JP6349675B2 - Vehicle power supply device and vehicle control system - Google Patents

Description

  The present invention relates to a vehicle power supply device and a vehicle control system mounted on a vehicle, and in particular, includes a vehicle power supply device that converts voltage input from a power supply to supply an electric load group and the vehicle power supply device. The present invention relates to a vehicle control system.

  2. Description of the Related Art Conventionally, a vehicle power supply device that converts electric power input from a power supply into a voltage and outputs it to an electric load group such as lighting or auxiliary equipment is mounted on the vehicle. For example, when the power supply voltage drops below a specified voltage when the starter is driven, the vehicle power supply device boosts the reduced voltage to a specified voltage to maintain the normal operation of the electric load group. ing.

  As this type of vehicle power supply device, power is supplied from the plurality of voltage conversion units to the corresponding electric loads, and if any of the plurality of voltage conversion units fails, the failed voltage conversion unit There is known a circuit in which a circuit is switched so that power is supplied from a voltage conversion unit that does not fail to an electric load corresponding to (see Patent Document 1). According to the device described in Patent Document 1, all of the power supplied by the failed voltage conversion unit is backed up by the non-failed voltage conversion unit, so that even when some of the voltage conversion units fail, The operation of the electric load is maintained.

JP 2004-222403 A

  However, the device described in Patent Document 1 has a problem that each voltage conversion unit needs to have a large power supply capacity in preparation for failure of some voltage conversion units. When increasing the power supply capacity of the voltage conversion unit, there is a risk of inconveniences such as an increase in cost, an increase in size and weight of the apparatus, and the like.

  The present invention has been made paying attention to the above-described problems, and has a high priority even when one voltage conversion unit fails without increasing the power supply capacity of the voltage conversion unit. It is an object of the present invention to provide a vehicle power supply device and a vehicle control system that can maintain normal operation of an electric load group.

A first aspect of the present invention is a vehicular power supply device that converts electric power input from a power source into a voltage and supplies the electric load group, and the electric load group includes a first electric load group having a low priority and A first voltage conversion unit that includes a second electrical load group having a high priority, converts the power input from the power source to a voltage, and a second voltage conversion unit converts the power input from the power source, In the vehicular power supply apparatus comprising: a bypass state in which a first detour that bypasses the first voltage converter by connecting an input side and an output side of the first voltage converter is formed; and the first detour A first bypass switching unit that can be switched to a non-bypass state that does not form a second bypass circuit that connects the input side and output side of the second voltage conversion unit to bypass the second voltage conversion unit is formed Bypass state and non-viper not forming the second bypass route And a second bypass switching unit that can be switched to a state, the electric power voltage converted by the second voltage converter supplies electric power voltage conversion in the first electrical load group by the first voltage conversion unit wherein The first switching state supplied to the second electric load group, and the electric power converted by the second voltage converter while supplying the electric power converted by the first voltage converter to the second electric load group A switching unit capable of switching to a second switching state to be supplied to the first electric load group, and when the first voltage conversion unit fails, the first bypass switching unit is in the bypass state, and A control unit that switches the switching unit to the first switching state, and switches the second bypass switching unit to the bypass state and the switching unit to the second switching state when the second voltage conversion unit fails. Composed of including That.

According to a second aspect of the present invention, the first voltage converter has a power supply amount for normally operating the first electric load group or the second electric load group, and the second voltage converter is the second voltage converter. It is preferable to have a power supply amount for normally operating the electric load group .

  According to a third aspect of the present invention, there is provided a vehicular power supply device according to the first or second aspect, the internal combustion engine is stopped when a predetermined stop condition is satisfied, and is started when a predetermined restart condition is satisfied. An internal combustion engine control device that executes idle stop control for driving the device to restart the internal combustion engine, wherein the starting device is driven by electric power supplied from the power source, The control unit of the vehicle power supply device transmits first failure information to the control device of the internal combustion engine when the first voltage conversion unit fails, and also transmits second failure information when the second voltage conversion unit fails. The internal combustion engine control device transmits the idle stop control for prohibiting the execution of the idle stop control when the internal combustion engine control device receives both the first failure information and the second failure information. Preferably comprises a flop prohibition unit.

