On-vehicle control device

Abstract

To suppress power consumption of an on-vehicle battery in a case in which power can be supplied from a post-attachment power source in a parking state of a vehicle.SOLUTION: An on-vehicle control device 10 includes a switching part 11, a control part 13, and a conducive path (for example, second conductive path 22). The switching part 11 is provided between an on-vehicle battery 2 mounted on a vehicle and a load (for example, first load 3), and is switched between an allowable state where power supply to the load from the on-vehicle battery 2 is allowed and a cut-off state where the power supply is cut off. The control part 13 controls the switching part 11. The conductive path is provided between the switching part 11 and the load, and can be electrically connected with a post-attachment power source 40. The control part 13 determines whether or not the post-attachment power source 40 is electrically connected to the conductive path in a parking state of the vehicle in a connection state, and exerts control such that when the control part 13 determines that the vehicle is in the connection state, the switching part 11 is in the cut-off state.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to an in-vehicle control device. [Background technology]

[0002] The electric vehicle disclosed in Patent Document 1, in response to a request to start supplying power to an in-vehicle load device while the vehicle is stopped, determines whether or not power can be supplied from the battery to the in-vehicle load device based on the charge state of the battery, and if it is determined that power cannot be supplied from the battery to the in-vehicle load device, requests a power supply device to supply power to the in-vehicle load device. In response to the request, the power supply device electrically connects to the in-vehicle load device and starts supplying power to the in-vehicle load device. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2008-289273 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the configuration of Patent Document 1, regardless of whether or not power can be supplied from the power supply device, battery power is consumed depending on the charging state of the battery.

[0005] The present disclosure has an object to provide a technique that makes it easy to reduce power consumption of an on-board battery when power supply from an add-on power source is possible while the vehicle is parked. [Means for solving the problem]

[0006] The in-vehicle control device of the present disclosure includes: A switching unit provided between an on-board battery mounted in a vehicle and a load; A control unit that controls the switching unit; a conductive path provided between the switching unit and the load, the switching unit switches between an allowable state that allows power supply from the in-vehicle battery to the load and a cut-off state that cuts off the power supply, the conductive path is configured to allow an add-on power supply to be electrically connected thereto; The control unit determines whether or not the retrofit power source is in an electrically connected state to the conductive path when the vehicle is in a parked state, and if it determines that the retrofit power source is in the connected state, controls the switching unit to the disconnected state. Effect of the Invention

[0007] According to the technology disclosed herein, when power supply from an add-on power source is possible while the vehicle is parked, power consumption of the vehicle battery can be easily reduced. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a schematic diagram showing a configuration of an in-vehicle system including an in-vehicle control device according to the first embodiment. [Diagram 2] FIG. 2 is an explanatory diagram showing an example of a confirmation screen displayed on the display device. [Diagram 3] FIG. 3 is a flowchart showing the flow of the process performed by the control unit. [Figure 4] FIG. 4 is an explanatory diagram conceptually showing a state in which power is supplied from the add-on power supply to the first load. [Diagram 5] FIG. 5 is an explanatory diagram conceptually showing a state in which a dark current is supplied from an in-vehicle battery to a first load. [Figure 6] FIG. 6 is an explanatory diagram conceptually showing a state in which power is supplied from the in-vehicle battery to the first load in a disconnected state. [Figure 7] FIG. 7 is an explanatory diagram conceptually showing a state in which power is supplied from the in-vehicle battery to the first load when the vehicle is in a starting state. [Figure 8] FIG. 8 is a schematic diagram showing a configuration of an in-vehicle system including an in-vehicle control device according to the second embodiment. [Figure 9] FIG. 9 is a schematic diagram showing a configuration of an in-vehicle system including an in-vehicle control device according to the third embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] [Description of the embodiments of the present disclosure] First, the embodiments of the present disclosure will be listed and described.

[0010] [1] A switching unit provided between an on-board battery mounted in a vehicle and a load; A control unit that controls the switching unit; a conductive path provided between the switching unit and the load, the switching unit switches between an allowable state that allows power supply from the in-vehicle battery to the load and a cut-off state that cuts off the power supply, the conductive path is configured to allow an add-on power supply to be electrically connected thereto; The control unit determines whether or not the retrofit power source is in a connected state electrically connected to the conductive path when the vehicle is in a parked state, and controls the switching unit to the cut-off state when it determines that the retrofit power source is in the connected state. In-vehicle control device.

