Vehicle Electrical Power Control System, Control Device, and Aggregated Control Device

Abstract

The influence of a power supply voltage drop due to a wire diameter reduction of a wiring harness is suppressed, and the operation guarantee voltages of components 501 to 503 connected to the wiring harness are appropriately secured. An in-vehicle electric power control system 1 includes a low-voltage battery 50, a first controller 100, and components 501 to 503. The first controller 100 detects wiring resistance values ​​of power supply lines, a third power supply line 60, a fourth power supply line 80, and a fifth power supply line 90, detects a current value supplied to the components 501 to 503, and calculates a voltage drop amount in the power supply line based on the detected wiring resistance value and the current value.Then, based on the calculated voltage drop height, a correction value for correcting the output voltage of the DC-DC converter 30 is determined, and a correction request indicating the determined correction value is sent to a second control device 200.

Description

Technical field

[0001] The present disclosure relates to an in-vehicle electric power control system, and a controller and an aggregating controller mounted on the in-vehicle electric power control system. background

[0002] Conventionally, a fuse that melts due to Joule heat of a current is used in electrical and electronic devices to prevent overheating due to overcurrent. Such a fuse, which interrupts a current by melting due to heat, requires a number of steps to replace the fuse after it melts. Furthermore, due to differences in fuse melting characteristics, it is necessary to select a thick wiring harness (conductive wire) in advance. Therefore, the use of this fuse increases the weight and cost of the wiring harness.

[0003] Therefore, in recent years, a method for implementing an overheat protection function of a conventional wiring harness has been adopted by utilizing a semiconductor switch using a power semiconductor and a wiring harness temperature estimation technique. In this method, a current value flowing through the wire is detected, a temperature rise of the wiring harness is estimated by calculation based on the current value, and the wiring harness is protected by breaking the semiconductor switch.

[0004] With an overheat protector using such a semiconductor switch, once the overcurrent is eliminated, the semiconductor switch can be turned on to restore power, eliminating the need to replace components such as fuses. Furthermore, since there is no need to consider differences in melting characteristics like with conventional fuses, a thinner wiring harness can be used than conventional ones, and weight and cost can be reduced.

[0005] PTL 1 describes an overheat protection technique that uses a semiconductor switch and temperature estimation of a wiring harness. PTL 1 describes: "An energizing current is detected at every predetermined time, a current temperature of the electric wire is estimated from the energizing current, and the current temperature of the electric wire is compared with an allowable upper limit temperature of the electric wire. Even in a case where the temperature of the electric wire rises due to a short current that is repeatedly turned on and off, it is possible to reliably detect the rise and interrupt the energizing current before the electric wire reaches the smoking temperature, thereby preventing the electric wire from smoking. Citation listPatent literature

[0006] PTL 1: JP 2009-130944 A Overview of the inventionTechnical problem

[0007] However, when the wire harness is reduced in wire diameter using the technique described in PTL 1, the wiring resistance value of the wire harness increases, and the amount of voltage drop in the wire harness increases.

[0008] For example, in a wiring harness connecting a power supply device and a load such as a control device, the magnitude of the voltage drop in the wiring harness increases due to a reduction in the wire diameter of the wiring harness, thereby decreasing the power supply voltage supplied to the load. Therefore, the power supply voltage supplied to the load may be lower than the operating guarantee voltage required to guarantee the performance of the load.

[0009] That is, if the wire harness is reduced in wire diameter using the technique described in PTL 1, the weight of the wire can be reduced, but there is a problem that the function of the load of the control device and the like cannot be guaranteed, resulting in redesign of the load and the like, and the influence on the vehicle system is large.

[0010] The present disclosure has been made to solve such a technical problem, and an object of the present disclosure is to suppress an influence of a voltage drop of the power supply caused by a reduction in the wire diameter of a wire harness and to appropriately ensure an operation guarantee voltage of a load connected to the wire harness. Solution to the problem

[0011] An in-vehicle electric power control system according to the present disclosure includes: a power supply device; a controller connected to the power supply device via a first power supply line; and one or more loads connected to the controller via a second power supply line. The controller includes: wiring resistance detection means for detecting wiring resistance values ​​of the first power supply line and the second power supply line; current detection means for detecting a first current value supplied to the controller via the first power supply line and a second current value supplied to the load via the second power supply line;a voltage drop amount calculation means for calculating voltage drop amounts in the first power supply line and the second power supply line based on the wiring resistance value detected by the wiring resistance detection means, the first current value detected by the current detection means, and the second current value detected by the current detection means; a correction value determination means for determining a correction value for correcting an output voltage of the power supply device based on the voltage drop amount calculated by the voltage drop amount calculation means; and a correction request output means for outputting a correction request indicating the correction value determined by the correction value determination means.

[0012] A control device of the present disclosure is a control device of an in-vehicle electric power control system connected to a power supply device via a first power supply line and connected to one or more loads via a second power supply line, the control device including: wiring resistance detection means for detecting wiring resistance values ​​of the first power supply line and the second power supply line; current detection means for detecting a first current supplied to the control device via the first power supply line and a second current supplied to the load via the second power supply line;a voltage drop amount calculation means for calculating voltage drop amounts in the first power supply line and the second power supply line based on the wiring resistance value detected by the wiring resistance detection means, the first current detected by the current detection means, and the second current detected by the current detection means; a correction value determination means for determining a correction value for correcting an output voltage of the power supply device based on the voltage drop amount calculated by the voltage drop amount calculation means; and a correction request output means for outputting a correction request indicating the correction value determined by the correction value determination means.

[0013] Furthermore, the aggregating control device of the present disclosure is an aggregating control device communicatively connected to a plurality of control devices, wherein the correction request selected from the plurality of correction requests outputted by the correction request outputting means of the plurality of control devices is outputted to a power supply voltage control device that controls an output voltage of the power supply device. Advantageous effects of the invention

[0014] According to the present disclosure, it is possible to suppress the influence of the power supply voltage drop caused by the wire harness having a small diameter and appropriately secure the operation guarantee voltage of the device connected to the wire harness. Brief description of the drawings [Fig. 1A] Fig. 1A is a basic configuration diagram of an in-vehicle electric power control system 1 according to a first embodiment. [ Fig. 1B] Fig. 1B is an internal configuration diagram of a first control device 100 of the first embodiment. [ Fig. 1C] Fig. 1C is a control flowchart of the first controller 100 according to the first embodiment. [ Fig. 2A] Fig. 2A is a basic configuration diagram of an in-vehicle electric power control system 2 according to a second embodiment. [ Fig. 2B] Fig. 2B is an internal configuration diagram of a third control device 300 of the second embodiment. [ Fig. 2C] Fig. 2C is a diagram illustrating a correction request aggregated by the third controller 300 according to the second embodiment. [ Fig. 2D] Fig. 2D is a diagram showing stored data of correction requests received by the third control device 300 of the second embodiment. [ Fig. 2E] Fig. 2E is a control flowchart of the third control device according to the second embodiment. [ Fig. 3A] Fig. 3A is a basic configuration diagram of an in-vehicle electric power control system 3 according to a third embodiment. [ Fig. 3B] Fig. 3B is an internal configuration diagram of a first control device 100A according to the third embodiment. [ Fig. 4A] Fig. 4A is a basic configuration diagram of an in-vehicle electric power control system 4 according to a fourth embodiment. [ Fig. 4B] Fig. 4B is an internal configuration diagram of a semiconductor switch 170 according to the fourth embodiment. [ Fig. 4C] Fig. 4C is a diagram illustrating the in-vehicle electric power control system 4 when an electric power supply line is interrupted according to the fourth embodiment. [ Fig. 5A] Fig. 5A is a diagram illustrating a correction request aggregated by a third controller 300 according to a fifth embodiment. [ Fig. 5B] Fig. 5B is a control flowchart of the third controller 300 of the fifth embodiment. [ Fig. 6A] Fig. 6A is a timing chart illustrating the fluctuation of an output voltage of a DC-DC converter 30 of a sixth embodiment. [ Fig. 6B] Fig. 6B is a control flowchart of a third controller 300 of the sixth embodiment. [ Fig. 7A] Fig. 7A is a diagram illustrating a correction request aggregated by a third controller 300 according to a seventh embodiment. [ Fig. 7B] Fig. 7B is a control flowchart of the third controller 300 of the seventh embodiment. [ Fig. 7C] Fig. 7C is a diagram illustrating stored data of correction requests received by the third control device 300 according to the seventh embodiment. Description of the embodiments