Thus, according to the above aspect , when the second voltage conversion unit is not faulty, the switching unit is switched to the first switching state. Therefore, the second voltage conversion unit is included in the second electric load group having a high priority. Thus, the voltage-converted power is supplied. In addition, when the second voltage conversion unit fails, the switching unit switches to the second switching state, so that the power converted by the first voltage conversion unit is supplied to the second electrical load group having a high priority. . For this reason, even if one of the first voltage conversion unit or the second voltage conversion unit fails, since the voltage-converted power is supplied to the second electric load group, the second electric load group is normal. Operation is maintained. In addition, when the second voltage conversion unit fails, power is not supplied from the first voltage conversion unit that does not fail to the first electrical load group having a low priority. There is no need to increase the power supply capacity of the first voltage converter. Therefore, normal operation of the electrical load group having a high priority can be maintained even when one of the voltage conversion units fails without increasing the power supply capacity of the voltage conversion unit.

Further, according to the above aspect , even if one of the first voltage conversion unit or the second voltage conversion unit fails, the detour is formed in the failed voltage conversion unit. The operation of the first electric load group can be continued by the electric power supplied without being converted.

In addition, according to the above aspect , when at least one of the first voltage conversion unit or the second voltage conversion unit is normal, the execution of the idle stop control is permitted, and thus it is possible to prevent the fuel consumption from deteriorating. it can.

FIG. 1 is a configuration diagram showing a main part of a vehicle equipped with a vehicle power supply device according to an embodiment of the present invention. FIG. 2 is a lock diagram illustrating a state during operation of the vehicle power supply device according to the embodiment of the present invention. FIG. 3 is a lock diagram illustrating a non-operating state of the vehicle power supply device according to the embodiment of the present invention. FIG. 4 is a block diagram showing a state during operation when the first voltage conversion unit of the vehicle power supply device according to the embodiment of the present invention is out of order. FIG. 5 is a block diagram illustrating a state during operation when the second voltage conversion unit of the vehicle power supply device according to the embodiment of the present invention is out of order. FIG. 6 is a flowchart showing the operation of the vehicle power supply device according to the embodiment of the present invention. FIG. 7 is a flowchart showing the operation of the control device for an internal combustion engine according to the embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIGS. 1-7 is a figure which shows the vehicle power supply device which concerns on one Embodiment of this invention.
First, the configuration will be described. In FIG. 1, a vehicle 10 includes a power supply 13, a vehicle power supply device 30, a first electric load group 11, a second electric load group 12, an engine 24, a starter 16, an ECU 20, and an accelerator pedal sensor 26. And a vehicle speed sensor 27 and a brake pedal sensor 28. Among these, the vehicle power supply device 30 and the ECU 20 constitute a vehicle control system 70.

The engine 24 is configured as an internal combustion engine such as a spark ignition engine operated using gasoline, alcohol, natural gas or the like as a fuel, or a diesel engine operated using light oil as a fuel.
The starter 16 is a starting device for starting the engine 24 and is driven by electric power supplied from the power source 13. The starter 16 includes a motor and a pinion gear rotated by the motor, and the pinion gear meshes with a flywheel of the engine 24 or a ring gear on the outer periphery of the drive plate to crank the engine 24.

The vehicle speed sensor 27 detects the speed of the vehicle 10, that is, the vehicle speed, and outputs the detected vehicle speed signal to the ECU 20. The vehicle speed sensor 27 detects the vehicle speed based on, for example, the rotational speed of the output shaft of the transmission.
The accelerator pedal sensor 26 detects the depression amount and the depression speed of the accelerator pedal, and outputs the detected accelerator pedal signal to the ECU 20.
The brake pedal sensor 28 detects depression or release of the brake pedal, and outputs the detected brake pedal signal to the ECU 20.

  The ECU 20 includes a microcomputer having a central processing unit (CPU), a random access memory (RAM), a read only memory (ROM), an input port, an output port, and the like. In the ECU 20, the CPU performs calculations according to programs and maps stored in the ROM in advance while using a part of the storage area of the RAM as a work area. The ECU 20 constitutes a control device for an internal combustion engine in the present invention.

In the present embodiment, an accelerator pedal sensor 26, a vehicle speed sensor 27, and a brake pedal sensor 28 are connected to the input port of the ECU 20, and an accelerator pedal signal from the accelerator pedal sensor 26, a vehicle speed signal from the vehicle speed sensor 27, and a brake pedal sensor. The brake pedal signal from 28 is input. Furthermore, a vehicle power supply device 30 is connected to the input port of the ECU 20, and failure information to be described later is input from the vehicle power supply device 30.
Further, the starter 16 and the vehicle power supply device 30 are connected to the output port of the ECU 20 so that a drive signal to the starter 16 and restart information described later to the vehicle power supply device 30 are output. .