[0011] When the vehicle is parked and the retrofit power source is connected to the conductive path, the vehicle control device can supply power from the retrofit power source to the load via the conductive path. Under such circumstances, the vehicle control device switches the switching unit to the cut-off state. In other words, when the vehicle is parked and power supply from the retrofit power source is possible, the vehicle control device can easily reduce power consumption of the vehicle battery.

[0012] [2] When the control unit determines that the connected state is not established, the control unit controls the switching unit to the permissive state on condition that a dark current supply condition is satisfied. The vehicle-mounted control device described in [1].

[0013] When the retrofit power supply is not connected to the conductive path, the vehicle-mounted control device can supply dark current from the vehicle-mounted battery to the load, provided that a dark current supply condition is satisfied.

[0014] [3] When the control unit determines that the vehicle is in the connected state, the control unit performs a confirmation process to confirm whether or not the user desires to use the retrofit power source, and when it is confirmed that the user desires to use the retrofit power source, the control unit controls the switching unit to the cut-off state. An in-vehicle control device according to [1] or [2].

[0015] The vehicle control device can cut off the power supply from the vehicle battery to the load after confirming that the user wishes to use the retrofit power source.

[0016] [4] The control unit performs the confirmation process, and when it is confirmed that the dark current supply is not desired, controls the switching unit to the permissive state on the condition that a dark current supply condition is satisfied. The vehicle-mounted control device described in [3].

[0017] Even if a retrofit power source is connected to the conductive path, when the user does not wish to use the retrofit power source, the vehicle control device can supply dark current from the vehicle battery to the load, provided that the dark current supply condition is satisfied.

[0018] [5] The control unit controls the switching unit to the permissive state when the vehicle is not in the parked state but in a starting state. An in-vehicle control device according to [1] or [2].

[0019] The vehicle control device can supply power from the vehicle battery to the load in a start-up state, and when a retrofit power supply is connected to the conductive path, the vehicle control device can charge the retrofit power supply with power supplied from the vehicle battery.

[0020] [Details of the embodiment of the present disclosure] First Embodiment 1 discloses an in-vehicle system 1 including an in-vehicle control device 10. The in-vehicle system 1 includes an in-vehicle battery 2, a first load 3, a second load 4, and the in-vehicle control device 10.

[0021] The vehicle-mounted battery 2 is a battery mounted on a vehicle. The vehicle-mounted battery 2 is a power supply source that supplies power to the first load 3 and the second load 4. The battery may be a lithium-ion battery, a lead battery, or another type of battery.

[0022] The first load 3 corresponds to an example of a load. The first load 3 is a load that may be used when the vehicle is parked. The first load 3 is, for example, a headlight, an interior light, a multimedia, etc. The first load 3 includes a load that can be used outdoors, such as for camping (for example, an electric light, an audio device, etc.). The first load 3 includes a display device 3A that displays information such as characters and images. The display device 3A is, for example, a display device, a navigation device, etc. The display device 3A includes a display unit that displays information such as characters and images, and an operation unit that accepts input operations. The display device 3A is configured to include, for example, a touch panel.

[0023] The second load 4 includes a load used when the vehicle is traveling. The second load 4 is, for example, a power train, a brake, a steering wheel, an ADAS (Advanced Driver-Assistance Systems), and the like.

[0024] The vehicle control device 10 is configured as an electric connection box such as a fuse box. The vehicle control device 10 is provided between an in-vehicle battery 2 and a first load 3, and controls the power supply from the in-vehicle battery 2 to the first load 3.

[0025] The vehicle control device 10 includes a switching unit 11, a voltage detection unit 12, a control unit 13, a first conductive path 21, a second conductive path 22, a third conductive path 23, a branch path 24, a first terminal 25, and a second terminal 26.

[0026] The switching unit 11 is provided between the in-vehicle battery 2 and the first load 3. The switching unit 11 switches between an allowable state that allows power supply from the in-vehicle battery 2 to the first load 3 and a cut-off state that cuts off the power supply. The switching unit 11 has a plurality of switch units 30. The plurality of switch units 30 are arranged in parallel with each other between the in-vehicle battery 2 and the first load 3. In this embodiment, each switch unit 30 is configured with a semiconductor switch. In this embodiment, each switch unit 30 is configured with a pair of MOSFETs (Metal-Oxide-Semiconductor Field Effect Transistors) 31, 32 connected in opposite directions.

