Vehicle control method and device

Abstract

A vehicle having an automatic driving function is provided with: an alternator (2); a starting motor (5); a load group A (21) including one of two automatic driving electrical loads constituting the redundant system and a load group B (22) including the other; a lead acid battery (6); and a standby lithium ion battery (7). During normal driving, the circuit cut-off switch (13) and the LiB relay (10) are turned on. During restart after idle stop control, power is supplied from the lead-acid battery (6) to the starting motor (5) in a state where the circuit cut-off switch (13) is turned off. During a predetermined period after the restart, the lead-acid battery (6) is preferentially charged in a state in which the circuit cut-off switch (13) is turned off, and then the circuit cut-off switch (13) is turned on to charge the lithium ion battery (7). Even if idle stop control and restart accompanying the idle stop control are repeated, the charging state of the first power storage device does not excessively decrease, and power supply to the automatic driving electrical load can be reliably continued.

Description

Technical Field

[0001] The present invention relates to a vehicle control in which, in a vehicle having two power storage devices in order to reliably supply power to an automatic driving electric load required for automatic driving, power supply securing for the automatic driving electric load and idling stop control are appropriately combined. Background Art

[0002] For vehicles with autonomous driving functions (including so-called driving assistance functions) whose control systems operate the vehicle's steering, braking, etc., a power supply structure with high reliability is required as a power supply for autonomous driving electrical loads including the electric actuators that implement the operations and their control circuits.

[0003] Patent document 1 discloses a structure in which, in addition to a main battery composed of a lead battery that supplies power to an electric load required for normal driving, an additional battery composed of a lithium-ion battery that supplies power to an electric load for autonomous driving, such as an ADAS actuator, is provided. This structure is divided into a first load circuit including a main battery and a general electric load, and a second load circuit including an additional battery and an electric load for autonomous driving, and a circuit disconnection mechanism is provided between the two. Furthermore, the voltage fluctuation of each load circuit is monitored to control the disconnection / connection of the two load circuits.

[0004] However, Patent Document 1 does not disclose the contents related to the idling stop control, and does not disclose how to control the circuit disconnection mechanism when the idling stop control is applied.

[0005] Patent document 2 discloses a structure in which a vehicle having an idle stop function has a main battery composed of a lithium-ion battery and a sub-battery composed of a lead battery. The main battery is used for normal power supply including cranking in a normal temperature range, and the sub-battery is used for power supply to a starter when the engine temperature at the time of starting is in a low temperature range or a high temperature range.

[0006] However, Patent Document 2 does not particularly consider ensuring power supply for maintaining the automatic driving function.

[0007] Patent Document 1: Japanese Patent Application Publication No. 2017-177857

[0008] Patent Document 2: Japanese Patent Application Publication No. 2008-167652 Summary of the invention

[0009] The present invention relates to a vehicle control method.

[0010] The vehicle has:

[0011] engine;

[0012] A generator, which is driven by the above engine to generate electricity;

[0013] a first power storage device and a second power storage device which are respectively charged with the electric power generated by the generator and supply the electric power required for the automatic driving of the vehicle to the automatic driving electric load; and

[0014] a disconnecting device provided between the first power storage device and the second power storage device,

[0015] When a predetermined condition is satisfied while the vehicle is stopped, an idle stop control is executed to stop the engine.

[0016] When the idle stop control is terminated and the engine is restarted, the engine is cranked using the electric power of the first power storage device in a state where the disconnecting device is in a disconnected state.

[0017] After the restart, for a predetermined period, the first power storage device is charged while the second power storage device is not charged in a state where the disconnecting device is in a disconnected state.

[0018] If the specified conditions are met when the vehicle is parked, the idle stop control is executed and the engine is stopped. When the idle stop control is terminated and the engine is restarted, the disconnection device is in a disconnected state, so that the second power storage device is disconnected from the first power storage device. Even if the power of the first power storage device is consumed due to the crankshaft rotation, no power will flow from the second power storage device to the first power storage device. Moreover, after restarting, the first power storage device is charged preferentially in the state where the disconnection device is disconnected. The second power storage device is disconnected so that the charging state of the first power storage device is quickly restored.

[0019] Therefore, even if the idling stop control and the restart associated therewith are frequently repeated, the state of charge of the first power storage device does not decrease excessively, and the power supply to the automatic driving electrical load can be reliably continued. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is an explanatory diagram showing the system configuration of a power supply system according to one embodiment.