The ECU 20 controls the engine 24 when a predetermined stop condition is satisfied based on a signal including an accelerator pedal signal from the accelerator pedal sensor 26, a brake pedal signal from the brake pedal sensor 28, and a vehicle speed signal from the vehicle speed sensor 27. A so-called idle stop control is performed in which the engine 24 is started when the engine is stopped and a predetermined restart condition is satisfied.
Here, in the present embodiment, the predetermined stop condition is that the vehicle speed is equal to or lower than the predetermined speed, the accelerator pedal is released, and the brake pedal is depressed. It is. The ECU 20 stops the engine 24 by stopping fuel injection to the engine 24 and ignition of the air-fuel mixture in accordance with the establishment of the stop condition.
The predetermined restart condition is that any one of the vehicle speed is equal to or higher than the predetermined speed, the accelerator pedal is depressed, or the brake pedal is released. The ECU 20 starts the engine 24 by driving the starter 16 with a drive signal, cranking the engine 24, injecting fuel, and starting ignition of the air-fuel mixture in response to establishment of the restart condition. It has become. Further, the ECU 20 is configured to transmit restart information to the vehicle power supply device 30 in response to the establishment of the restart condition.

  Further, the ECU 20 prohibits the execution of the idle stop control when receiving both first failure information and second failure information described later from the vehicle power supply device 30. The prohibition (or permission) of execution of the idle stop control is performed by setting a prohibition flag (or permission flag), for example. In this way, the ECU 20 constitutes an idle stop prohibiting unit 22.

The power supply 13 is a secondary battery such as a lead storage battery, and generates a specified voltage (for example, 12.6 volts).
The first electric load group 11 is an electric load having a low priority in power supply, such as an audio system or an illumination system. The first electric load group 11 is, for example, a radio receiver, a television receiver, a navigation device, an indoor lamp, or the like. In other words, the first electric load group 11 is an electric load having a low importance when the vehicle 10 travels.
The second electric load group 12 is an electric load having a high priority in power supply, such as a brake system and a transmission system. The second electric load group 12 is, for example, a control circuit and solenoid valve of an ABS (Anti-lock Brake System) device, and a control circuit and solenoid valve of an automatic transmission. In other words, when the vehicle 10 travels. It is an electrical load with high importance.

  The vehicle power supply device 30 converts the electric power input from the power supply 13 into a voltage and supplies it to the first electric load group 11 and the second electric load group 12. Specifically, the vehicle power supply device 30 boosts the voltage when the input voltage from the power supply 13 falls below a specified voltage, and specifies the supply voltage to the first electric load group 11 and the second electric load group 12. It is designed to maintain the voltage. Here, the case where the input voltage from the power supply 13 falls below the specified voltage is, for example, a case where the starter 16 is driven when the engine 24 is restarted by idle stop control.

  Next, the vehicle power supply device 30 will be described in detail with reference to FIGS. Here, FIG. 2 shows a state when the vehicle power supply device 30 is in operation, and FIG. 3 shows a state when the vehicle power supply device 30 is not in operation. 4 shows a state when the power supply device 30 for the vehicle when the first voltage converter 31 is out of order, and FIG. 5 shows the vehicle when the second voltage converter 32 is out of order. The state at the time of the action | operation of the power supply device 30 for a motor is shown.

  As shown in FIGS. 2 to 5, the vehicle power supply device 30 includes an input terminal 41, a first voltage conversion unit 31, a second voltage conversion unit 32, a switching unit 60, a first output terminal 42, A second output terminal 43 and a control circuit 40 are provided. The vehicle power supply device 30 includes a first input line 44, a second input line 49, a first connection line 46, a second connection line 51, a first output line 47, and a second output line 52. , A first inversion line 48, a second inversion line 53, a first bypass relay 33, and a second bypass relay 34.