[0027] The switching unit 11 switches between a first state in which all the switch units 30 are on, a second state in which all the switch units 30 are off, and a third state in which only some of the switch units 30 are on. The switching unit 11 is in a permissive state in the first state or the third state, and in a cut-off state in the second state. The switching unit 11 allows a larger current to flow in the first state than in the third state. The switching unit 11 allows bidirectional current flow in the permissive state. The switching unit 11 cuts off bidirectional current flow in the cut-off state.

[0028] The first conductive path 21 is provided between the switching unit 11 and the in-vehicle battery 2. The second conductive path 22 is provided between the switching unit 11 and the first load 3. The second conductive path 22 corresponds to an example of a conductive path. The second conductive path 22 can be electrically connected to a retrofit power supply 40. The third conductive path 23 is provided between the first conductive path 21 and the second load 4. The branch path 24 branches off from the second conductive path 22. The first terminal 25 is provided in the branch path 24. The second terminal 26 is electrically connected to ground. The first terminal 25 and the second terminal 26 are electrically connected to the retrofit power supply 40.

[0029] The rear power supply 40 is a power supply that is not pre-installed in the vehicle, but is connected as needed. The rear power supply 40 is configured as a battery. The rear power supply 40 is, for example, a commercially available portable battery. The positive electrode of the rear power supply 40 is electrically connected to the first terminal 25. The positive electrode of the rear power supply 40 is electrically connected to the branch path 24, the second conductive path 22, and the first load 3 via the first terminal 25. The negative electrode of the rear power supply 40 is electrically connected to the second terminal 26.

[0030] The voltage detection unit 12 detects the voltage of an electrical path to which the output voltage of the retrofit power supply 40 is applied in a connection state in which the retrofit power supply 40 is electrically connected to the second conductive path 22. The output voltage of the retrofit power supply 40 is applied to the branch path 24 and the second conductive path 22. The output voltage of the retrofit power supply 40 is lower than the output voltage of the in-vehicle battery 2. The voltage detection unit 12 is configured as, for example, a known voltage detection circuit. The voltage detection unit 12 outputs a signal indicating the detection value to the control unit 13.

[0031] The control unit 13 includes, for example, a microcomputer. The control unit 13 includes, for example, a CPU, a memory, and the like. The control unit 13 controls the switching unit 11 and the display device 3A. The control unit 13 may be disposed in a fuse box that houses the switching unit 11, or may be disposed outside the fuse box.

[0032] The control unit 13 includes a drive circuit that drives the switch unit 30 of the switching unit 11. The control unit 13 controls the switching unit 11 to a first state, a second state, or a third state. When controlling the switching unit 11 to the third state, the control unit 13 can also adjust the number of switch units 30 to be turned on. The switching unit 11 allows a larger current to flow as the number of switch units 30 turned on increases.

[0033] When the vehicle is parked, the control unit 13 determines whether or not the retrofit power supply 40 is in a connected state in which it is connected to the second conductive path 22 between the switching unit 11 and the first load 3. Specifically, the control unit 13 determines whether or not the vehicle is in a parked state and in a connected state.

[0034] The vehicle switches between a parked state and a started state. The parked state is a state in which the start switch of the vehicle is in an off state. The started state is a state in which the start switch of the vehicle is in an on state. The start switch is an ignition switch, a power switch, or the like. The control unit 13 receives, for example, an on / off signal indicating the on / off state of the start switch from an external ECU, and determines whether the vehicle is in a parked state or a started state based on the on / off signal. Specifically, the control unit 13 determines that the vehicle is in a parked state when the start switch is in an off state, and determines that the vehicle is in a started state when the start switch is in an on state.

[0035] Based on the signal output from the voltage detection unit 12, the control unit 13 detects the voltage of an electrical path (the branch path 24 in this embodiment) to which the output voltage of the retrofit power supply 40 is applied in the connected state. The control unit 13 determines whether or not the voltage of the branch path 24 exceeds a threshold value. If the control unit 13 determines that the voltage of the branch path 24 exceeds the threshold value, it determines that the retrofit power supply 40 is in a non-connected state in which it is not electrically connected to the second conductive path 22. If the control unit 13 determines that the voltage of the branch path 24 does not exceed the threshold value, it determines that the retrofit power supply 40 is in a non-connected state in which it is not electrically connected to the second conductive path 22.

