JP7632112B2 - Power System - Google Patents

Description

The present invention relates to a power system.

A conventional technology of this type has been proposed as a power supply control device for controlling the power supply to an electrical device that requires an earth connection, which includes a pair of transformers with different winding ratios between the primary and secondary coils, and the two primary coils and two secondary coils in the pair of transformers are connected in series to form a primary coil group and a secondary coil group, the primary coil group is connected in parallel to the electrical device to a power supply line, the space between the two primary coils is connected to the earth wire of the electrical device, and the secondary coil group is connected to a control circuit that controls the power supply to the electrical device (see, for example, Patent Document 1). In this power supply control device, the control circuit detects whether the electrical device is earthed or not according to the induced voltage generated in the secondary coil group.

JP 2012-181029 A

The method of the power supply control device described above detects whether or not an electrical device is earthed based on the induced voltage generated in the secondary coil group, and cannot be applied to a DC power circuit. For this reason, in a case where a negative connection part connected to the negative terminal of a power supply device that supplies DC power is connected to a vehicle body to which an electrical load is connected by a connection part to form a negative side line, the method described above cannot determine whether or not the negative connection part and the vehicle body are connected by the connection part. Therefore, there is a need to devise a method that can make this determination.

The main purpose of the power system of the present invention is to make it possible to determine whether or not the negative electrode connection part is connected to the vehicle body via a connection part.

The power system of the present invention employs the following means to achieve the above-mentioned main objective.

The power system of the present invention comprises:
A power supply device for supplying DC power to a power line;
an electrical load connected to the power line;
A control device that controls the power supply device;
A power system equipped with the above and mounted on a vehicle,
The power line includes a positive line and a negative line,
the negative electrode side line includes a negative electrode connection part connected to a negative electrode terminal of the power supply device, a vehicle body to which the electric load is connected, and a connection part for connecting the negative electrode connection part and the vehicle body,
When a voltage difference between an output voltage of the power supply device and a voltage of the electric load is equal to or smaller than a threshold value, the control device determines that the negative electrode connection part and the vehicle body are connected by the connection part, and when the voltage difference is larger than the threshold value, determines that the negative electrode connection part and the vehicle body are not connected by the connection part.
The gist of the present invention is as follows.

In the power system of the present invention, when the voltage difference between the output voltage of the power supply device and the voltage of the electrical load is equal to or less than a threshold value, it is determined that the negative electrode connection part and the vehicle body are connected by the connection part, and when the voltage difference is greater than the threshold value, it is determined that the negative electrode connection part and the vehicle body are not connected by the connection part. When the negative electrode connection part and the vehicle body are connected by the connection part and a current flows to the electrical load, the current returns to the power supply device via the vehicle body, the connection part, and the negative electrode connection part. In contrast, when the negative electrode connection part and the vehicle body are not connected by the connection part and a current flows to the electrical load, the current returns to the power supply device via the vehicle body, a part other than the connection part (for example, a shield covering the positive and negative power lines in a power line different from the above-mentioned power line), and the negative electrode connection part. Basically, the separate parts have a higher resistance and a higher voltage drop than the connecting parts, so when the negative electrode connecting part and the vehicle body are not connected by the connecting parts, the voltage difference between the output voltage of the power supply device and the voltage of the electrical load is larger than when the negative electrode connecting part and the vehicle body are connected by the connecting parts. Therefore, by comparing this voltage difference with a threshold value, it is possible to determine whether the negative electrode connecting part and the vehicle body are connected by the connecting parts.

In the power system of the present invention, the power supply device is a DC/DC converter that steps down the power of a second power line to which a drive device for driving and a power storage device are connected and supplies the power to the power line, and the housing of the power storage device is fixed to the vehicle body, and the second power line may have a second positive line and a second negative line, and a shield covering the second positive line and the second negative line. In this configuration, when the negative electrode connection part and the vehicle body are not connected by a connection part and a current flows to the electric load, at least a part of the current returns to the power supply device via the vehicle body, the power storage device, the shield of the second power line, and the negative electrode connection part. In order to prevent overheating of this shield, it is preferable to determine whether the negative electrode connection part and the vehicle body are connected by a connection part.

In the power system of the present invention, the control device may operate the electrical load to obtain the voltage of the electrical load while controlling the power supply device so that the voltage of the power line becomes a target voltage. In this way, it is possible to obtain a voltage difference between the output voltage of the power supply device and the voltage of the electrical load.