[0021] Figure 2 It is an explanatory diagram showing the basic operation of the power supply system according to one embodiment.

[0022] Figure 3 It is a timing chart showing the charge and discharge of the lead-acid battery and the lithium-ion battery during the idling stop control.

[0023] Figure 4 It is an explanatory diagram showing the operation in the idling stop control. DETAILED DESCRIPTION

[0024] Hereinafter, one embodiment of the present invention will be described in detail based on the drawings.

[0025] Figure 1 This is an explanatory diagram showing the system structure of a power supply system of a vehicle with an automatic driving function according to one embodiment. The vehicle of one embodiment is a vehicle that basically runs using the power of an engine 1. As the engine 1, for example, a spark ignition engine, that is, a gasoline engine can be used, but it can also be a diesel engine that performs compression self-ignition. The engine 1 has a generator, such as an AC generator 2. The AC generator 2 is driven by a crankshaft pulley 4 of the engine 1 via a belt drive mechanism 3. The engine 1 also has a starter motor 5 as a starting motor. The starter motor 5 is a general structure having a pinion gear that engages / disengages with a ring gear (not shown) of the engine 1.

[0026] The vehicle includes multiple electrical loads, in one embodiment, such as Figure 1 As shown schematically, the plurality of electrical loads are roughly divided into a load group A 21 and a load group B 22. The load group A 21 includes various electrical loads generally required for vehicle driving, such as the fuel system, ignition system, and control system of the engine 1, lighting, air conditioning, audio equipment, and other electrical components. In addition, the load group A 21 also includes a system of loads (equivalent to the first electrical load in the technical solution) of an autonomous driving electrical load required for the autonomous driving of the vehicle, which is constituted as a redundant system.

[0027] The load group B 22 includes loads of another system (corresponding to the second electric load in the claims) which are electric loads for autonomous driving necessary for autonomous driving of the vehicle configured as a redundant system.

[0028] The above two electric loads for autonomous driving constituted as redundant systems have substantially the same functions. For example, regarding the level 2 autonomous driving function, the throttle valve of the engine 1 and the brake of the vehicle are controlled by the driving assistance system via the electric actuator, and the steering operation of the vehicle is controlled by the driving assistance system via the electric power steering device. For actuators and control circuits that are responsible for such autonomous driving, a redundant system is required in such a way that the function can be maintained by the other when one fails.

[0029] For example, the electric power steering device has two motor units and two motor drive control circuit units that are redundant with each other. In this case, one motor unit and the corresponding drive control circuit unit are equivalent to one automatic driving electric load included in the load A group 21, and the other motor unit and the corresponding drive control circuit unit are equivalent to another automatic driving electric load included in the load B group 22.

[0030] The power supply system of one embodiment has two secondary batteries for temporarily storing the power generated by the AC generator 2. That is, it has a lead-acid battery 6 corresponding to the first power storage device in the technical solution and a lithium-ion battery 7 corresponding to the second power storage device. The lead-acid battery 6 is a so-called 12V battery that is mostly used as an on-board battery of a car, and a battery of appropriate capacity is used considering the overall load group A 21 and the load group B 22. The lithium-ion battery 7 is a backup power supply mainly used for ensuring power for the automatic driving electrical load of the load group B 22, for example, a battery with a relatively smaller capacity than the capacity of the lead-acid battery 6 is used. In addition, generally, lithium-ion batteries have a smaller internal resistance than lead-acid batteries and excellent charging and discharging characteristics. The lithium-ion battery 7 has a voltage equivalent to that of the lead-acid battery 6 by adjusting the number of battery cells.

[0031] The lead-acid battery 6 has a built-in current / voltage sensor 8 for detecting the current and voltage of the lead-acid battery 6. The current / voltage sensor 8 detects the current and voltage during charging and discharging, and estimates the charge level (SOC) of the lead-acid battery 6 based on the above parameters. The lithium-ion battery 7 has a built-in battery management system (BMS) 9 and a LiB relay 10 in a battery pack that accommodates battery cells. The battery management system 9 detects the voltage and current of the battery cell unit, suppresses overcharging and overdischarging, and performs equalization of the battery cell voltage, calculation of the charge level (SOC), etc. In addition, the temperature of the battery cell is detected and the overcurrent is monitored. For example, it has the function of cutting off the LiB relay 10 to protect the lithium-ion battery 7 when the temperature is abnormally high or when there is an overcurrent. In addition, the LiB relay 10 is composed of a relay with contacts, which is equivalent to the second disconnection device in the technical solution.