[0015] Embodiments will be described in detail with reference to the drawings. However, the present invention should not be interpreted as being limited to the description of the embodiments described below. Those skilled in the art can easily understand that the specific configuration can be changed without departing from the spirit or gist of the present invention.

[0016] In the configuration of the invention described below, the same reference numerals are commonly used for the same parts or parts having similar functions in different drawings, and redundant descriptions may be omitted.

[0017] In a case where multiple elements have the same or similar functions, the same reference numerals may be provided with different indices for descriptive purposes. In a case where it is not necessary to distinguish multiple elements, the description may be omitted.

[0018] Terms such as "first," "second," and "third" in this specification and the like are included to identify components and do not necessarily limit their number, order, or content. Furthermore, a number is used to identify a component for each context, and a number used in one context does not necessarily imply the same configuration in another context. Furthermore, it does not prevent a component identified by a particular number from also functioning as a component identified by a different number.

[0019] Positions, sizes, shapes, areas, and the like of the respective components illustrated in the drawings and the like may not represent actual positions, sizes, shapes, areas, and the like in order to facilitate understanding of the invention. Therefore, the present invention is not necessarily limited to the position, size, shape, area, and the like illustrated in the drawings and the like.

[0020] The publications, patents and patent applications cited herein form part of the description of this specification as such.

[0021] Components expressed herein in the singular shall also include the plural unless the context clearly dictates otherwise.

[0022] Hereinafter, embodiments of an in-vehicle electric power control system according to the present invention will be described with reference to the drawings. (First embodiment)

[0023] Fig. 1A is a basic configuration diagram of an in-vehicle electric power control system 1 according to a first embodiment. The in-vehicle electric power control system 1 is an example of a vehicle-mounted vehicle control system.

[0024] The in-vehicle electric power control system 1 is a system that supplies a power supply voltage from a power supply device (high-voltage battery 10 or low-voltage battery 50) to various components 501 to 503 (loads). The components 501 to 503 are, for example, an electronic control unit (ECU), a sensor, a car navigation system, a lamp, an air conditioner, and the like. The in-vehicle electric power control system 1 includes a high-voltage battery 10 (HV battery in the drawing), a DC-DC converter 30, a low-voltage battery 50 (LV battery in the drawing), a power distributor 70, a first controller 100, a second controller 200, components 501 to 503, and a first power supply line 20 to a fifth power supply line 90 connecting them.

[0025] The first power supply line 20 connects the high-voltage battery 10 and the DC-DC converter 30, the second power supply line 40 connects the DC-DC converter 30 and the low-voltage battery 50, the third power supply line 60 connects the low-voltage battery 50 and the power distributor 70, the fourth power supply line 80 connects the power distributor 70 and the first controller 100, and the fifth power supply line 90 connects the first controller 100 and each of the components 501 to 503. At least one of the first power supply line 20 to the fifth power supply line 90 is an electric power supply line of a wire harness including an electric power supply line and a signal line.

[0026] The high-voltage battery 10 is a main power supply of the vehicle and is a large-capacity battery mainly used to drive the vehicle.

[0027] The low-voltage battery 50 (power supply device) is mainly used as a power supply source for the above-described vehicle-mounted components 501 to 503.

[0028] The DC-DC power converter 30 has a function of performing conversion (down conversion) of a DC voltage supplied from the high-voltage battery 10 to the low-voltage battery 50 and supplying power from the high-voltage battery 10 to the low-voltage battery 50. In addition, the DC-DC converter 30 has a function of changing an output voltage for the low-voltage battery 50. The output voltage of the low-voltage battery 50 depends on the output voltage of the DC-DC converter 30.

[0029] The power distributor 70 is arranged between the low-voltage battery 50 and the first control device 100 and is connected to the third power supply line 60 and the fourth power supply line 80. In Fig. 1A, the power distributor 70 supplies power to the first control device 100, but can also distribute the power to a load other than the first control device 100.

[0030] The first control device 100 supplies the power supplied by the power distributor 70 to one or more downstream components 501 to 503. The first control device 100 is connected to the low-voltage battery 50 via the third power supply line 60 and the fourth power supply line 80. The plurality of components 501 to 503 are connected to the first control device 100 via the fifth power supply line 90. Details of the first control device 100 will be described later.

[0031] The second controller 200 (power supply voltage controller) monitors the output voltage of the low-voltage battery 50 via a signal line 51 and aggregates vehicle information (for example, the service guarantee voltage of each of the components 501 to 503 and the like) related to the power generation of each of the components 501 to 503 in the vehicle. A correction request receiving unit 210 of the second controller 200 receives a correction request sent from the first controller 100 via a signal line 101. A correction value instruction unit 211 of the second controller 200 instructs the DC-DC converter 30 to change the output voltage via a signal line 201. The second controller 200 instructs the DC-DC converter 30 to change the output voltage according to the correction value indicated by the received correction request.The communication connecting the first controller 100, the second controller 200, and the DC-DC converter 30 is communicatively connected by a communication protocol used in vehicles, such as a Controller Area Network (CAN), a Local Interconnect Network (LIN), and Ethernet.

[0032] Details of the first control device 100 will be described below with reference to Fig. 1B. Fig. 1B is an internal configuration diagram of the first control device 100 according to the first embodiment.

[0033] The first control device 100 includes a semiconductor switch 170 that supplies or interrupts a power supply voltage for the components 501 to 503, and a microcomputer 180 that controls the semiconductor switch 170.

[0034] The semiconductor switch 170 includes, for example, an intelligent power device (IPD) or a discrete semiconductor component. The semiconductor switch 170 is connected to the fourth power supply line 80 connected to the power distributor 70 and the fifth power supply line 90 connected to the components 501 to 503, and supplies and interrupts a power supply voltage. In addition, the semiconductor switch 170 measures the current and voltage input to the semiconductor switch 170 and the current and voltage output from the semiconductor switch 170. In addition, the semiconductor switch 170 has a function of performing fault diagnosis, self-diagnosis, and the like.