The input terminal 41 is supplied with power from the power source 13, and the first voltage conversion unit 31 and the second voltage conversion unit 32 are connected in parallel via the first input line 44 and the second input line 49, respectively. Yes.
The first voltage conversion unit 31 and the second voltage conversion unit 32 are each configured as a step-up DC-DC converter having a switching element. The first voltage conversion unit 31 and the second voltage conversion unit 32 convert the power input from the power supply 13 to output the voltage. Yes.
In the present embodiment, in the first voltage conversion unit 31 and the second voltage conversion unit 32, the starter 16 is driven when the engine 24 is restarted, and the voltage input from the power source 13 is lower than the specified voltage by a predetermined value or more. In this case, for example, when the voltage drops to 10 volts, the reduced voltage is boosted to a specified voltage and output.

A switching unit 60 is connected to the output side of the first voltage conversion unit 31 and the second voltage conversion unit 32 via a first connection line 46 and a second connection line 51, respectively.
Between the input side and the output side of the first voltage conversion unit 31, a first bypass line 45 that forms a detour of the first voltage conversion unit 31 is provided, and the first bypass line 45 includes a first bypass line 45. One bypass relay 33 is provided.
In addition, a second bypass line 50 that forms a detour of the second voltage converter 32 is provided between the input side and the output side of the second voltage converter 32, and the second bypass line 50 includes a second bypass line 50. A second bypass relay 34 is provided.
The first bypass relay 33 and the second bypass relay 34 are each configured as a single-pole single-throw electromagnetic relay, and are in an off position (open position) shown in FIG. 2 and an on position (closed position) shown in FIG. ) Can be switched between. The first bypass relay 33 and the second bypass relay 34 constitute a first bypass switching unit and a second bypass switching unit in the present invention, respectively.

As shown in FIG. 3, the first voltage conversion unit 31 and the second voltage conversion unit 32 have their input side and output side connected when the first bypass relay 33 and the second bypass relay 34 are in the on position. Thus, a bypass state is formed in which a detour is formed. Further, as shown in FIG. 2, the first voltage conversion unit 31 and the second voltage conversion unit 32 are in a non-bypass state in which no detour is formed when the first bypass relay 33 and the second bypass relay 34 are in the off position. It becomes. When the first voltage conversion unit 31 and the second voltage conversion unit 32 are in the bypass state of FIG. 3, the current input from the power supply 13 to the input terminal 41 passes through the first bypass line 45 and the second bypass line 50. The voltage conversion by the first voltage conversion unit 31 and the second voltage conversion unit 32 is not performed. The detour that bypasses the first voltage converter 31 by the first bypass relay 33 constitutes the first detour in the present invention, and the detour that bypasses the second voltage converter 32 by the second bypass relay 34 in the present invention. A second detour is configured.
Further, a first output terminal 42 and a second output terminal 43 are provided at the subsequent stage of the switching unit 60. The first output terminal 42 and the second output terminal 43 include the first electric load group 11 and the second output terminal 43, respectively. Two electric load groups 12 are connected to each other.

  The switching unit 60 is configured to be switchable between a first switching state shown in FIGS. 2 to 4 and a second switching state shown in FIG. When the switching unit 60 is in the first switching state, the output of the first voltage conversion unit 31 is supplied to the first electric load group 11 via the first output terminal 42 and the second voltage conversion is performed inside the switching unit 60. A circuit is formed so as to supply the output of the unit 32 to the second electric load group 12 via the second output terminal 43. When the switching unit 60 is in the second switching state, the output of the first voltage conversion unit 31 is supplied to the second electric load group 12 via the second output terminal 43 in the switching unit 60, and the second A circuit is formed so as to supply the output of the voltage converter 32 to the first electric load group 11 via the first output terminal 42.

Specifically, the switching unit 60 includes the first switching relay 35, the second switching relay 39, the first output line 47, the second output line 52, the first inversion line 48, and the second inversion line 53. The first switching relay 35 and the second switching relay 39 are switched between a first switching state and a second switching state by a combination of an on position (closed position) and an off position (open position). It has become.
The first switching relay 35 is configured as a two-pole double-throw electromagnetic relay, and includes a first switching unit 36 and a second switching unit 37 that open and close in conjunction with each other.
A first connection line 46 is connected to the input side of the first switching unit 36, and a first output line 47 and a first inversion line 48 are connected to the output side of the first switching unit 36.

  The second connection line 51 and the first inversion line 48 are connected to the input side of the second switching unit 37, and the second output line 52 is connected to the output side of the second switching unit 37. . A second inversion line 53 is provided between the second connection line 51 and the first output line 47.