[0032] The lead-acid battery 6 is connected to the AC generator 2, the starting motor 5, and the load group A 21 as the main circuit 11. The lithium-ion battery 7 with the built-in LiB relay 10 is connected to the load group B 22 as the backup circuit 12. In addition, the main circuit 11 and the backup circuit 12 are connected to each other via a circuit disconnection switch 13 (equivalent to the disconnection device in the technical solution). The circuit disconnection switch 13 is composed of a semiconductor switch in consideration of responsiveness. Figure 1 As shown, the circuit cutoff switch 13 is disposed between the lead-acid battery 6 for supplying electric power to the starter motor 5 and the load group B 22 mainly composed of electric loads for autonomous driving.

[0033] The disconnection of the circuit cutoff switch 13 and the disconnection of the LiB relay 10 are controlled by the controller 14 in charge of power supply control. In addition, the controller 14 controls the voltage and power generation of the AC generator 2, and controls the starting motor 5 when starting the engine 1 (initial start and restart after idling stop). In addition, the controller 14 can be composed of multiple modules or controllers.

[0034] Figure 2 It is used for Figure 1 The following is an explanatory diagram for explaining the basic operation of the power supply system of one embodiment shown in FIG. Figure 2 In the following explanatory diagrams, the flow of the main currents is indicated by arrows. Figure 2 (a) shows the state where the ignition switch of the vehicle is turned off (OFF). In this ignition switch off state, the circuit cutoff switch 13 is controlled to be turned on (ON) (conduction state), and the LiB relay 10 is turned off (cutoff state). In this ignition switch off state, most electrical loads do not need power, but some electrical loads also consume power while waiting, so-called waiting current flows in the circuit. Figure 2 As shown by arrows in (a), the lead-acid battery 6 supplies the power required for the waiting time to both the load group A 21 and the load group B 22. Since the LiB relay 10 is in the cut-off state, the charge amount of the lithium-ion battery 7 does not decrease.

[0035] If the ignition switch is on, Figure 2 As shown by the arrow in (b), the lead-acid battery 6 supplies power to the starter motor 5, cranking and starting (initial start) the engine 1. During the cranking, the LiB relay 10 remains in the OFF state, and the power of the lithium-ion battery 7 is not consumed.

[0036] If the startup is complete, Figure 2 As shown in (c), the LiB relay 10 is turned on. Therefore, as shown by the arrow, both the lead-acid battery 6 and the lithium-ion battery 7 are charged by the power generation of the AC generator 2. The voltage is controlled so that the charge amount of the lead-acid battery 6, which is reduced by the power consumption when the ignition switch is turned off and the crankshaft is rotated, and the charge amount of the lithium-ion battery 7, which is slightly reduced by natural discharge, are quickly restored.

[0037] Figure 2(d) shows a normal driving state in which the lead-acid battery 6 and the lithium-ion battery 7 are fully charged. The circuit cutoff switch 13 and the LiB relay 10 are both in the on state. In this state, the AC generator 2 basically supplies power to the load group A 21 and the load group B 22. If the charge amount of the lithium-ion battery 7 is sufficient, the use of the automatic driving function is permitted. In addition, if the charge amount of the lead-acid battery 6 is sufficient, the idling stop control that stops the operation of the engine 1 when stopping at an intersection, etc. is permitted.

[0038] If from Figure 2 The control state (d) stops the vehicle and turns off the ignition switch, then the LiB relay 10 is disconnected and the vehicle is restored to Figure 2 (a) Status.

[0039] Next, refer to Figure 3 The timing diagram and Figure 4 The power supply control during the idling stop control, which is the main part of the present invention, is described with reference to the action explanation diagram of FIG.

[0040] The idle stop control is an effective method for reducing the fuel consumption of the vehicle. When several idle stop conditions are met at the same time (so-called AND conditions), such as the vehicle speed is approximately 0, after the warm-up is completed, the accelerator pedal is turned off, the brake pedal is turned on, and the charge amount of the lead-acid battery 6 and the lithium-ion battery 7 is greater than or equal to a specified level (LABSOC2 and LiBSOC1 described later), the engine 1 is automatically stopped. Then, when any one of several restart conditions such as the brake pedal is turned off and a start request from the air conditioner is met (so-called OR conditions), the engine 1 is automatically restarted.