[0035] The semiconductor switch 170 includes a switch SW1 connected to the fourth power supply line 80, a switch SW2 connected to a power supply line 90-1 of the fifth power supply line 90, a switch SW3 connected to a power supply line 90-2, and a switch SW4 connected to a power supply line 90-3. Each of the switches SW1 to SW4 is a semiconductor switch such as a MOSFET. The semiconductor switch 170 measures current and voltage supplied to the fourth power supply line 80. The semiconductor switch 170 measures current and voltage supplied to each of the power supply lines 90-1 to 90-3 of the fifth power supply line 90. The measured current and voltage values ​​are sent to the microcomputer 180.

[0036] The microcomputer 180 is an information processing device including a central processing unit (CPU), a memory, and the like, and has functions of a wiring resistance detection unit 110 (wiring resistance detection means), a current detection unit 120 (current detection means), a voltage drop amount calculation unit 130 (voltage drop amount calculation means), a component information unit 135, a correction value determination unit 140 (correction value determination means), a correction request transmission unit 150 (correction request output means), and the like. In addition, the microcomputer 180 has a function for performing various fault diagnoses, self-diagnoses, and the like. Each unit will be described later.

[0037] For example, the wiring resistance detection unit 110, as shown in Fig. 1B, information such as a wiring resistance value (reference wiring resistance value) from the low-voltage battery 50 to the components 501 to 503 and a switching resistance value of the semiconductor switch 170. Specifically, the wiring resistance detection unit 110 has a wiring resistance value (upstream) from the low-voltage battery 50 to the first control device 100 and a wiring resistance value (downstream) from the first control device 100 to the components 501 to 503.For example, the wiring resistance value (upstream) is a combined resistance value of the third power supply line 60 and the fourth power supply line 80, and the wiring resistance value (downstream) is each resistance value of the power supply lines 90-1 to 90-3 of the fifth power supply line 90. However, the wiring resistance value is not limited to this and may include, for example, a switching resistance value and a contact resistance value of a connector. The information contained in the wiring resistance detection unit 110 is written in advance to the microcomputer 180 when the first control device 100 is manufactured, or is written to the microcomputer 180 after the first control device 100 is mounted on the vehicle. Furthermore, the information contained in the wiring resistance detection unit 110 can be updated as needed.

[0038] Furthermore, the wiring resistance detection unit 110 also has a function of calculating a temperature estimation value of the wiring harness (fourth power supply line 80, fifth power supply line 90 (power supply lines 90-1 to 90-3)) based on the current value and the energization time measured by the semiconductor switch 170 described above, and adding a variation in the wiring resistance value due to the calculated temperature estimation value to the wiring resistance value described above. The voltage drop amount from the low-voltage battery 50 to the components 501 to 503 can be calculated with high accuracy by considering the change in the wiring resistance value due to the temperature change.Furthermore, in the present embodiment, the function of considering the variation of the wiring resistance value due to the temperature change is arranged in the microcomputer 180, but the function may be arranged elsewhere than the microcomputer 180.

[0039] The current detection unit 120 detects each current value measured by the semiconductor switch 170. Specifically, the current detection unit 120 detects a current value (upstream) supplied from the low-voltage battery 50 to the first control device 100 and each current value (downstream) supplied from the first control device 100 to the components 501 to 503.

[0040] The voltage drop amount calculation unit 130 calculates the voltage drop amount from the low-voltage battery 50 to the components 501 to 503 based on the wiring resistance value (upstream, downstream) detected by the wiring resistance detection unit 110 and the current value (upstream, downstream) detected by the current detection unit 120.

[0041] The component information unit 135 stores information about the operating guarantee voltages of the components 501 to 503 connected to the first control device 100. The information stored in the component information unit 135 is written in advance to the microcomputer 180 when the first control device 100 is manufactured, or it is written to the microcomputer 180 after the first control device 100 is mounted on the vehicle. Furthermore, the information stored in the component information unit 135 can be updated as needed.

[0042] The correction value determination unit 140 calculates a power supply voltage correction value based on the voltage drop amount from the low-voltage battery 50 to the components 501 to 503 calculated by the voltage drop amount calculation unit 130 and the operation guarantee voltage stored in the component information unit 135. Specifically, the correction value determination unit 140 compares the power supply voltage value supplied by the semiconductor switch 170 with the voltage drop amount from the low-voltage battery 50 to the components 501 to 503 calculated by the voltage drop amount calculation unit 130 and the operation guarantee voltage stored by the component information unit 135, calculates the minimum power supply voltage required for the components 501 to 503, and calculates the power supply voltage correction value.

[0043] The correction request transmission unit 150 transmits a correction request indicating the correction value of the power supply voltage calculated by the correction value determination unit 140 to the second controller 200.

[0044] Hereinafter, a method for correcting the power supply voltage of the present embodiment will be described with reference to Fig. 1C described. Fig. 1C is a flowchart of the control of the first control device 100 according to the first embodiment. Each step of the flowchart of Fig. 1C is executed by the processor of the microcomputer 180, which executes a program extended in the memory. The Fig. The flowchart shown in Fig. 1C is executed at regular time intervals or variable time intervals after the power-on processing, the initialization processing, and the like of the first control device 100 are completed.

[0045] First, in step S110, the microcomputer 180 detects a reference wiring resistance value (upstream, downstream) without considering a temperature change from the low-voltage battery 50 to the components 501 to 503.

[0046] Next, in step S120, the microcomputer 180 detects the current value (upstream, downstream) measured by the semiconductor switch 170 and the energization time.

[0047] In step S130, the microcomputer 180 estimates a temperature rise value in the wiring harness (third power supply line 60, fourth power supply line 80, and fifth power supply line 90) based on the reference wiring resistance value (upstream, downstream), the current value (upstream, downstream), and the energization time.

[0048] In step S140, the microcomputer 180 detects the wiring resistance value (upstream, downstream) accompanying the temperature change based on the reference wiring resistance value (upstream, downstream) and the temperature rise value described above.

[0049] In step S150, the microcomputer 180 calculates the magnitude of the voltage drop (upstream, downstream) from the low-voltage battery 50 to the components 501 to 503 based on the current value (upstream, downstream) and the wiring resistance value (upstream, downstream) that accompanies the temperature change. The following shows an example of the calculation formula in formulas (1) and (2). Here, with reference to the semiconductor switch 170, the microcomputer 180 calculates the magnitude of the voltage drop (upstream) from the low-voltage battery 50 to the semiconductor switch 170 by formula (1) and calculates the magnitude of the voltage drop (downstream) from the semiconductor switch 170 to the components 501 to 503 by formula (2). In the example of Fig. 1A, since three components 501 to 503 are connected to the semiconductor switch 170, three voltage drop amounts (downstream) are calculated using formula (2), and the amount of the largest voltage drop is set as the amount of the voltage drop (downstream). Amount of voltage drop (upstream)Vf_ba=current value (upstream)×cabling resistance value (upstream) Voltage drop (downstream) Vf_ac = current value (downstream) × wiring resistance value (downstream)

[0050] In step S160, the microcomputer 180 detects a power supply voltage that serves as a reference for calculating the correction request.