In the power system of the present invention, when the control device determines that the negative electrode connection part and the vehicle body are not connected by the connection part, the control device may limit the operation of the power supply device compared to when the control device determines that the negative electrode connection part and the vehicle body are connected by the connection part. In this way, overheating of the separate components described above can be suppressed.

1 is a diagram showing an outline of the configuration of an electric vehicle 10 equipped with a power system according to an embodiment of the present invention; 2 is an explanatory diagram showing an example of the layout and electrical connection relationships of some of the components of an electric vehicle 10. FIG. 4 is a flowchart showing an example of a processing routine executed by a main ECU 70.

Next, we will explain how to implement the present invention using examples.

Figure 1 is a schematic diagram showing the configuration of an electric vehicle 10 equipped with a power system according to an embodiment of the present invention. As shown in the figure, the electric vehicle 10 includes a front motor 24, a front inverter 26, a front electronic control unit (hereinafter referred to as "front ECU") 27, a rear motor 34, a rear inverter 36, a rear electronic control unit (hereinafter referred to as "rear ECU") 37, a main battery 42, a battery electronic control unit (hereinafter referred to as "battery ECU") 44, a system main relay 46, a DC/DC converter 48, an auxiliary battery 52, a plurality of auxiliary devices 54, an auxiliary electronic control unit (hereinafter referred to as "auxiliary ECU") 56, and a main electronic control unit (hereinafter referred to as "main ECU") 70. The power system according to the embodiment mainly includes the DC/DC converter 48, the plurality of auxiliary devices 54, and the main ECU 70.

The front motor 24 is configured as, for example, a synchronous generator motor, and is connected to a front drive shaft 23 that is connected to the front wheels 20 via a front axle 21 and a front differential gear 22. A part of the front axle 21, the front differential gear 22, the front drive shaft 23, and the front motor 24 are housed in a housing 25 made of metal (for example, aluminum).

The front inverter 26 is connected to the drive system power line 40 and drives the front motor 24 by switching a number of switching elements. The front ECU 27 includes a microcomputer (not shown) having a CPU, ROM, RAM, flash memory, input/output ports, and communication ports. The front ECU 27 receives a rotational position θmf and other signals from a rotational position sensor (not shown) that detects the rotational position of the rotor of the front motor 24 via an input port, and outputs a control signal to the front inverter 26 and other signals from the front ECU 27 via an output port. The front ECU 27 calculates the rotational speed Nmf of the front motor 24 based on the rotational position θmf of the rotor of the front motor 24 from the rotational position sensor. The front ECU 27 is connected to the main ECU 70 via the communication port so as to be able to communicate with it. The front inverter 26 and the front ECU 27 are housed in a housing 28 made of metal (e.g., aluminum).

The rear motor 34 is configured as, for example, a synchronous generator motor, and is connected to a rear drive shaft 33 that is connected to the rear wheels 30 via a rear axle 31 and a rear differential gear 32. A part of the rear axle 31, the rear differential gear 32, the rear drive shaft 33, and the rear motor 34 are housed in a housing 35 made of metal (for example, aluminum).

The rear inverter 36 is connected to the drive power line 40 and drives the rear motor 34 by switching a number of switching elements. The rear ECU 37 includes a microcomputer (not shown) having a CPU, ROM, RAM, flash memory, input/output ports, and communication ports. The rear ECU 37 receives a rotational position θmr and other signals from a rotational position sensor (not shown) that detects the rotational position of the rotor of the rear motor 34 via an input port, and outputs a control signal to the rear inverter 36 and other signals from the rear ECU 37 via an output port. The rear ECU 37 calculates the rotational speed Nmr of the rear motor 34 based on the rotational position θmr of the rotor of the rear motor 34 from the rotational position sensor. The rear ECU 37 is connected to the main ECU 70 via the communication port so as to be able to communicate with each other. The rear inverter 36 and the rear ECU 37 are housed in a housing 38 made of metal (e.g., aluminum).