  The first switching relay 35 is configured to be switchable between an off position shown in FIGS. 2 to 4 and an on position shown in FIG. 2 to 4, the first switching relay 35 connects the first connection line 46 to the first output line 47 by the first switching unit 36 and the second connection by the second switching unit 37. The line 51 is connected to the second output line 52. When the first switching relay 35 is in the ON position shown in FIG. 5, the first connection line 46 is connected to the first inversion line 48 and the first inversion line 48 is connected to the second output line 52. It has become.

The second switching relay 39 is configured as a one-pole single-throw electromagnetic relay, and is provided on the second inversion line 53. The second switching relay 39 is configured to be switchable between an off position (open position) shown in FIGS. 2 to 4 and an on position (closed position) shown in FIG. The second switching relay 39 shuts off the second connection line 51 and the first output line 47 when in the off position shown in FIGS. 2 to 4, and the second connection line when in the on position shown in FIG. 51 and the first output line 47 are connected.
Therefore, when both the first switching relay 35 and the second switching relay 39 are in the off position, the switching unit 60 is in the first switching state, and when both the first switching relay 35 and the second switching relay 39 are in the on position. In addition, the switching unit 60 is in the second switching state.

  The control circuit 40 is constituted by a microcomputer having a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an input port, an output port, and the like. In the control circuit 40, the CPU performs an operation according to a program and a map stored in advance in the ROM while using a part of the storage area of the RAM as a work area. The control circuit 40 constitutes a control unit in the present invention.

  In the present embodiment, the ECU 20 is connected to the input port and the output port of the control circuit 40, and restart information from the ECU 20 is input to the input port, and the first voltage conversion unit 31 and the second voltage conversion unit. Each failure information of 32 is output to ECU20 from an output port. Here, the failure information includes first failure information indicating a failure of the first voltage conversion unit 31 and second failure information indicating a failure of the second voltage conversion unit 32. The control circuit 40 constantly monitors whether or not the first voltage conversion unit 31 and the second voltage conversion unit 32 have failed, and outputs the first failure information when the first voltage conversion unit 31 has failed. When the second voltage converter 32 is out of order, the second failure information is output. Whether or not the first voltage converter 31 and the second voltage converter 32 are out of order is determined by, for example, providing an ammeter after the first voltage converter 31 and the second voltage converter 32 and detecting the ammeter. It can be determined based on the value.

Further, a first bypass relay 33, a second bypass relay 34, a first switching relay 35, and a second switching relay 39 are connected to the output port of the control circuit 40 and energize the electromagnets in these relays. Thus, each relay is switched from the off position (open position) to the on position (closed position).
The case 54 of the vehicle power supply device 30 is made of metal and is grounded by a ground line 55. Thereby, the high frequency noise generated in the first voltage conversion unit 31 and the second voltage conversion unit 32 is shielded by the case 54, and the high frequency noise is prevented from leaking outside the case 54.

Next, the relay switching operation by the control circuit 40 of the vehicle power supply device 30 configured as described above will be described with reference to the flowchart of FIG.
First, the control circuit 40 determines whether or not the engine 24 is restarting (step S1). Here, when the restart information from the ECU 30 is received, the control circuit 40 determines that the engine 24 is restarting.

If it is determined in step S1 that the engine 24 is not restarted, the control circuit 40 turns on the first bypass relay 33 (step S5), turns on the second bypass relay 34 (step S6), and performs the first switching. The relay 35 is turned off (step S7), the second switching relay 39 is turned off (step S8), and this flowchart is ended. That is, when it is determined that the engine 24 is not restarted, the control circuit 40 turns on both the first bypass relay 33 and the second bypass relay 34 as shown in FIG. Set to 1 switching state.
As a result, the electric power input from the power supply 13 to the vehicle power supply device 30 passes through the first bypass line 45 and is not converted into a voltage by the first voltage conversion unit 31, and is supplied to the first electric terminal via the first output terminal 42. It is supplied to the load group 11. Further, the electric power input from the power supply 13 to the vehicle power supply device 30 passes through the second bypass line 50 and is not converted into voltage by the second voltage conversion unit 32, and the second electric load via the second output terminal 43. Supplied to group 12.

  When it determines with it being at the time of restart of the engine 24 by step S1, the control circuit 40 determines whether the 1st voltage converter 31 has failed (step S2). If it is determined in step S2 that the first voltage converter 31 has not failed, the control circuit 40 determines whether or not the second voltage converter 32 has failed (step S4).