[0041] Figure 4 This is an illustration for explaining the operation of the idle stop control. Figure 2 (d) The idle stop condition is satisfied and the idle stop control is started. Figure 4 (a) shows that the circuit cutoff switch 13 is turned off. The LiB relay 10 remains in the on state. In the idle stop control, the engine 1 stops and the power generation of the AC generator 2 stops, so the load group A 21 is supplied with power from the lead-acid battery 6, and the load group B 22 is supplied with power from the lithium-ion battery 7. Thus, power is reliably supplied to the two mutually redundant automatic driving electric loads included in the load group A 21 and the load group B 22.

[0042] Furthermore, it is preferable that one of the idling stop conditions includes that the LiB relay 10 is actually in the on state. That is, it is preferable not to start the idling stop control in a state where electric power cannot be supplied from the lithium ion battery 7 to the load group B 22 .

[0043] Next, when the restart condition is met and restart is performed, Figure 4 As shown in (b), power is supplied from the lead-acid battery 6 to the starting motor 5, and cranking for restarting is performed. At this time, the circuit cutoff switch 13 is kept off and the LiB relay 10 is turned on. Therefore, the following state is reached, that is, the automatic driving power load of the load group B 22 is continuously supplied with power from the lithium-ion battery 7, and on the other hand, the lithium-ion battery 7 is disconnected from the starting motor 5 and the lead-acid battery 6, and no power flows from the lithium-ion battery 7 to the main circuit 11 side. In particular, the lithium-ion battery 7 has a smaller internal resistance than the lead-acid battery 6, so if both the lead-acid battery 6 and the lithium-ion battery 7 are connected to the starting motor 5, the power on the lithium-ion battery 7 side will be consumed preferentially. The circuit cutoff switch 13 is disconnected without affecting the lithium-ion battery 7 during restarting.

[0044] Here, in the above-mentioned embodiment, for restarting, the circuit cutoff switch 13 is substantially controlled to be turned off at the same time as the idling stop control is started. Therefore, when there is a restart request, there is no lag time for switching the circuit cutoff switch 13 to be turned off, and the restart can be started quickly. In addition, there is no worry that the power will flow out from the lithium ion battery 7 to the load group A 21 during the idling stop control.

[0045] In the present invention, the circuit cutoff switch 13 may be turned off with a delay relative to the start of the idle stop control, as long as the circuit cutoff switch 13 is in the cutoff state at least during the cranking of the restart.

[0046] Figure 4 (c) shows the control state immediately after restarting. After restarting, the lead-acid battery 6 is first charged with priority. Therefore, the state in which the circuit cutoff switch 13 is turned off continues for a predetermined period after restarting. The lead-acid battery 6 is charged by the power generation of the AC generator 2. During this period, the load B group 22 receives power supply from the lithium-ion battery 7. In this way, the lead-acid battery 6 is charged with priority in the state in which the circuit cutoff switch 13 is turned off, so that the charge state of the lead-acid battery 6, which has been greatly reduced due to the crankshaft rotation at restarting, is quickly restored. If the lithium-ion battery 7 is also connected to the AC generator 2 together with the lead-acid battery 6, the lithium-ion battery 7 is also charged in parallel, so the charging of the lead-acid battery 6 is slowed down. In particular, in the case of an embodiment combined with the lithium-ion battery 7, the internal resistance of the lead-acid battery 6 is greater than the internal resistance of the lithium-ion battery 7, so it is easy to charge the lithium-ion battery 7 relatively, and the charging of the lead-acid battery 6 is more likely to be slowed down. In the above embodiment, the lead-acid battery 6 is preferentially charged by turning the circuit disconnect switch 13 off immediately after restarting, thereby maintaining the charge state of the lead-acid battery 6 at a restartable level even when the idling stop control is frequently repeated.

[0047] After the lead-acid battery 6 is preferentially charged, as Figure 4 As shown in (d), the circuit cutoff switch 13 is controlled to be on, and charging of both the lead-acid battery 6 and the lithium-ion battery 7 is started.