The main battery 42 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery with a rated voltage of several hundred volts, and is connected to the drive system power line 40. The battery ECU 44 includes a microcomputer having a CPU, ROM, RAM, flash memory, input/output ports, and communication ports, not shown. The voltage Vbm and current Ibm from a voltage sensor and a current sensor that detect the voltage and current of the main battery 42 are input to the battery ECU 44 via an input port. The battery ECU 44 is connected to the main ECU 70 so as to be able to communicate with the main battery 42 via the communication port. The battery ECU 44 calculates the charge ratio SOC of the main battery 42 based on the current Ibm of the main battery 42 from the current sensor. The system main relay 46 connects and disconnects the drive system power line 40 and the main battery 42. The main battery 42, the battery ECU 44, and the system main relay 46 are housed in a housing 45 made of metal (for example, aluminum).

The DC/DC converter 48 steps down the power of the drive system power line 40 and supplies it to the auxiliary system power line 50. The DC/DC converter 48 is housed in a metal (e.g., aluminum) housing 49. The auxiliary system power line 50 is connected to an auxiliary battery 52, multiple auxiliary devices 54, the front ECU 27, the rear ECU 37, the battery ECU 44, the auxiliary ECU 56, and the main ECU 70. The front ECU 27, the rear ECU 37, the battery ECU 44, the auxiliary ECU 56, and the main ECU 70 each have a built-in voltage sensor that can detect the voltage applied to the corresponding ECU.

The auxiliary battery 52 is configured as a lead-acid battery with a rated voltage of, for example, 12V. Examples of the multiple auxiliary devices 54 include lights, power windows, and an audio system. The auxiliary ECU 56 includes a microcomputer (not shown) having a CPU, ROM, RAM, flash memory, input/output ports, and communication ports. The auxiliary ECU 56 receives voltage Vba and current Iba from a voltage sensor and a current sensor that detect the voltage and current of the auxiliary battery 52 via an input port. The auxiliary ECU 56 outputs control signals to the multiple auxiliary devices 54 via an output port. The auxiliary ECU 56 is connected to the main ECU 70 via the communication port so as to be able to communicate with each other. The auxiliary ECU 56 is housed in a housing 57 made of metal (for example, aluminum).

Although not shown, the main ECU 70 includes a microcomputer having a CPU, ROM, RAM, flash memory, input/output ports, and communication ports. The main ECU 70 is housed in a metal (e.g., aluminum) housing 71. The main ECU 70 receives input voltage Vi from a voltage sensor 49i that detects the input voltage (voltage on the drive system power line 40 side) of the DC/DC converter 48, output voltage Vo from a voltage sensor 49o that detects the output voltage (voltage on the auxiliary system power line 50 side) of the DC/DC converter 48, and a signal from a power switch 72 through an input port. From the main ECU 70, control signals to the system main relay 46, the DC/DC converter 48, and the warning light 74 are connected through an output port. As described above, the main ECU 70 is communicably connected to the front ECU 27, the rear ECU 37, the battery ECU 44, and the auxiliary ECU 56 through the communication port.

2 is an explanatory diagram showing an example of the arrangement and electrical connection relationship of some of the components of the electric vehicle 10. As shown in the figure, in the storage section at the front of the vehicle, the housing 28 housing the front inverter 26 and the front ECU 27 is fixed to the upper surface of the housing 25 housing the front motor 24, etc., by bolts or the like, and a metal (e.g., aluminum) reinforcing member 80 is arranged on the upper side of the housing 28, the housing 49 housing the DC/DC converter 48 is fixed to the upper surface of the reinforcing member 80 by bolts or the like, and the housing 71 housing the main ECU 70 is fixed to the upper surface of the housing 49 by bolts or the like. The reinforcing member 80 is fixed to a position electrically insulated from the vehicle body 82 in the vehicle body. In the storage section at the center of the vehicle (e.g., the storage section below the rear seats), the housing 45 housing the main battery 42, the battery ECU 44, and the system main relay 46 is fixed to the lower surface of the vehicle body 82 by bolts or the like. The vehicle body 82 is formed by applying cationic paint or the like to a metal (e.g., iron) plate-shaped member. A metal (e.g., aluminum) earth part 84 is fixed to the vehicle body 82 by an earth bolt or the like, and this earth part 84 is also fixed to the reinforcing member 80 by a bolt or the like. As a result, the vehicle body 82 and the reinforcing member 80 are electrically connected via the earth part 84. In the housing section at the rear of the vehicle, a housing 38 that houses a rear inverter 36 and a rear ECU 37 is fixed to the top surface of a housing 35 that houses the rear motor 34 and the like.