[0036] When the control unit 13 determines that the vehicle is in a connected state while the vehicle is parked, it controls the switching unit 11 to a cut-off state. This cuts off the power supply from the in-vehicle battery 2 to the first load 3. In the state in which the power supply from the in-vehicle battery 2 to the first load 3 is cut off, power is supplied from the retrofit power supply 40 to the first load 3 regardless of the relationship between the output voltage of the in-vehicle battery 2 and the output voltage of the retrofit power supply 40.

[0037] Furthermore, when the control unit 13 determines that the vehicle is in a connected state while parked, it performs a confirmation process to confirm whether or not the user desires to use the rear power supply 40, and when it is confirmed that the user desires to use the rear power supply 40, it controls the switching unit 11 to a cut-off state. In the confirmation process, the control unit 13 outputs a confirmation instruction signal to the display device 3A. When the confirmation instruction signal is input, the display device 3A displays a confirmation screen on its own display unit to confirm whether or not the user desires to use the rear power supply 40. As shown in FIG. 2, the confirmation screen displays a question message "Do you want to use the rear power supply?" and options "Yes" and "No". When any option is selected, the display device 3A outputs information indicating the selection result to the control unit 13. The control unit 13 determines whether or not the user desires to use the rear power supply 40 based on the information output from the display device 3A.

[0038] When the control unit 13 determines that the vehicle is not in a connected state while parked, it controls the switching unit 11 to a permissive state (for example, the third state) on condition that the dark current supply condition is satisfied. This allows dark current to be supplied from the in-vehicle battery 2 to the first load 3 as necessary. The dark current supply condition may be a condition that is periodically satisfied, a condition that is determined depending on the type of the first load 3, or an operating condition of the first load 3. The control unit 13 performs the above confirmation process, and when it is confirmed that the dark current supply is not desired, it controls the switching unit 11 to a permissive state on condition that the dark current supply condition is satisfied.

[0039] It should be noted that the second load 4 is supplied with power from the in-vehicle battery 2 regardless of whether the switching unit 11 is in the cut-off state or the permitting state.

[0040] The control unit 13 repeats the process shown in Fig. 3 regardless of whether the vehicle is in a parked state or a started state. In step S11, the control unit 13 determines whether the vehicle is in a parked state. If the control unit 13 determines that the vehicle is in a parked state, in step S12, the control unit 13 determines whether the vehicle is in a connected state.

[0041] When the control unit 13 determines that the attached power supply 40 is in a connected state, it determines in step S13 whether or not the user desires to use the attached power supply 40. When the control unit 13 has not yet confirmed whether or not the user desires to use the attached power supply 40, it performs the confirmation process described above to determine whether or not the user desires to use the attached power supply 40. When the control unit 13 has already confirmed whether or not the user desires to use the attached power supply 40 in the process shown in FIG. 3 that was performed previously or previously, it determines whether or not the user desires to use the attached power supply 40 based on the confirmation result.

[0042] When the control unit 13 determines in step S13 that use of the rear power supply 40 is desired, the control unit 13 controls the switching unit 11 to a cut-off state in step S14. As a result, as shown in Fig. 4, the power supply from the in-vehicle battery 2 to the first load 3 is cut off, and power is supplied from the rear power supply 40 to the first load 3. Also, power is supplied from the in-vehicle battery 2 to the second load 4. After that, the control unit 13 ends the process shown in Fig. 3.

[0043] If the control unit 13 determines in step S13 that use of the retrofit power supply 40 is not desired, then in step S15, it determines whether or not the dark current supply condition is satisfied. If the control unit 13 determines that the dark current supply condition is satisfied, then in step S16, it controls the switching unit 11 to a permissive state (e.g., the third state). As a result, as shown in FIG. 5, a dark current is supplied from the in-vehicle battery 2 to the first load 3. Also, power is supplied from the in-vehicle battery 2 to the second load 4. Thereafter, the control unit 13 ends the process shown in FIG. 3.

[0044] If the control unit 13 determines in step S12 that the battery is not connected, the process proceeds to step S15. In step S15, the control unit 13 determines whether or not the dark current supply condition is satisfied. If the control unit 13 determines that the dark current supply condition is satisfied, the control unit 13 controls the switching unit 11 to the permissive state (e.g., the third state) in step S16. As a result, as shown in FIG. 6, dark current is supplied from the in-vehicle battery 2 to the first load 3. Also, power is supplied from the in-vehicle battery 2 to the second load 4. Thereafter, the control unit 13 ends the process shown in FIG. 3.