If it is determined in step S4 that the second voltage converter 31 has not failed, the control circuit 40 turns off the first bypass relay 33 (step S9), turns off the second bypass relay 34 (step S10), The first switching relay 35 is turned off (step S11), the second switching relay 39 is turned off (step S12), and this flowchart ends. That is, when the control circuit 40 determines that both the first voltage conversion unit 31 and the second voltage conversion unit 32 have not failed when the engine 24 is restarted, as shown in FIG. Both the relay 33 and the second bypass relay 34 are turned off, and the switching unit 60 is set to the first switching state.
As a result, the electric power input from the power supply 13 to the vehicle power supply device 30 is voltage-converted by the first voltage conversion unit 31 and then supplied to the first electric load group 11 via the first output terminal 42. The electric power input from the power supply 13 to the vehicle power supply device 30 is voltage-converted by the second voltage conversion unit 32 and then supplied to the second electric load group 12 via the second output terminal 43.
As described above, when both the first voltage conversion unit 31 and the second voltage conversion unit 32 have not failed, when the starter 16 is driven to restart the engine 24 and the voltage of the power supply 13 decreases, the voltage decreases. The first voltage converter 31 and the second voltage converter 32 step up the voltage to the specified voltage. As a result, the electric power boosted to the specified voltage is supplied to the first electric load group 11 and the second electric load group 12, respectively, and the first electric load group 11 and the second electric load group 12 can operate normally. .

If it is determined in step S4 that the second voltage converter 31 has failed, the control circuit 40 turns off the first bypass relay 33 (step S13), turns on the second bypass relay 34 (step S14), and The first switching relay 35 is turned on (step S15), the second switching relay 39 is turned on (step S16), and this flowchart ends. That is, when the control circuit 40 determines that the first voltage conversion unit 31 is not broken and the second voltage conversion unit 32 is broken when the engine 24 is restarted, as shown in FIG. The first bypass relay 33 is turned off, the second bypass relay 34 is turned on, and the switching unit 60 is switched to the second switching state.
As a result, the electric power input from the power supply 13 to the vehicle power supply device 30 is voltage-converted by the first voltage conversion unit 31 and then supplied to the second electric load group 12 via the second output terminal 43. In addition, the electric power input from the power source 13 to the vehicle power source device 30 passes through the second bypass line 50 and is not subjected to voltage conversion by the second voltage conversion unit 32, and is output from the first output terminal 42 to the first electric load group 11. To be supplied.
As described above, when the first voltage conversion unit 31 is not broken and the second voltage conversion unit 32 is broken, the starter 16 is driven to restart the engine 24 and the voltage of the power supply 13 is lowered. At this time, the reduced voltage is boosted to a specified voltage by the first voltage conversion unit 31. As a result, the electric power boosted to the specified voltage is supplied to the second electric load group 12, and the second electric load group 12 can operate normally. In addition, the indoor lamps and the like constituting the first electric load group 11 can be operated with flickering and the like by being supplied with a reduced voltage from the power supply 13.

If it is determined in step S2 that the first voltage conversion unit 31 has failed, the control circuit 40 determines whether or not the second voltage conversion unit 32 has failed (step S3).
If it is determined in step S3 that the second voltage converter 31 has not failed, the control circuit 40 turns on the first bypass relay 33 (step S17) and turns off the second bypass relay 34 (step S18). Then, the first switching relay 35 is turned off (step S19), the second switching relay 39 is turned off (step S20), and this flowchart is ended. That is, when the engine 24 is restarted and the first voltage conversion unit 31 has failed and the second voltage conversion unit 32 has not failed, the control circuit 40, as shown in FIG. The relay 33 is turned on, the second bypass relay 34 is turned off, and the switching unit 60 is set to the first switching state.
As a result, the electric power input from the power supply 13 to the vehicle power supply device 30 passes through the first bypass line 45 and is not converted into a voltage by the first voltage conversion unit 31, and is supplied to the first electric terminal via the first output terminal 42. It is supplied to the load group 11. The electric power input from the power supply 13 to the vehicle power supply device 30 is voltage-converted by the second voltage conversion unit 32 and then supplied to the second electric load group 12 via the second output terminal 43.
As described above, when the first voltage conversion unit 31 has failed and the second voltage conversion unit 32 has not failed, when the starter 16 is driven to restart the engine 24 and the voltage of the power supply 13 decreases. In addition, the lowered voltage is boosted to a specified voltage by the second voltage converter 32. As a result, the electric power boosted to the specified voltage is supplied to the second electric load group 12, and the second electric load group 12 can operate normally. In addition, the indoor lamps and the like constituting the first electric load group 11 can be operated with flickering and the like by being supplied with a reduced voltage from the power supply 13.