The drive system power line 40 in FIG. 1 has drive system power lines 40a, 40b, and 40c that are connected to each other within the housing 49. Each of the drive system power lines 40a, 40b, and 40c includes a positive power line 41p, which is an electric wire having a core wire and an insulating coating covering the core wire, a negative power line 41n, which is an electric wire having a core wire and an insulating coating covering the core wire, a cylindrical shield 41s, which is a metallic braided tube (braided material) that covers the positive power line 41p and the negative power line 41n, and a corrugated tube 41c that covers the shield 41s. The high voltage side of the DC/DC converter 48 is connected to the front inverter 26 via the drive system power line 40a, to the rear inverter 36 via the drive system power line 40b, and to the main battery 42 via the drive system power line 40c.

The low-voltage side of the DC/DC converter 48 is connected to the multiple auxiliary devices 54 and each ECU such as the auxiliary ECU 56 via the positive line of the auxiliary power line 50, and is also connected to the multiple auxiliary devices 54 and each ECU such as the auxiliary ECU 56 via the housing 49, housing 71, reinforcing member 80, earth part 84, and vehicle body 82. The positive line of the auxiliary power line 50 is configured as an electric wire having a core wire and an insulating coating covering this core wire. In addition, the negative line of the auxiliary power line 50 is configured by the housing 49, reinforcing member 80, earth part 84, and vehicle body 82. Some of the multiple auxiliary devices 54 and the auxiliary ECU 56 are arranged close to each other at a position somewhat separated from the DC/DC converter 48. An earthing wire 90 for radio noise is attached to the housing 45 and the housing 25, and an earthing wire 92 is attached to the housing 45 and the housing 35.

Next, the operation of the electric vehicle 10 of the embodiment thus configured will be described, in particular the operation when determining whether the earth part 84 is attached to the reinforcing member 80 and the vehicle body 82. FIG. 3 is a flowchart showing an example of a processing routine executed by the main ECU 70. This routine is executed, for example, when the power switch 72 is turned on (when a command to start the system is issued).

When the processing routine of FIG. 3 is executed, the main ECU 70 first turns on the system main relay 46 (step S100). Then, the predetermined drive of the DC/DC converter 48 is started and a predetermined operation command is sent to the auxiliary ECU 56 (step S110). In the predetermined drive of the DC/DC converter 48, a predetermined voltage Vo1 is set as the target output voltage Vo* of the DC/DC converter 48, and the DC/DC converter 48 is controlled so that the difference between the output voltage Vo of the DC/DC converter 48 from the voltage sensor 48o and the target output voltage Vo* is canceled. As the predetermined voltage Vo1, a voltage higher than the rated voltage of the auxiliary battery 52, for example, the allowable output voltage or a voltage slightly lower than it, is used. When the auxiliary ECU 56 receives a specific operation command, it operates a specific high-load auxiliary among the multiple auxiliary devices 54 that is located away from the DC/DC converter 48 (where the current path is long) and close to the auxiliary ECU 56, detects the voltage of this specific auxiliary device with a voltage sensor (not shown) and detects the voltage of the auxiliary ECU 56 with a built-in voltage sensor, and transmits the result as the load voltage Vlo to the main ECU 70.

Then, the output voltage Vo of the DC/DC converter 48 from the voltage sensor 48o and the load voltage Vlo from the auxiliary ECU 56 are input (step S120), and the predetermined drive of the DC/DC converter 48 is stopped and a predetermined operation stop command is sent to the auxiliary ECU 56 (step S110). When the auxiliary ECU 56 receives the predetermined operation stop command, it stops the auxiliary that is operating among the multiple auxiliary devices 54.