[0051] In step S170, the microcomputer 180 calculates a power supply voltage correction value from the reference power supply voltage, the upstream voltage drop amount, the downstream voltage drop amount, and the operation guarantee voltage acquired by the component information unit 135. The following formulas (4) and (5) are executed in a case where Vc_Pre < Vc_lowlimit, and the power supply voltage correction value is calculated. Vc_pre=Va−Vf_ac Vreq=Vc_lowlimit−Vc_pre Vreq_total=Vf_ba+Vreq+Va

[0052] The meanings of the signs of formulas (3) to (5) are described here as follows. Va: Power supply voltage value detected by first control device 100 Vc_pre: power supply voltage value in downstream component calculated by first control device 100, Vc_lowlimit: Lower limit of the operating guarantee voltages of components 501 to 503 Vreq: Relative value of the power supply voltage correction required by components 501 to 503 Vreq_total: Correction value of the correction request sent from the first control device 100 to the second control device 200

[0053] In step S180, the microcomputer 180 sends a correction request indicating the power supply voltage correction value calculated in step S170 to the correction request receiving unit 210 of the second controller 200.

[0054] Upon receiving the power supply voltage correction request from the microcomputer 180, the second controller 200 sends a change instruction for changing the output voltage of the DC-DC converter 30 to the DC-DC converter 30 according to the correction request. (Effects of the first embodiment)

[0055] According to the in-vehicle electric power control system 1 of the present embodiment, the voltage drop amounts in the third power supply line 60, the fourth power supply line 80, and the fifth power supply line 90 can be calculated based on the wiring resistance value (upstream, downstream) and the current value (upstream, downstream) from the low-voltage battery 50 to the downstream components 501 to 503. Then, it is possible to timely compare the power supply voltage supplied to the components 501 to 503, calculated from the power supply voltage of the low-voltage battery 50 and the calculated voltage drop amount, with the operation guarantee voltage values ​​of the downstream components 501 to 503.As a result, in a case where the power supply voltage supplied to components 501 to 503 is lower than the operation guarantee voltage value, it is possible to calculate a correction value taking into account the magnitude of the voltage drop from the low-voltage battery 50 to components 501 to 503 and send a correction request indicating the correction value to the DC-DC converter 30. As a result, the operation guarantee voltages required by components 501 to 503 can be ensured in a timely manner. (Second embodiment)

[0056] A second embodiment is described below with reference to the Fig. 2A to 2D. Fig. 2A is a basic configuration diagram of an in-vehicle electric power control system 2 according to the second embodiment. The in-vehicle electric power control system 2 is an example of a vehicle control system to which the present invention is applied. Descriptions of contents overlapping with the first embodiment will be omitted.

[0057] In the configuration where the plurality of first control devices 100A to 100C are connected in parallel to a power distributor 70, the in-vehicle electric power control system 2 of the present embodiment suppresses the complexity of correcting the power supply voltage due to the increase or decrease of the first control devices 100A to 100C. The present embodiment differs from the above-described first embodiment in that, when correcting the power supply voltage, consideration is given to the correction requests sent from the plurality of first control devices 100A to 100C.

[0058] Each of the plurality of first control devices 100A to 100C is a zone ECU and is provided for each zone of the vehicle. The plurality of first control devices 100A to 100C are arranged in the front of the vehicle, the rear of the vehicle, and the interior of the vehicle and have a role of supplying a power supply voltage to the components 501 to 503 arranged near each control device. Fig. 2A, three first control devices 100A to 100C are connected, but the number of mounted first control devices increases or decreases depending on the vehicle.

[0059] A third control device 300 (aggregating control device) receives and aggregates the correction requests sent from the plurality of first control devices 100A to 100C and sends the aggregated correction requests to the second control device 200. When the third control device 300 aggregates the correction requests, the power supply voltage can be appropriately corrected without changing the communication control of the second control device 200, which has a relatively low function, even if the number of first control devices 100A to 100C is a plurality or the number of connected components 501 to 503 is increased.

[0060] The third control device 300 is an ECU for performing integrated control such as automatic driving of the vehicle, is connected to the first control devices 100A to 100C through CAN or Ethernet communication, and communicates with the third control device 300 in a predetermined communication format. The third control device 300 includes a communication circuit capable of coping with an increase or decrease in the number of connections of the first control devices 100A to 100C in advance.

[0061] As in Fig. 2A, the plurality of first control devices 100A to 100C are connected from the power distributor 70 via the fourth power supply line 80.

[0062] Each of the first control devices 100A to 100C is connected to a single or multiple components 501 to 503 via the fifth power supply line 90. Each of the first control devices 100A to 100C calculates a correction value of the power supply voltage and sends a correction request to the third control device 300 via the signal line 102.

[0063] The third control device 300 sends a correction request selected from the plurality of correction requests received from the plurality of first control devices 100A to 100C to the second control device 200 via a signal line 301. Upon receiving the selected correction request, the second control device 200 controls the output voltage of the DC-DC converter 30 according to the correction request.

[0064] Fig. 2B is an internal configuration diagram of the third control device 300 according to the second embodiment. The third control device 300 includes a microcomputer 181. The microcomputer 181 includes a correction request receiving unit 305, a correction request aggregation unit 310, and a correction request transmitting unit 150.

[0065] Fig. 2C is a diagram illustrating a correction request aggregated by the third controller 300 according to the second embodiment. Fig. Fig. 2D is a diagram illustrating stored data of the correction requests received by the third control device 300 of the second embodiment. For example, as shown in Fig. 2D, the third controller 300 receives and stores a correction request indicating 14.5 V from the first controller 100A, receives and stores a correction request indicating 14.7 V from the first controller 100B, and receives and stores a correction request indicating 14.6 V from the first controller 100C.

[0066] As in Fig. 2C, the third control device 300 selects the correction request with the highest voltage value from the plurality of stored correction requests. In the example of Fig. 2C, the third control device 300 selects the correction request (correction value: 14.7 V) received from the first control device 100B. Then, the third control device 300 sends the selected correction request (correction value: 14.7 V) to the second control device 200 via the signal line 301.

[0067] As in Fig. As shown in Figure 2C, the third control device 300 (warning means) issues a warning as a precursor to a failure in a case where the correction values ​​indicated by the plurality of received correction requests are outside the predetermined range. As a warning method, a warning is displayed on a display device communicatively connected to the third control device 300, or a warning sound is output from a sound output device. The upper limit of the predetermined range is the minimum value of the absolute maximum ratings of the one or more components 501 to 503, and the lower limit of the predetermined range is the maximum value of the minimum operating guarantee voltages of the one or more components 501 to 503.

[0068] Next, the voltage correction control processing of the present embodiment will be described with reference to Fig. 2E described. Fig. 2E is a control flowchart of the third control device 300 according to the second embodiment. Fig. The flowchart shown in Fig. 2E is executed at regular time intervals or at variable time intervals after the power-on processing, initialization processing, and the like of the third control device 300 are completed. The power supply voltage correction process executed by the first control devices 100A to 100C is similar to that of the first embodiment, and therefore its description is omitted.

[0069] First, in step S200, the microcomputer 181 (correction request receiving unit 305) of the third control device 300 receives the correction requests from the plurality of first control devices 100A to 100C.

[0070] In step S210, the microcomputer 181 stores the plurality of received correction requests in the memory of the microcomputer.

