetermined threshold Th1 (for example, 95%) to determine whether or not SOC> Th1 is satisfied. When SOC> Th1 is satisfied (step S71) In step S71: Y), the process proceeds to step S78. In other cases (step S71: N), the process proceeds to step S72.

  In step S72, the control unit 16 compares the SOC detected in step S70 with a predetermined threshold Th2 (for example, 80%) to determine whether SOC> Th2 is satisfied, and when SOC> Th2 is satisfied (step S72). In step S72: Y), the process proceeds to step S74. In other cases (step S72: N), the process proceeds to step S73.

  In step S73, the control unit 16 displays a message indicating that there is a possibility that the engine cannot be restarted when the engine is stopped on the display unit 19, and notifies the user.

  In step S74, the control unit 16 notifies the user by displaying on the display unit 19 that the SOC is low and charging is necessary. Instead of displaying, for example, sound may be emitted as a voice message.

  In step S75, the control unit 16 continues the operation without stopping the engine. As a result, the secondary battery 11 is charged by an alternator (not shown) driven by the engine.

  In step S76, the control unit 16 refers to the output of the secondary battery state detection device 12 and detects the SOC of the secondary battery 11.

  In step S77, the control unit 16 compares the SOC detected in step S76 with a predetermined threshold Th2 (for example, 80%) to determine whether or not SOC> Th2 is satisfied. When SOC> Th2 is satisfied (step S77) In step S77: Y), the process proceeds to step S78. In other cases (step S77: N), the process returns to step S75 and the same process as described above is repeated.

  In step S78, the control part 16 performs the process which stops an engine. More specifically, the engine is stopped by stopping energization of an ignition coil (not shown).

  In step S <b> 79, the control unit 16 refers to the output of the secondary battery state detection device 12 and detects the SOC of the secondary battery 11.

  In step S80, the control unit 16 compares the SOC detected in step S79 with a predetermined threshold Th2 (for example, 80%) to determine whether SOC> Th2 is satisfied, and when SOC> Th2 is satisfied (step S80). In step S80 (Y), the process proceeds to step S82. In other cases (step S80: N), the process proceeds to step S81.

  In step S81, the control unit 16 automatically starts the engine. More specifically, the control unit 16 drives the starter motor 21 by the engine ECU 18 to start the engine.

  In step S82, the control unit 16 determines whether or not the engine has been restarted. When it is determined that the engine has been restarted (step S82: Y), the process ends and returns to the original process (returns). In other cases (step S82: N), the process returns to step S79 and the same processing as described above is repeated.

  According to the above processing, the above-described operation can be realized.

(C) Description of Modified Embodiment It goes without saying that the above embodiment is merely an example, and the present invention is not limited to the case described above. For example, in the above embodiment, one secondary battery 11 is provided, but two or more secondary batteries may be provided.

  FIG. 6 is a configuration example in the case of having two secondary batteries 11 and 41. In FIG. 6, parts corresponding to those in FIG. In FIG. 6, compared with FIG. 1, a secondary battery 41 and a secondary battery state detection device 42 are added. The control unit 16, the smart ECU 17, the engine ECU 18, and the starter motor 21 are supplied with power from the secondary battery 11, and the GPS 28 and the electrical loads 30 to 32 are supplied with power from the secondary battery 41. It is configured. Other configurations are the same as those in FIG.

  Similar to the secondary battery 11, the secondary battery 41 is constituted by a lead storage battery, a nickel cadmium battery, a nickel hydride battery, a lithium ion battery, or the like, and is charged by an alternator (not shown) and connected to the electrical loads 30 to 32. Supply power.

  Similar to the secondary battery state detection device 12, the secondary battery state detection device 42 includes a current sensor, a voltage sensor, a temperature sensor, a discharge circuit, a control unit, etc., and pulses the secondary battery 41 by the discharge circuit. The battery is discharged, the voltage and current at that time are detected, an equivalent circuit model of the secondary battery 41 is obtained, and the state of the secondary battery 41 (SOC, SOF, SOH, dischargeable capacity, dischargeable time) based on the equivalent circuit model , And OCV) and the like are supplied to the control unit 16.

  Next, the operation of the embodiment shown in FIG. 6 will be described. In the embodiment shown in FIG. 6, the secondary battery 11 is configured to drive the starter motor 21, and the secondary battery 41 is configured to drive the GPS 28 and the electrical loads 30 to 32. Moreover, the power consumption of the control part 16, smart ECU17, and engine ECU18 is slight compared with the electrical equipment loads 30-32. For this reason, in the process shown in FIG. 4, the process related to taking out from the secondary battery 11 can be omitted. The process shown in FIG. 5 may be the same as that described above.