Then, the load voltage Vlo is subtracted from the output voltage Vo of the DC/DC converter 48 to calculate a voltage difference ΔV (step S140), and the calculated voltage difference ΔV is compared with the threshold value ΔVref (step S150). Here, the threshold value ΔVref is a threshold value used to determine whether the earth part 84 is attached to the reinforcing member 80 and the vehicle body 82. When the earth part 84 is attached to the reinforcing member 80 and the vehicle body 82, the output current from the DC/DC converter 48 is supplied to the multiple auxiliaries 54 (including specific auxiliaries) and each ECU via the positive line of the auxiliary power line 50, and further returns to the DC/DC converter 48 via the vehicle body 82, the earth part 84, the reinforcing member 80, and the housing 49. That is, the negative line of the auxiliary power line 50 is configured by the vehicle body 82, the earth part 84, the reinforcing member 80, and the housing 49. At this time, the resistance value of the negative line is low, and the voltage drop due to the negative line is low, so that the load voltage Vlo is high and the voltage difference ΔV is small. In contrast, when the earth part 84 is not attached to the reinforcing member 80 and the vehicle body 82, the vehicle body 82 and the reinforcing member 80 are electrically separated. At this time, the current supplied to the multiple accessories 54 and each ECU returns to the DC/DC converter 48 via, for example, the following first to third paths. The first path is a path that passes through the vehicle body 82, the shield of the drive system power line 40c, and the housing 49. The second path is a path that passes through the vehicle body 82, the earthing wire 90, the housing 25, the housing 28, the shield of the drive system power line 40a, and the housing 49. The third path is a path that passes through the vehicle body 82, the earthing wire 92, the housing 35, the housing 38, the shield of the drive system power line 40b, and the housing 49. That is, the negative line of the auxiliary power line 50 is formed including the first to third paths. At this time, the resistance of the shields of the drive power lines 40a to 40c is higher than that of the earth component 84, so the resistance of the negative line is high and the voltage drop in the negative line is large, resulting in a low load voltage Vlo and a large voltage difference ΔV. The process of step S150 is performed taking this into consideration.

In the embodiment, by operating a specific auxiliary device among the multiple auxiliary devices 54 that is located away from the DC/DC converter 48 (where the current path is longer), the difference in voltage drop on the negative side line depending on whether the earth part 84 is attached or not can be made more noticeable, and the difference in voltage difference ΔV depending on whether the earth part 84 is attached or not can be made more noticeable. Also, by increasing the output voltage Vo of the DC/DC converter 48 (for example, to the allowable output voltage or a value slightly lower than that), the current flowing through the auxiliary power line 50 and the specific load can be increased, and the difference in voltage drop on the negative side line depending on whether the earth part 84 is attached or not can be made more noticeable, and the difference in voltage difference ΔV depending on whether the earth part 84 is attached or not can be made more noticeable.

When the voltage difference ΔV is equal to or less than the threshold value ΔVref in step S150, it is determined that the earth part 84 is attached to the reinforcing member 80 and the vehicle body 82 (step S160), the system is set to ready-on (step S170), and this routine ends. This ready-on state puts the electric vehicle 10 in a state in which it can run.

When the voltage difference ΔV is greater than the threshold value ΔVref in step S150, it is determined that the earth part 84 is not attached to the reinforcing member 80 and the vehicle body 82 (step S180), the warning light 74 is turned on (step S190), and this routine is terminated without turning on the ready-on state. When the negative side line of the auxiliary power line 50 is configured including the above-mentioned first to third paths, if the current continues to flow, there is a concern that the shields of the drive power lines 40a to 40c may overheat. In the embodiment, when it is determined that the earth part 84 is not attached to the reinforcing member 80 and the vehicle body 82, the ready-on state is not turned on, thereby preventing overheating of the shields of the drive power lines 40a to 40c. In other words, the shields and the like can be protected. In addition, by turning on the warning light 74, the user can be notified that the earth part 84 is not attached to the reinforcing member 80 and the vehicle body 82.

In the power system mounted on the electric vehicle 10 of the embodiment described above, when the voltage difference ΔV between the output voltage Vo of the DC/DC converter 48 and the load voltage Vlo of a specific auxiliary device is equal to or less than the threshold value ΔVref, it is determined that the earth part 84 is attached to the reinforcing member 80 and the vehicle body 82, and when the voltage difference ΔV is greater than the threshold value ΔVref, it is determined that the earth part 84 is not attached to the reinforcing member 80 and the vehicle body 82. In this way, it is possible to determine whether or not the earth part 84 is attached to the reinforcing member 80 and the vehicle body 82.

In the power system of the embodiment, when it is determined based on the voltage difference ΔV that the earth part 84 is not attached to the reinforcing member 80 and the vehicle body 82, the warning light 74 is turned on to notify the user. However, the user may also be notified by displaying a message on a display (not shown) or by outputting an audio message from a speaker (not shown). It is also possible not to notify the user in this way.