[0071] In step S220, the microcomputer 181 selects a correction request having the maximum correction value from the plurality of correction requests stored in the memory.

[0072] In step S230, the microcomputer 181 sends a correction request in which the selected correction value becomes the maximum value to the second control device 200. In the examples of Fig. 2C and Fig. 2D, the microcomputer 181 sends the correction request received from the first control device 100B to the second control device 200 because the correction value of the correction request received from the first control device 100B is the maximum value. (Effects of the second embodiment)

[0073] According to the in-vehicle electric power control system 2 of the present embodiment, even in a system to which a plurality of first control devices 100A to 100C are connected, it is possible to obtain the same operational effects as those in the above-described first embodiment.

[0074] Furthermore, the third control device 300 aggregates the correction requests sent from the plurality of first control devices 100A to 100C, and therefore, even in a case where the number of mounted first control devices 100A to 100C increases or decreases, it is not necessary to change the communication protocol between the second control device 200 and the third control device 300, and the second control device 200 described in the first embodiment can be used as it is.

[0075] Furthermore, the third control device 300 can supply the power supply voltage equal to or higher than the correction values ​​of the correction requests received from the first control devices 100A to 100C to the first control devices 100A to 100C by selecting the correction request with the maximum correction value. That is, since the third control device 300 aggregates the correction requests, it is possible to shorten the time for determining the power supply voltage to be supplied and the time until the power supply voltage is supplied. (Third embodiment)

[0076] A third embodiment is described below with reference to the Fig. 3A and Fig. 3B. Fig. 3A is a basic configuration diagram of an in-vehicle electric power control system 3 according to the third embodiment. The in-vehicle electric power control system 3 is an example of a vehicle control system to which the present invention is applied. Description of contents overlapping with the above-described embodiment will be omitted.

[0077] The in-vehicle electric power control system 3 of the present embodiment differs from that of the above-described second embodiment in that the correction requests sent from the plurality of first controllers 100A to 100C are aggregated by the first controller 100A. Therefore, in the present embodiment, the third controller 300 of the second embodiment is not required.

[0078] Specifically, the correction value is calculated in each of the plurality of first control devices 100A to 100C. The first control device 100A among the plurality of first control devices 100A to 100C receives a correction request from the other first control devices 100B and 100C via a signal line 102. Furthermore, the first control device 100A selects a correction request from its own correction request and the received correction requests and sends the correction request to the second control device 200 via the signal line 301.

[0079] Fig. Fig. 3B is an internal configuration diagram of the first control device 100A according to the third embodiment. The present embodiment differs from the one described above with reference to Fig. 1B in that a correction request receiving unit 160 and a correction request aggregation unit 165 are included.

[0080] The correction requests sent by the first control devices 100B and 100C, as well as the correction request in the own device (first control device 100A), are received by the correction request receiving unit 160 and sent to the correction request aggregation unit 165. The correction request aggregation unit 165 selects a correction request with the largest correction value from among multiple correction requests and sends the selected correction request to the correction request sending unit 150. The correction request sending unit 150 sends the selected correction request to the second control device 200. (Effects of the third embodiment)

[0081] According to the in-vehicle electric power control system 3 of the present embodiment, even in a system that does not include the third control device 300, it is possible to achieve the same operations and effects as those of the second embodiment described above. In the third embodiment, since the third control device 300 is not provided, the configuration of the device is simplified and the cost can be reduced. (Fourth Embodiment)

[0082] A fourth embodiment will be described below with reference to the Fig. 4A to 4B. Fig. 4A is a basic configuration diagram of an in-vehicle electric power control system 4 according to the fourth embodiment. The in-vehicle electric power control system 4 is an example of a vehicle control system to which the present invention is applied. Description of contents overlapping with the above-described embodiment will be omitted.

[0083] In the in-vehicle electric power control system 4 of the present embodiment, the power supply lines of the plurality of first control devices 100A to 100C are connected by a ring topology. Specifically, the power distributor 70 and the two first control devices 100A and 100C are connected by a fourth power supply line 80, the adjacent first control devices 100A and 100B are connected by a sixth power supply line 81, and the adjacent first control devices 100B and 100C are connected by a seventh power supply line 82. Other configurations are the same as those of the second embodiment.

[0084] By dividing the fourth power supply line 80 into two systems from the power distributor 70 to form a redundant configuration, even if a failure occurs in one of the fourth power supply line 80, the sixth power supply line 81, and the seventh power supply line 82, the power supply voltage can be supplied from the power distributor 70 to each of the first control devices 100A to 100C via another power supply line. As a result, the reliability of the in-vehicle electric power control system 4 can be improved.

[0085] Fig. 4B is an internal configuration diagram of the semiconductor switch 170 according to the fourth embodiment. Since the semiconductor switches 170 of the first control devices 100B and 100C also have the same configuration as the semiconductor switch 170 of the first control device 100A, their description will be omitted. The semiconductor switch 170 is provided with a semiconductor switch 171 connected to the fourth power supply line 80, a semiconductor switch 172 connected to the sixth power supply line 81, and a semiconductor switch group 173 connected to each of the components 501 to 503.

[0086] Furthermore, the semiconductor switch 171, the semiconductor switch 172, and the semiconductor switch group 173 described above are connected to each other by an internal power supply line 174. The semiconductor switch 171, the semiconductor switch 172, and the semiconductor switch group 173 are controlled to be turned on and off by a control signal from a microcomputer.

[0087] The semiconductor switch group 173 is connected to the plurality of components 501 to 503 via the fifth power supply line 90. The power supply voltage supplied to the semiconductor switch 170 is supplied to the plurality of components 501 to 503 via the semiconductor switch group 173.

[0088] Next, the operations and effects of the present embodiment will be described with reference to Fig. 4C described. Fig. 4C is a diagram showing the in-vehicle electric power control system 4 according to the fourth embodiment when a power supply line is cut off.

[0089] In a case where a fourth power supply line 80-1 is interrupted, the power supply voltage cannot be directly supplied from the power distributor 70 to the first control device 100A. In this case, the power supply voltage cannot be supplied to the components 501 to 503 connected to the first control device 100A.

[0090] In the present embodiment, since the plurality of first control devices 100A to 100C are connected by the ring topology, the power supply voltage can be supplied to the first control device 100A from the power distributor 70 via a first power supply voltage supply path (fourth power supply line 80-2, first control device 100C, seventh power supply line 82, first control device 100B, and sixth power supply line 81).

[0091] On the other hand, in a case where the fourth power supply line 80-1 is not interrupted, the power supply voltage is supplied from the power distributor 70 to the first control device 100A via a second power supply voltage supply path (fourth power supply line 80-1).

[0092] Since the power supply voltage path in a case where the fourth power supply line 80-1 is not disconnected differs from the power supply voltage path in a case where the fourth power supply line 80-1 is disconnected, the amount of voltage drop in the path also changes between the normal state and the abnormal state. Therefore, in a case where the fourth power supply line 80-1 is not disconnected, the first controller 100A calculates the correction value by considering the voltage drop amounts in the third power supply line 60, the fourth power supply line 80-1, and the fifth power supply line 90, and sends the correction request.On the other hand, in a case where the fourth power supply line 80-1 is interrupted, the first control device 100A calculates the correction value taking into account the voltage drop amounts in the third power supply line 60, the fourth power supply line 80-2, the seventh power supply line 82, the sixth power supply line 81, and the fifth power supply line 90, and sends the correction request.