  According to the configuration shown in FIG. 6, since the two secondary batteries 11 and 41 are provided, the engine can be restarted more reliably.

  In FIG. 6, power is supplied from the secondary battery 11 to the control unit 16, the smart ECU 17, and the engine ECU 18, but power may be supplied from the secondary battery 41. Moreover, it is good also as a structure which can supply electric power from the secondary battery 41, when the SOC of the secondary battery 11 falls.

  In the above embodiment, the SOC is used as the index value indicating the state of the secondary batteries 11 and 41. However, other index values can be used. For example, you may make it use SOF (State of Function) which shows the voltage of the secondary battery at the time of starting an engine. As a method for obtaining SOF, for example, using the open circuit voltage OCV of the secondary battery, the current I flowing through the starter motor 21 and the internal resistance Rin of the secondary battery, SOF = OCV−Rin × I Can be sought. The state of charge of the secondary battery can be determined by comparing the SOF thus obtained with the threshold value set for the SOF.

  In addition to SOC and SOF, SOH indicating a dischargeable capacity at full charge may be used. Further, the dischargeable electricity amount or the dischargeable time may be used as an index value indicating the state of charge. For example, the amount of electricity that can be discharged can be determined from the amount of electricity when the SOC is 100% and the SOC at that time. Moreover, the dischargeable time can be obtained by dividing the amount of electricity that can be discharged by the current flowing through the electrical load at that time.

  In the above description, the case where the power management device is mounted on the ship has been described as an example. However, the power management device may be mounted in addition to the boat.

  Also, the flowcharts shown in FIGS. 3 to 5 are examples, and processes other than those shown in FIGS. 3 to 5 may be executed. For example, in the flowcharts shown in FIGS. 4 and 5, the case where Th1 and Th2 have the same value has been described as an example, but these values may be set differently.

  In the above embodiment, the threshold values Th1 to Th3 are fixed values. However, the threshold values Th1 to Th3 may be changed by the user. For example, it may be changed according to the user's application, or may be automatically set to an optimum value based on history information at the time of past use.

  In the above embodiment, the GPS 28 is used as a method for detecting the current position. However, the current position may be detected by other methods. For example, when the control unit 16 can communicate with a marina facility by WiFi, it can be determined that the control unit 16 is moored at the marina when it receives a WiFi radio wave. In addition, when communication is possible with a predetermined base station of a mobile phone, the base station is registered, and whether or not the base station is close to the marina is determined depending on the presence / absence and strength of the radio wave of the base station. Can be determined. Furthermore, when a wireless transceiver capable of performing wireless wireless communication with the land side is provided, the current position can be detected based on the intensity of radio waves from the land-side wireless transceiver. Of course, other methods may be used.

  In the above embodiment, when the supply interruption process shown in step S41 of FIG. 4 is executed, the power supply is also interrupted for the smart ECU 17. However, the smart ECU 17 is always supplied with electric power. You may do it. According to such a configuration, when the user approaches the ship, the smart ECU 17 detects this and activates the control unit 16, whereby the engine can be easily started.

  In the process of FIG. 4, the supply cutoff process is executed when a predetermined time (Th3) has elapsed since the engine was stopped. For example, the smart ECU 17 has a key that can transmit radio waves. You may make it take into consideration that it became impossible to receive an electromagnetic wave because the user left the ship. For example, the supply shut-off process may be executed when it is detected that the engine has been stopped and the user has left the ship and a predetermined time has elapsed. According to such a configuration, it is possible to prevent the supply cutoff processing from being executed even though the user exists in the ship.

  In the process shown in FIG. 4, when the SOC is equal to or less than the threshold Th1, the engine is stopped after notifying the low SOC and the required charge. For example, when the SOC is the threshold Th2 (Th2 <Th1) Alternatively, charging may be continued until SOC> Th2 without stopping the engine. Further, in the process shown in FIG. 4, in the case of SOC ≦ Th2 in step S42, the process waits until the start of charging, but the engine is automatically started and charged until SOC> Th2. Later, the engine may be stopped.

  In the process shown in FIG. 5, the power supplied to the electrical loads 30 to 32 is not interrupted. For example, when the engine is started or operated for charging, for example, a lower drive motor, Since it is not necessary to supply electric power to the PTT motor, the electric stair motor, etc., the supply of electric power to this may be cut off.