In the power system of the embodiment, when it is determined based on the voltage difference ΔV that the earth part 84 is not attached to the reinforcing member 80 and the vehicle body 82, the system is not set to be ready-on. However, the system may be set to be ready-on for evacuation driving. Examples of evacuation driving include limiting the drive of the front motor 24 and the rear motor 34, limiting the drive of the DC/DC converter 48, and limiting the operation of at least some of the multiple accessories 54. Even when the earth part 84 is not attached to the reinforcing member 80 and the vehicle body 82, the shields of the drive system power lines 40a, 40b, and 40c do not immediately overheat, so in this modified example, evacuation driving is permitted.

In the embodiment, the power system is mounted on an electric vehicle 10 having a front motor 24 and a rear motor 34. However, the power system may be mounted on an electric vehicle having either the front motor 24 or the rear motor 34. The power system may also be mounted on a hybrid vehicle having an engine in addition to at least one of the front motor 24 and the rear motor 34.

The relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be explained. In the embodiment, the DC/DC converter 48 corresponds to the "power supply device", a specific auxiliary device among the multiple auxiliary devices 54 that is separated from the DC/DC converter 48 corresponds to the "electrical load", and the main ECU 70 corresponds to the "control device".

The correspondence between the main elements of the Examples and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the Examples are examples for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be based on the description in that column, and the Examples are merely a specific example of the invention described in the Means for Solving the Problem column.

The above describes the form for carrying out the present invention using examples, but the present invention is not limited to these examples in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the scope of the invention.

The present invention can be used in the power system manufacturing industry, etc.

10 Electric vehicle, 20 Front wheels, 21 Front axle, 22 Front differential gear, 23 Front drive shaft, 24 Front motor, 25, 28, 38, 45, 57, 71 Housing, 26 Front inverter, 27 Front ECU, 30 Rear wheels, 31 Rear axle, 32 Rear differential gear, 33 Rear drive shaft, 34 Rear motor, 35 Housing, 36 Rear inverter, 37 Rear ECU, 40, 40a, 40b, 40c Drive system power line, 41c Corrugated tube, 41n Negative side power line, 41p Positive side power line, 41s Shield, 42 Main battery, 44 Battery ECU, 46 System main relay, 48 DC/DC converter, 49 Housing, 49i Voltage sensor, 49o Voltage sensor, 50 Auxiliary system power line, 52 Auxiliary battery, 54 Auxiliary, 56 Auxiliary ECU, 70 Main ECU, 71 Housing, 72 Power switch, 74 Warning light, 80 Reinforcement member, 82 Vehicle body, 84 Earth parts, 90, 92 Earthing wire.

Claims (4)

A power supply device for supplying DC power to a power line;
an electrical load connected to the power line;
A control device that controls the power supply device;
A power system equipped with the above and mounted on a vehicle,
The power line includes a positive line and a negative line,
the negative electrode side line includes a negative electrode connection part connected to the power supply device , a vehicle body to which the electric load is connected, and a connection part for connecting the negative electrode connection part and the vehicle body,
When a voltage difference between an output voltage of the power supply device between the vehicle body and a voltage of the electric load between the vehicle body and the power supply device is equal to or smaller than a threshold value, the control device determines that the negative electrode connection part and the vehicle body are connected by the connection part, and when the voltage difference is larger than the threshold value, determines that the negative electrode connection part and the vehicle body are not connected by the connection part.
Power system. 2. The power system of claim 1,
the power supply device is a DC/DC converter that reduces the voltage of power of a second power line to which a drive device for traveling and a power storage device are connected and supplies the power to the power line;
a housing of the power storage device is fixed to the vehicle body,
The second power line includes a second positive side line and a second negative side line, and a shield covering the second positive side line and the second negative side line.
Power system. 3. The power system according to claim 1,
the control device operates the electric load to obtain a voltage of the electric load while controlling the electric power supply device so that the voltage of the power line becomes a target voltage;
Power system. A power system according to any one of claims 1 to 3,
When the control device determines that the negative electrode connection part and the vehicle body are not connected by the connection part, the control device limits the operation of the power supply device compared to when the control device determines that the negative electrode connection part and the vehicle body are connected by the connection part.
Power system.

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