[0093] Even in a case where the fourth power supply line 80-2, the sixth power supply line 81, or the seventh power supply line 82 is interrupted, the method for calculating the correction value is similar to that described above, and therefore, the description thereof is omitted. (Effects of the fourth embodiment)

[0094] In a case where the power supply voltage cannot be supplied to the first control device 100A from the power distributor 70 due to the interruption of the fourth power supply line 80-1, the power supply voltage can be supplied to the first control device 100A and the components 501 to 503 via the bypassed power supply line connected by the ring topology. At this time, the first control device 100A calculates the correction value by considering the voltage drop amount, the switching resistance, and the like on the bypassed power supply line and sends the correction request, so that the same operations and effects as those of the first embodiment can be achieved even when the power supply is interrupted. (Fifth embodiment)

[0095] Next, a fifth embodiment will be described with reference to the Fig. 5A and Fig. 5B. Fig. 5A illustrates a correction request aggregated by the third controller 300.

[0096] The in-vehicle electric power control system according to the present embodiment considers that when the third controller 300 according to the second embodiment described above selects one correction request from a plurality of correction requests, it is determined whether a correction value indicated by the received correction request is within a predetermined range.

[0097] Specifically, multiple upper limits and multiple lower limits of the correction value of the correction request are provided. Since the correction request is used to control the output voltage of the DC-DC converter 30, the upper limit is the maximum output voltage of the DC-DC converter 30 or the minimum value of the absolute maximum ratings of the components 501 to 503 connected to the DC-DC converter 30. Here, the maximum output voltage of the DC-DC converter 30 is set to be lower than the minimum value of the absolute maximum ratings of the components 501 to 503 so as not to exceed the absolute maximum ratings of the components 501 to 503.

[0098] Similar to the upper limit, the lower limit is also determined by using the correction requirement to control the output voltage of the DC-DC converter 30, which is either the minimum output voltage of the DC-DC converter 30 or the maximum value of the operating guaranteed voltages of the components 501 to 503 connected to the DC-DC converter 30. The minimum output voltage of the DC-DC converter 30 is set to be higher than the maximum value of the operating guaranteed voltages of all components 501 to 503 so as not to be lower than the operating guaranteed voltages of all components 501 to 503.

[0099] For example, in a case where the correction request is greater than the upper limit, it is conceivable that the power supply voltage output from the DC-DC power converter 30 and supplied to the low-voltage battery 50, the power distributor 70, the first control devices 100A to 100C, and the components 501 to 503 is significantly lowered. That is, the third control device 300 may determine that a fault has occurred in any part of the in-vehicle electric power control system.

[0100] In a case where the correction request is smaller than the lower limit value, the third control device 300 may determine that the correction value calculated by the first control devices 100A to 100C is abnormal, and may determine that a failure of the first control devices 100A to 100C has occurred.

[0101] That is, by comparing the correction value indicated by the correction request with the upper limit and the lower limit, the fault condition in the vehicle electric power control system can be detected in time, and the reliability is improved.

[0102] Fig. 5A is a diagram illustrating a correction request aggregated by the third controller 300 according to the fifth embodiment. The third controller 300 receives a correction request indicating a correction value within a predetermined range from the first controller 100A and the first controller 100B. On the other hand, the third controller 300 receives a correction request outside the predetermined range from the first controller 100C. The correction value indicated by the correction request is a value below the maximum value of the operation guarantee voltages of all the components 501 to 503, and it can be seen that the correction request indicating the correction value calculated by the first controller 100C is abnormal.The third control device 300 functions as a warning means that issues a warning as a precursor to an error in a case where the value indicated by the correction request is outside the predetermined range.

[0103] Hereinafter, the fault diagnosis processing of the present embodiment will be described with reference to Fig. 5B. Fig. 5B is a control flowchart of the third controller 300 according to the fifth embodiment.

[0104] The Fig. The flowchart shown in FIG. 5B is executed at regular time intervals or variable time intervals after the power-on processing, initialization processing, and the like of the third controller 300 are completed. The power supply voltage correction process executed by the first controllers 100A to 100C is similar to that of the first embodiment, and therefore, its description is omitted.

[0105] First, in step S500, the third controller 300 stores the correction value indicated by the correction request determined in the previous task in the memory. In the case of the first task, a preset set is stored.

[0106] Next, in step S510, the correction request receiving unit 305 of the third control device 300 receives the correction requests sent from the plurality of first control devices 100A to 100C.

[0107] In step S520, the third controller 300 determines whether the correction values ​​indicated by the correction requests received from the first controllers 100A to 100C, respectively, exceed the upper limit value. If the correction value indicated by the correction request does not exceed the upper limit value, the process proceeds to step S530, and if the correction value indicated by the correction request exceeds the upper limit value, the process proceeds to step S560.

[0108] In step S530, the third controller 300 determines whether the correction values ​​indicated by the correction requests received from the first controllers 100A to 100C, respectively, are less than the lower limit value. If the correction value indicated by the correction request does not fall below the lower limit value, the process proceeds to step S540. If the correction value indicated by the correction request falls below the lower limit value, the process proceeds to step S560.

[0109] The processing in step S540 is executed when the correction value specified by the correction request is within the predetermined range. Specifically, in step S540, the third controller 300 selects the correction request with the largest correction value from among the multiple correction requests.

[0110] Then, in step S550, the third control device 300 sends the correction request selected in step S540 to the second control device 200.

[0111] On the other hand, step S560 is performed in a case where the correction value indicated by each correction request is not within the predetermined range. In step S560, the third controller 300 stores the status information of the error state or the error precursor state in the memory.

[0112] In step S570, the current task is in the normal state, that is, the correction value (previous value) of the previous task is determined as the correction value of the current task. (Effects of the fifth embodiment)

[0113] According to the fifth embodiment adopting the method described above, by comparing the correction value indicated by the correction request with the upper and lower limit values, the fault state or the fault precursor state in the in-vehicle electric power control system can be detected in time, and the reliability is improved. (Sixth Embodiment)

[0114] Next, a sixth embodiment will be described with reference to the Fig. 6A and Fig. 6B. Fig. 6A is a timing chart showing the fluctuation in the output voltage of the DC-DC converter 30 according to the sixth embodiment.

[0115] The in-vehicle electric power control system of the present embodiment differs from that of the second embodiment in that a period in which the correction request can be received is set when the third control device 300 of the second embodiment aggregates the correction requests sent from the first control devices 100A to 100C.

[0116] Specifically, the second controller 200 sends an instruction to change the output voltage to the DC-DC converter 30, the DC-DC converter 30 changes the output voltage, and the output voltage is stabilized at the target power supply voltage. At this time, the third controller 300 does not receive the correction requests from the first controllers 100A to 100C, and a period from the time the change instruction is sent to the DC-DC converter 30 until the output voltage of the DC-DC converter 30 stabilizes is considered a mask period.

[0117] By setting the mask period described above, the reception of a new correction request can be interrupted during the settling period in which the DC-DC converter 30 changes the output voltage. As a result, the settling time of the output voltage of the DC-DC converter 30 can be shortened, and the stability of the DC-DC converter 30 can be improved.