If it is determined in step S3 that the second voltage conversion unit 32 has failed, the control circuit 40 ends this flowchart. Thus, when the engine 24 is restarted and both the first voltage converter 31 and the second voltage converter 32 are out of order, the control circuit 40 includes the first bypass relay 33 and the second bypass relay 34. The first switching relay 35 and the second switching relay 39 are maintained in the initial state, and the switching operation is not performed. The initial state of these relays is, for example, the first bypass relay 33 is on, the second bypass relay 34 is on, the first switching relay 35 is off, and the second switching is performed, as in the case where the engine 24 is not restarted. The relay 39 is turned off.
As described above, in the flowchart of FIG. 6, the control circuit 40 is in a case where either the first voltage conversion unit 31 or the second voltage conversion unit 32 is out of order when the engine 24 is restarted. By switching the switching unit 60, the electric power boosted by the voltage conversion unit that is not in failure is supplied to the second electric load group 12 having a high priority.

Next, the idle stop prohibition determination operation by the ECU 20 will be described with reference to the flowchart of FIG.
First, the ECU 20 determines whether or not the first voltage conversion unit 31 has failed based on a failure signal from the vehicle power supply device 30 (step S31). Here, when the first failure signal is input from the vehicle power supply device 30, the ECU 20 determines that the first voltage conversion unit 31 has failed. If it is determined in step S31 that the first voltage conversion unit 31 has not failed, the ECU 20 permits the execution of the idle stop control (step S34) and ends this flowchart.

When it determines with the 1st voltage conversion part 31 having failed in step S31, ECU20 determines whether the 2nd voltage conversion part 32 has failed (step S32). Here, when the second failure signal is input from the vehicle power supply device 30, the ECU 20 determines that the second voltage conversion unit 32 has failed. If it is determined in step S32 that the second voltage conversion unit 32 has not failed, the ECU 20 permits the execution of idle stop control (step S34), and ends this flowchart. If it is determined in step S32 that the second voltage conversion unit 32 is out of order, the ECU 20 prohibits the execution of the idle stop control (step S33) and ends this flowchart.
Thus, the ECU 20 prohibits the execution of the idle stop control only when both the first voltage conversion unit 31 and the second voltage conversion unit 32 fail, and otherwise permits the execution of the idle stop. .

As described above, the vehicle power supply device 30 according to the present embodiment includes the first voltage conversion unit 31 and the second voltage conversion unit 32 that convert the power input from the power supply 13 into a voltage and output the voltage. The control circuit 40 switches the switching unit 60 to the first switching state when the second voltage conversion unit 32 is not faulty, and switches the switching unit 60 to the second switching state when the second voltage conversion unit 32 is faulty. Yes.
With this configuration, when the second voltage conversion unit 32 is not faulty, the switching unit 60 is switched to the first switching state. Therefore, the second voltage conversion unit 32 supplies a voltage to the second electric load group 12 having a high priority. The converted power is supplied. In addition, when the second voltage conversion unit 32 fails, the switching unit 60 switches to the second switching state. Therefore, the second electric load group 12 having a high priority has the power converted by the first voltage conversion unit 31. Is supplied. For this reason, even if one of the first voltage conversion unit 31 or the second voltage conversion unit 32 fails, the second electric load group 12 is supplied with the voltage-converted electric power. Normal operation of group 12 is maintained.
In addition, when the second voltage conversion unit 32 fails, power is not supplied from the first voltage conversion unit 31 that has not failed to the first electrical load group 11 having a low priority. It is not necessary to increase the power supply capacity of the first voltage converter 31 in preparation for a failure.
Therefore, normal operation of the electrical load group having a high priority can be maintained even when one of the voltage conversion units fails without increasing the power supply capacity of the voltage conversion unit.