[0048] Figure 3 1 is a timing chart showing power supply control during idle stop control. In this example, idle stop control is performed twice. The period marked as "IS" in the top column (a) is the period of idle stop control (same as Figure 4 (a) corresponds to the period of "LAB charging" which is the priority charging period of the lead-acid battery 6 (corresponding to Figure 4 (c) corresponds to the period of “LiB+LAB charging”, which is the period of charging of both the lithium-ion battery 7 and the lead-acid battery 6 (corresponding to Figure 4 (d) Corresponding to the above. As described above, after the idling stop control is completed, a predetermined period is a period for charging the lead-acid battery 6 first, and then both the lithium-ion battery 7 and the lead-acid battery 6 are charged.

[0049] Column (b) shows the change of the charge capacity (SOC) of the lead-acid battery 6 (abbreviated as LAB in the figure). LABSOC1 is the target SOC of the lead-acid battery 6 for ending the priority charging of the lead-acid battery 6 after restarting (equivalent to the first specified value in the technical solution). LABSOC2 is the idle stop prohibition SOC of the lead-acid battery 6, which is one of the idle stop conditions. LABSOC2 is set to a value lower than LABSOC1. If the charge capacity (SOC) of the lead-acid battery 6 is lower than LABSOC2, the idle stop control is prohibited, and then, until it returns to LABSOC1, it is in a state where the idle stop control is prohibited as a so-called hysteresis. The charge capacity of the lead-acid battery 6 decreases due to the power consumption of the load A group 21 during the idle stop control and the crankshaft rotation during restarting, and increases during the subsequent charging period. In the illustrated example, the priority charging period of the lead-acid battery 6 after the first idle stop control ends at time t3 because the charge capacity of the lead-acid battery 6 reaches LABSOC1. That is, here, since the charge amount (SOC) of the lead-acid battery 6 reaches the charging target LABSOC1, it is considered that the prescribed period for preferential charging of the lead-acid battery 6 has passed.

[0050] The first idle stop control ends at time t2, for example, when the driver releases the brake pedal, etc. The second idle stop control ends at time t5, when the charge amount of the lead-acid battery 6 decreases to LABSOC2.

[0051] Column (c) shows the change of the charge level (SOC) of the lithium-ion battery 7 (abbreviated as LiB in the attached figure). LiBSOC1 is the idle stop prohibition SOC at which the idle stop control is prohibited when it is less than or equal to this value. In addition, this LiBSOC1 is also the lower limit SOC (equivalent to the second specified value in the technical solution) at which the lithium-ion battery 7 should be charged. During the period of priority charging of the lead-acid battery 6 after the idle stop control, if the charge level of the lithium-ion battery 7 decreases to LiBSOC1, the charging of both the lithium-ion battery 7 and the lead-acid battery 6 will be started. LiBSOC2 is the automatic driving warning SOC that becomes the lower limit of the power required for the automatic driving function to be output for the automatic driving power load of the load group B 22. If the charge level of the lithium-ion battery 7 is lower than this LiBSOC2 during the implementation of the automatic driving, an alarm (voice, screen display, etc.) urging the driver to switch from automatic driving to manual driving is issued. LiBSOC1 is set to a value higher than LiBSOC2 in a manner with an appropriate margin until the alarm is issued. The charge amount of the lithium-ion battery 7 is reduced due to the power consumption of the load group B 22 during the idle stop control and the priority charging period of the lead-acid battery 6 that is continuous with the control, and increases during the charging period of both the lithium-ion battery 7 and the lead-acid battery 6. In the illustrated example, the priority charging period of the lead-acid battery 6 after the second idle stop control ends at time t6 because the charge amount of the lithium-ion battery 7 is reduced to LiBSOC1. That is, here, it is considered that the prescribed period for the priority charging of the lead-acid battery 6 has passed because the charge amount (SOC) of the lithium-ion battery 7 has been reduced to LiBSOC1.

[0052] In addition, the prescribed period for the priority charging of the lead-acid battery 6 can be prescribed by its duration. In this case, the priority charging of the lead-acid battery 6 ends at a stage where a constant time has passed, and the charging of both the lithium-ion battery 7 and the lead-acid battery 6 begins. In particular, in order to avoid not starting the charging of both the lithium-ion battery 7 and the lead-acid battery 6 due to some abnormality, it is preferable to predetermine an appropriate upper limit time for the priority charging of the lead-acid battery 6.

[0053] The column (d) indicates whether the alternator 2 (abbreviated as ALT in the figure) is in a power generation state (Generate) or a non-power generation state (Not Generate). Power generation is stopped during the idling stop control.