[0118] Fig. 6A illustrates a period from receipt of the correction request to the settling of the output voltage of the DC-DC converter 30, and repeats control in which the DC-DC converter 30 changes the output voltage according to the change instruction.

[0119] A control period A to time T100 indicates a period in which the third control device 300 receives the plurality of correction requests sent from the first control devices 100A to 100C.

[0120] A control period B from time T100 to time T110 indicates a period during which the third controller 300 suspends receipt of the correction requests sent from the first controllers 100A to 100C. In the control period B, the third controller 300 selects a correction request, sends a correction request to the second controller 200, and the second controller 200 sends a change instruction to the DC-DC converter 30.

[0121] A control period C from time T110 to time T120 is a period required for the output voltage of the DC-DC converter 30 to settle and indicates a period until the output voltage has settled to the final correction value. Also during this control period C, the third controller 300 stops receiving the correction requests sent from the first controllers 100A to 100C. That is, the control period B and the control period C are mask periods.

[0122] Hereinafter, the mask period setting processing of the present embodiment will be described with reference to Fig. 6B. Fig. 6B is a control flowchart of the third control device 300 according to the sixth embodiment. Fig. The flowchart shown in FIG. 6B is executed at regular time intervals or at variable time intervals after the power-on processing, initialization processing, and the like of the third controller 300 are completed. The power supply voltage correction process executed by the first controllers 100A to 100C is similar to that of the first embodiment, and therefore, its description is omitted.

[0123] First, in step S600, the third controller 300 stores the control period information in the aggregated controller and proceeds to step S610. The control period is switched to control period A, control period B, and control period C, for example, by using a timer function mounted on the microcomputer and control period determination processing to be described later.

[0124] In step S610, the third controller 300 checks the control period information and proceeds to step S615 in the case of control period A, and proceeds to step S630 in the case of control period B or control period C.

[0125] Next, in step S615, the third controller 300 sets the permission for receiving the correction request and proceeds to step S620.

[0126] In step S620, the third controller 300 executes correction request selection processing, and, for example, the correction request aggregation function operation in the second embodiment described above is executed, and the process proceeds to step S625.

[0127] In step S625, the third controller 300 changes the control period information to the period B and ends the task processing.

[0128] On the other hand, in step S630, the third controller 300 performs a setting to prohibit the reception of the correction request and performs a setting not to receive the correction requests sent from the first controllers 100A to 100C. After the setting, the process proceeds to step S635.

[0129] In step S635, the third controller 300 determines whether the correction request has been sent to the second controller 200. If the correction request has been sent, the third controller 300 proceeds to step S640, and if the correction request has not been sent, the third controller proceeds to step S655.

[0130] Next, in step S640, the third controller 300 acquires information about the output control state of the DC-DC converter 30. The information of the DC-DC converter 30 may be sent to the third controller 300 via the second controller 200, or may be sent directly from the DC-DC converter 30 to the third controller 300. After that, the process proceeds to step S645.

[0131] In step S645, the third controller 300 checks the output control state of the DC-DC converter 30 and checks whether the output control is completed and the output voltage stabilization time has elapsed. If the output control is completed and the output stabilization time has elapsed, the process proceeds to step S650. If the output control is not completed or the output stabilization time has not elapsed, the process does not proceed to step S650, and the task processing ends.

[0132] In step S650, the third controller 300 changes the control period information to period A and ends the task processing.

[0133] In step S655, the third controller 300 sends a correction request to the second controller 200 and terminates the task processing. (Effects of the sixth embodiment)

[0134] According to the sixth embodiment using the method described above, the reception of a new correction request can be interrupted during the settling period in which the DC-DC converter 30 controls the increase or decrease of the output voltage, the settling time of the output voltage of the DC-DC converter 30 can be shortened, and the stability can be improved. (Seventh Embodiment)

[0135] Next, a seventh embodiment will be described with reference to the Fig. 7A to 7C. Fig. 7A is a diagram illustrating a correction request aggregated by the third controller 300 according to the seventh embodiment.

[0136] The in-vehicle electric power control system 2 of the present embodiment uses the information about a priority request and a general request of the correction requests sent from the first control devices 100A to 100C when the third control device 300 of the second embodiment described above selects one correction request from the plurality of correction requests.

[0137] A plurality of components 501 to 503 are connected to the first control devices 100A to 100C, and each of the components 501 to 503 is classified into an important component (priority load) related to an external detection function or the like related to driving, braking, steering, automatic driving, or the like of the vehicle and directly linked to the basic function of the vehicle, and a general component (general load) related to an audio function, a power seat function, or the like. Regarding the power supply voltage supplied to each component, important components are prioritized.

[0138] Specifically, the correction requests sent from the first control devices 100A to 100C include a high-priority correction request and a low-priority correction request. In the correction request receiving and aggregating function of the third control device 300, the third control device 300 first aggregates the high-priority correction requests from the received high-priority correction requests and the low-priority correction requests, selects a correction request from the correction requests, and sends the selected correction request to the second control device 200.Thereafter, the third control device 300 aggregates the correction requests with a low priority, selects a correction request from the correction requests, and sends the selected correction request to the second control device 200.

[0139] By using the above-described function of aggregating the correction requests, it is possible to preferentially supply a power supply voltage corresponding to an important component, and it is possible to obtain operations and effects of maintaining and suppressing deterioration of the basic function of the vehicle.

[0140] As in Fig. As shown in Figure 7A, a high-priority correction request and a low-priority correction request are transmitted from each of the three first control devices 100A to 100C. STEP0 indicates a current control voltage of the DC-DC converter 30, STEP1 indicates a correction value indicated by a high-priority correction request indicating a highest correction value among the high-priority correction requests, and STEP2 indicates a low-priority correction request indicating a highest correction value among the low-priority correction requests. In a case where the highest correction value of the low-priority correction request is lower than the highest correction value of the high-priority correction request, the correction request in STEP2 is not transmitted.

[0141] A detailed correction request aggregation operation according to the present embodiment will be described with reference to FIG. Fig. 7B and Fig. 7C described. Fig. 7B is a control flowchart of the third control device 300 according to the seventh embodiment. Fig. The flowchart shown in Fig. 7B is executed at regular time intervals or at variable time intervals after the power-on processing, the initialization processing, and the like of the third control device 300 are completed. Fig. 7C is a diagram showing stored data of correction requests received by the third control device 300 of the seventh embodiment.

[0142] In step S700, the third control device 300 receives a plurality of correction requests sent from the first control devices 100A to 100C and proceeds to step S710.

[0143] In step S710, the third controller 300 stores the received multiple correction requests in the memory and proceeds to step S720. As shown in Fig. As shown in Figure 7C, the n plurality of received correction requests are stored in the memory.

[0144] In step S720, the third controller 300 detects the maximum value from the stored correction requests with a high priority and proceeds to step S730.

[0145] In step S730, the third controller 300 sends the correction request detected in step S720 with a high priority to the second controller 200. Then, the process proceeds to step S740.

[0146] Next, in step S740, the third controller 300 detects the maximum value from the stored correction requests with a low priority and proceeds to step S750.