Further, the vehicle power supply device 30 according to the present embodiment forms a bypass state in which the input side and the output side of the first voltage conversion unit 31 are connected to form a detour of the first voltage conversion unit 31, and a detour is formed. A bypass state in which a first bypass relay 33 that can be switched to a non-bypass state that is not connected, and an input side and an output side of the second voltage conversion unit 32 are connected to form a detour of the second voltage conversion unit 32; And a second bypass relay 34 that can be switched to a non-bypass state that does not form a path. The control circuit 40 switches the first bypass relay 33 to the bypass state when the first voltage conversion unit 31 fails, and switches the second bypass relay 34 to the bypass state when the second voltage conversion unit 32 fails. ing.
With this configuration, even if one of the first voltage conversion unit 31 or the second voltage conversion unit 32 fails, a detour is formed in the failed voltage conversion unit, so that the voltage is not converted through the detour. The operation of the first electric load group 11 can be continued by the electric power supplied to.

Further, in the vehicle control system 70 of the present embodiment, the control circuit 40 of the vehicle power supply device 30 transmits the first failure information to the ECU 20 when the first voltage conversion unit 31 fails, and the second voltage conversion unit 32 The second failure information is transmitted to the ECU 20 at the time of the failure, and the ECU 20 prohibits the execution of the idle stop control when both the first failure information and the second failure information are received.
With this configuration, when at least one of the first voltage conversion unit 31 or the second voltage conversion unit 32 is normal, the execution of the idle stop control is permitted, so that the fuel consumption can be prevented from deteriorating.

Although the embodiments of the present invention have been disclosed above, it will be apparent to those skilled in the art that changes can be made without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.
For example, in the present embodiment, in step S1 of FIG. 6, the control circuit 40 determines that it is time to restart the engine 24 when it receives restart information from the ECU 30, but instead, When a voltage applied to the magnet switch of the starter 16 is detected, it may be determined that the engine 24 is restarting.

  DESCRIPTION OF SYMBOLS 11 ... 1st electric load group, 12 ... 2nd electric load group, 13 ... Power supply, 16 ... Starter (starting device), 20 ... ECU (control device of internal combustion engine), 22 ... Idle stop prohibition section, 24 ... Engine (internal combustion engine), 30 ... Vehicle power supply device, 31 ... First voltage conversion section, 32 ... Second voltage conversion section, 33 ... First bypass relay (first bypass switching unit), 34 ... second bypass relay (second bypass switching unit), 40 ... control circuit (control unit), 60 ... switching unit

Claims (3)

A vehicle power supply device that converts power input from a power source into a voltage and supplies it to an electrical load group,
The electric load group is composed of a first electric load group having a low priority and a second electric load group having a high priority.
A first voltage converter for converting the power input from the power source;
A vehicle power supply device comprising: a second voltage conversion unit that converts the power input from the power supply into a voltage ;
A bypass state in which a first detour that bypasses the first voltage converter by connecting an input side and an output side of the first voltage converter and a non-bypass state in which the first detour is not formed A switchable first bypass switching unit;
A bypass state in which a second detour that bypasses the second voltage converter by connecting an input side and an output side of the second voltage converter and a non-bypass state in which the second detour is not formed A switchable second bypass switching unit;
A first switching state in which the power converted by the first voltage converter is supplied to the first electrical load group and the power converted by the second voltage converter is supplied to the second electrical load group; The second switching state in which the power converted by the first voltage converter is supplied to the second electric load group and the power converted by the second voltage converter is supplied to the first electric load group. Doo to have a switchable switching unit, and
When the first voltage conversion unit fails, the first bypass switching unit is switched to the bypass state, and the switching unit is switched to the first switching state.
And a control unit that switches the second bypass switching unit to the bypass state and switches the switching unit to the second switching state when the second voltage conversion unit fails. . The first voltage converter has a power supply amount for normally operating the first electric load group or the second electric load group, and the second voltage converter is electric power for normally operating the second electric load group. The vehicular power supply device according to claim 1, further comprising a supply amount . The vehicle power supply device according to claim 1 or 2,
And a control device for the internal combustion engine that executes idle stop control for stopping the internal combustion engine when a predetermined stop condition is satisfied and driving the starter to restart the internal combustion engine when the predetermined restart condition is satisfied. A vehicle control system,
The starting device is driven by electric power supplied from the power source,
The control unit of the vehicle power supply device,
When the first voltage conversion unit fails, the first failure information is transmitted to the control device for the internal combustion engine, and when the second voltage conversion unit fails, the second failure information is transmitted to the control device for the internal combustion engine,
The control device for the internal combustion engine includes:
A vehicle control system comprising an idle stop prohibiting unit that prohibits execution of the idle stop control when both the first failure information and the second failure information are received.

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