  Moreover, although the ship was mentioned as an example in the above embodiment as a moving body, you may make it apply this invention to other moving bodies.

11 Secondary battery 12 Secondary battery state detection device 13 FUSE
14 switch 15 manual switch 16 control unit 16a CPU
16b ROM
16c RAM
16d Communication part 16e I / F
17 Smart ECU
18 Engine ECU
19 Display 20 ANT
21 Starter motor 22-24 FUSE
25-27 switch 28 GPS
30 to 32 Electric load 36 Starter motor 41 Secondary battery

Claims (8)

In a power management device that is mounted on a moving body and supplies power from a secondary battery to a starter motor and an electrical load,
State information input means for inputting state information from a state detection device for detecting the state of the secondary battery;
Position information input means for inputting position information from a current position detection device for detecting a current position of the moving body;
Stop instruction detecting means for detecting that an instruction to stop the engine is provided;
Storage means for storing at least a first stop process that is a control process for stopping the engine and a second stop process that is a control process for stopping the engine different from the first stop process;
When it is detected that the stop of the engine is instructed by the stop instruction detecting unit, the state information indicating the state of the secondary battery input from the state information input unit and the position information input unit are input. Execution means for selecting and executing either the first stop process or the second stop process stored in the storage means according to the position information,
A power management apparatus comprising: The moving body is a ship;
The first stop process stops and stops the engine when it is determined that the engine can be restarted based on information indicating the state of the secondary battery input from the state information input unit. Is a process of shutting off the supply of power from the secondary battery to the electrical load when a predetermined time has elapsed,
The execution means selects and executes the first stop process when the position information input from the position information input means indicates a mooring place of the ship.
The power management apparatus according to claim 1. The moving body is a ship;
The second stop process stops the engine when it is determined that the engine can be restarted based on information indicating the state of the secondary battery input from the state information input unit, and It is a process of starting the engine and charging the secondary battery before the engine cannot be restarted after the engine is stopped.
The execution means selects and executes the second stop process when the position information input from the position information input means indicates a place other than the mooring place of the ship.
The power management device according to claim 1, wherein the power management device is a power management device.   When power is supplied from the secondary battery to the electrical load after the engine is stopped by the first stop process, it is determined that the electrical load is being used by a user, and the electrical component is The power supply management apparatus according to claim 2, wherein the supply of power to the load is suspended.   5. The power management apparatus according to claim 4, further comprising warning means for issuing a warning before the restart of the engine becomes impossible while the supply of electric power to the electric load is suspended.   When it is determined that the engine cannot be restarted when the second stop process is selected, the engine is stopped and the secondary battery is continuously charged until the engine can be restarted. The power management apparatus according to claim 3. In a power management system that includes a power management device that is mounted on a mobile body and supplies power from a secondary battery to a starter motor and an electrical load,
A state detection device for detecting a state of the secondary battery;
A current position detecting device for detecting a current position of the moving body,
The power management device is
State information input means for inputting state information indicating the state of the secondary battery from the state detection device;
Position information input means for inputting position information indicating the current position of the moving body from the current position detection device;
Stop instruction detecting means for detecting that an instruction to stop the engine is provided;
Storage means for storing at least a first stop process that is a control process for stopping the engine and a second stop process that is a control process for stopping the engine different from the first stop process;
When it is detected that the stop of the engine is instructed by the stop instruction detecting unit, the state information indicating the state of the secondary battery input from the state information input unit and the position information input unit are input. Execution means for selecting and executing either the first stop process or the second stop process stored in the storage means according to the position information.
A power management system characterized by that. In a power management method of a power management device that is mounted on a mobile body and supplies power from a secondary battery to a starter motor and an electrical load,
A state information input step of inputting state information from a state detection device for detecting the state of the secondary battery;
A position information input step for inputting position information from a current position detection device for detecting a current position of the moving body;
A stop instruction detection step for detecting that the engine stop is instructed;
A storage step of storing in a storage device at least a first stop process that is a control process for stopping the engine and a second stop process that is a control process for stopping the engine different from the first stop process;
When it is detected in the stop instruction detection step that the engine stop is instructed, the state information indicating the state of the secondary battery input in the state information input step and the position information input step are input. An execution step of selecting and executing either the first stop process or the second stop process stored in the storage device according to the position information.
A power management method comprising:

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