[0147] In step S750, the third controller 300 compares the maximum value of the correction request with a high priority acquired in step S720 with the maximum value of the correction request with a low priority acquired in step S740, and in a case where the maximum value of the correction request with a low priority is large, the process proceeds to step S760, and in a case where the maximum value of a high priority is large, this task processing is terminated without executing step S760.

[0148] In step S760, the third control device 300 sends the correction request detected in step S740 with a low priority to the second control device 200 and terminates the task processing. (Effects of the Seventh Embodiment)

[0149] In the seventh embodiment, it is possible to preferentially supply a power supply voltage required by a critical component directly related to the basic function of the vehicle. This makes it possible to construct a highly secure system that prioritizes the basic function of the vehicle. (Modification)

[0150] The present disclosure is not limited to the embodiments described above, but includes various modifications. For example, the embodiments described above have been described in detail to facilitate understanding of the present disclosure and are not necessarily limited to those having all of the described configurations. Furthermore, part of the configuration of one embodiment may be replaced with the configuration of another embodiment, and the configuration of another embodiment may be added to the configuration of one embodiment. Moreover, it is possible to add, delete, and replace other configurations for part of the configuration of each embodiment.

[0151] For example, the first control devices 100, 100A, 100B, and 100C of the above-described embodiments may be zone ECUs provided for each zone of the vehicle, may be domain ECUs provided for each function of the vehicle, or may be central ECUs communicatively connected to each zone ECU and each domain ECU and integrally controlling each zone ECU. List of reference symbols 1, 2, 3, 4 Vehicle electrical power control system 10 high-voltage battery 20 first power supply line 30 DC-DC converters 40 second power supply line 50 low-voltage battery 51, 101, 102, 201, 301 signal line 60 third power supply line 70 power distributors 80 fourth power supply line 81 sixth power supply line 82 seventh power supply line 90 fifth power supply line 80-1, 80-2, 90-1, 90-2, 90-3 power supply line 100, 100A, 100B, 100C first control device 110 Wiring resistance detection unit 120 current detection unit 130 Voltage drop height calculation unit 135 Component information unit 140 Correction value determination unit 150 Correction request sending unit 160 Correction request receiving unit 165 Correction Request Aggregation Unit 170 semiconductor switches 171 semiconductor switches 172 semiconductor switches 173 Semiconductor switch group 180 microcomputers 200 second control device 210 Correction request receiving unit 211 Correction value instruction unit 300 third control device 305 Correction request receiving unit 310 Correction Request Aggregation Unit 501, 502, 503 Component SW1, SW2, SW3, SW4 switches QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2009-130944 A

[0006]

Claims

A vehicle electric power control system comprising: a power supply device; a controller connected to the power supply device via a first power supply line; and one or more loads connected to the controller via a second power supply line, wherein the controller includes: wiring resistance detecting means for detecting wiring resistance values ​​of the first power supply line and the second power supply line; current detecting means for detecting a first current value supplied to the controller via the first power supply line and a second current value supplied to the load via the second power supply line;a voltage drop amount calculation means for calculating voltage drop amounts in the first power supply line and the second power supply line based on the wiring resistance value detected by the wiring resistance detection means, the first current value detected by the current detection means, and the second current value detected by the current detection means; a correction value determination means for determining a correction value for correcting an output voltage of the power supply device based on the voltage drop amount calculated by the voltage drop amount calculation means; and a correction request output means for outputting a correction request indicating the correction value determined by the correction value determination means. The in-vehicle electric power control system according to claim 1, further comprising: power supply voltage control means that controls an output voltage of the power supply means, wherein the correction request output means outputs the correction request to the power supply voltage control means, and the power supply voltage control means controls an output voltage of the power supply means according to the correction request. The vehicle electric power control system according to claim 1, wherein the voltage drop amount calculating means calculates the voltage drop amount based on a temperature estimate of the first power supply line or the second power supply line. The in-vehicle electric power control system according to claim 2, wherein a plurality of said control devices are provided for each zone of a vehicle, and each correction request output means of said plurality of control devices outputs said correction request for correcting an output voltage of said power supply device. The in-vehicle electric power control system according to claim 4, further comprising:an aggregating control device that receives a plurality of the correction requests outputted by the correction request outputting means of the plurality of control devices, wherein the aggregating control device outputs the correction request selected from a plurality of the correction requests to the power supply voltage control device, and the power supply voltage control device controls an output voltage of the power supply device according to the selected correction request. The vehicle electric power control system according to claim 5, wherein the aggregating controller selects the correction request indicating a highest voltage value from among a plurality of the correction requests. The in-vehicle electric power control system according to claim 4, wherein one of the plurality of control devices receives one or more of the correction requests outputted by the correction request outputting means of one or more other control devices, and the one control device outputs to the power supply voltage control device the correction request selected from the correction request outputted by the correction request outputting means of the one control device and the other one or more correction requests outputted by the correction request outputting means of the other one or more control devices, and the power supply voltage control device controls an output voltage of the power supply device in accordance with the selected correction request. The vehicle electric power control system according to claim 7, wherein said one controller selects the correction request indicating a highest voltage value from among the plurality of correction requests. The vehicle electrical power control system of claim 4, wherein the plurality of control devices are connected by a ring topology. The in-vehicle electric power control system according to claim 9, wherein the plurality of controllers connected by a ring topology outputs a first correction request indicative of a correction value determined based on a voltage drop amount in a first power supply voltage supply path, and a second correction request indicative of a correction value determined based on a voltage drop amount in a second power supply voltage supply path different from the first power supply voltage supply path. The vehicle electric power control system according to claim 1, further comprising:warning means for issuing a warning as a precursor to a failure in a case where a value indicated by the correction request is outside a predetermined range. The vehicle electrical power control system of claim 11, wherein an upper limit of the predetermined range is a minimum value of the absolute maximum ratings of the one or more loads, and a lower limit of the predetermined range is a maximum value of the minimum operating guarantee voltages of the one or more loads. The vehicle electric power control system according to claim 2, wherein the power supply voltage control means masks a new correction request after receiving the correction request until an output voltage of the power supply means is stabilized in accordance with the correction request. The vehicle electric power control system according to claim 1, wherein the load includes a priority load related to the basic function of a vehicle, and the correction value determining means determines the correction value based on the voltage drop amount and an operation guarantee voltage of the priority load. A control device of an in-vehicle electric power control system connected to a power supply device via a first power supply line and connected to one or more loads via a second power supply line, the control device comprising: wiring resistance detecting means for detecting wiring resistance values ​​of the first power supply line and the second power supply line; current detecting means for detecting a first current supplied to the control device via the first power supply line and a second current supplied to the load via the second power supply line;a voltage drop amount calculation means for calculating voltage drop amounts in the first power supply line and the second power supply line based on the wiring resistance value detected by the wiring resistance detection means, the first current detected by the current detection means, and the second current detected by the current detection means; a correction value determination means for determining a correction value for correcting an output voltage of the power supply device based on the voltage drop amount calculated by the voltage drop amount calculation means; and a correction request output means for outputting a correction request indicating the correction value determined by the correction value determination means. An aggregating control device communicatively connected to a plurality of control devices according to claim 15, wherein the correction request selected from the plurality of correction requests outputted by the correction request output means of the plurality of control devices is outputted to a power supply voltage control device that controls an output voltage of the power supply device.

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