[0054] The column (e) shows the open / closed state of the circuit cutoff switch 13 (abbreviated as HNS in the drawing). The circuit cutoff switch 13 is opened (disconnected) during the idle stop control and the priority charging period of the lead-acid battery 6, and is closed (connected) during the charging period of both the lithium-ion battery 7 and the lead-acid battery 6. The column (f) shows the open / closed state of the LiB relay 10. The LiB relay 10 maintains the closed state (connected) during the period of the timing diagram in the drawing.

[0055] Thus, in the above embodiment, regarding the prescribed period for the priority charging of the lead-acid battery 6, when any one of the following conditions is satisfied: the charge amount of the lead-acid battery 6 reaches LABSOC1, the charge amount of the lithium-ion battery 7 decreases to LiBSOC1, and the duration of the priority charging of the lead-acid battery 6 reaches the prescribed upper limit time, the prescribed period is considered to have passed. In the present invention, it is not necessary to use the above three OR conditions, and an appropriate one condition or a combination of multiple conditions may be used.

[0056] One embodiment of the present invention has been described in detail above, but the present invention is not limited to the above embodiment, and various modifications are possible. For example, in the above embodiment, the lead-acid battery 6 is used as the first power storage device, and the lithium-ion battery 7 is used as the second power storage device, but the power storage device may be any structure such as an appropriate secondary battery, a capacitor, etc.

[0057] In the above embodiment, the AC generator 2 is described as a simple generator, and the crankshaft is rotated by the starter motor 5, but the crankshaft may be rotated by the motor generator that functions as a generator. Alternatively, the motor generator that functions as a generator and the starter motor may be provided, and the starter motor may be used for initial starting, and the motor generator may be used for restarting after idling stop control.

[0058] In addition, in the above-mentioned embodiment, the electric load for autonomous driving is divided into two redundant electric loads, but the present invention is not limited to application to such a redundant system.

Claims

1. A method for controlling a vehicle, wherein: The vehicle has: engine; A generator, which is driven by the above engine to generate electricity; a first power storage device and a second power storage device which are respectively charged with the electric power generated by the generator and supply the electric power required for the automatic driving of the vehicle to the automatic driving electric load; and a disconnecting device provided between the first power storage device and the second power storage device, When a predetermined condition is satisfied while the vehicle is stopped, an idle stop control is executed to stop the engine. When the idle stop control is terminated and the engine is restarted, the engine is cranked using the electric power of the first power storage device in a state where the disconnecting device is in a disconnected state. After the restart, for a predetermined period, the second power storage device is not charged but the first power storage device is charged in a state where the disconnecting device is in a disconnected state.

2. The vehicle control method according to claim 1, wherein: The disconnect device is brought into a disconnected state substantially simultaneously with the start of the idling stop control.

3. The vehicle control method according to claim 1, wherein: After the predetermined period has elapsed, the disconnecting device is turned on to charge both the first power storage device and the second power storage device.

4. The vehicle control method according to claim 3, wherein: When the state of charge of the first power storage device reaches a first predetermined value, the predetermined period is considered to have elapsed.

5. The vehicle control method according to claim 3, wherein: When the state of charge of the second power storage device decreases to a second predetermined value, the predetermined period is considered to have elapsed.

6. The vehicle control method according to claim 1, wherein: The autonomous driving electrical load includes a first electrical load and a second electrical load that form a redundant system with each other. When the disconnecting device is in the disconnecting state, the first electric load receives electric power from the first electric storage device, and the second electric load receives electric power from the second electric storage device.

7. The vehicle control method according to claim 1, wherein: The vehicle includes a second disconnecting device provided between the second electric load and the second electric storage device. The second disconnecting device being in the on state is one of the conditions included in the predetermined condition.

8. A vehicle control device, wherein: The vehicle has: engine; A generator, which is driven by the above engine to generate electricity; a first power storage device and a second power storage device which are respectively charged with the electric power generated by the generator and supply the electric power required for the automatic driving of the vehicle to the automatic driving electric load; a disconnecting device disposed between the first power storage device and the second power storage device; as well as Controller, When a predetermined condition is satisfied while the vehicle is stopped, the controller executes an idle stop control to stop the engine. When the idle stop control is terminated and the engine is restarted, the engine is cranked using the electric power of the first power storage device in a state where the disconnecting device is in a disconnected state. After the restart, for a predetermined period, the second power storage device is not charged but the first power storage device is charged in a state where the disconnecting device is in a disconnected state.

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