[0045] When the control unit 13 determines in step S11 that the vehicle is not in a parked state, the control unit 13 controls the switching unit 11 to a permissible state (for example, the first state) in step S17. As a result, as shown in Fig. 7, power is supplied from the in-vehicle battery 2 to the first load 3 and the second load 4. Also, power is supplied from the in-vehicle battery 2 to the retrofit power source 40, and the retrofit power source 40 is charged. After that, the control unit 13 ends the process shown in Fig. 3.

[0046] The following description relates to the effects of the in-vehicle control device 10. When the vehicle is parked and the rear power source 40 is connected to the second conductive path 22, the in-vehicle control device 10 can supply power from the rear power source 40 to the first load 3 via the second conductive path 22. Under such circumstances, the in-vehicle control device 10 switches the switching unit 11 to the cut-off state. In other words, the in-vehicle control device 10 can easily suppress power consumption of the in-vehicle battery 2 when power supply from the rear power source 40 is possible when the vehicle is parked.

[0047] When the retrofit power supply 40 is not connected to the second conductive path 22, the in-vehicle control device 10 can supply dark current from the in-vehicle battery 2 to the first load 3, provided that the dark current supply condition is satisfied.

[0048] The vehicle control device 10 can cut off the power supply from the vehicle battery 2 to the first load 3 after confirming that the user wishes to use the retrofit power supply 40.

[0049] Even if the retrofit power source 40 is connected to the second conductive path 22, when the user does not wish to use the retrofit power source 40, the vehicle control device 10 can supply dark current from the vehicle battery 2 to the first load 3, provided that the dark current supply condition is satisfied.

[0050] In a starting state, the in-vehicle control device 10 can supply power from the in-vehicle battery 2 to the first load 3 via the switching unit 11. Furthermore, when the mounted power supply 40 is connected to the second conductive path 22, the in-vehicle control device 10 can supply power from the in-vehicle battery 2 to the mounted power supply 40 via the switching unit 11 to charge the mounted power supply 40.

[0051] <Second embodiment> In the second embodiment, an example in which the switching unit has a first switching unit and a second switching unit connected in parallel will be described. Note that in the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals and will not be described in detail.

[0052] 8, an in-vehicle system 201 of the second embodiment includes an in-vehicle battery 2, a first load 3, a second load 4, and an in-vehicle control device 210. The in-vehicle control device 210 includes a switching unit 50, a voltage detection unit 12, a control unit 13, a first conductive path 21, a second conductive path 22, a third conductive path 23, a branch path 24, a first terminal 25, and a second terminal 26.

[0053] The switching unit 50 is provided between the in-vehicle battery 2 and the first load 3. The switching unit 50 switches between an allowable state that allows power supply from the in-vehicle battery 2 to the first load 3 and a cut-off state that cuts off the power supply. The switching unit 50 has a first switching unit 51 and a second switching unit 52. The first switching unit 51 and the second switching unit 52 are arranged in parallel with each other between the in-vehicle battery 2 and the first load 3.

[0054] The first switching unit 51 switches between a first permissive state in which power supply from the in-vehicle battery 2 to the first load 3 via the first switching unit 51 and a first cut-off state in which power supply is cut off. The first switching unit 51 has a plurality of switch units 30, similar to the switching unit 11 described in the first embodiment. The plurality of switch units 30 are arranged in parallel with each other between the in-vehicle battery 2 and the first load 3. In this embodiment, each switch unit 30 is configured by a semiconductor switch. In this embodiment, each switch unit 30 is configured by connecting a pair of MOSFETs (Metal-Oxide-Semiconductor Field Effect Transistors) 31, 32 in the opposite directions. It is preferable that the semiconductor switch constituting each switch unit 30 is normally off.

[0055] The first switching unit 51 switches between a first state in which all the switch units 30 are in an on state and a second state in which all the switch units 30 are in an off state. The first switching unit 51 differs from the switching unit 11 described in the first embodiment in that it does not switch to a third state in which only some of the switch units 30 are in an on state. The first switching unit 51 is in a first permissive state in the first state, and in a first blocked state in the second state. The first switching unit 51 allows bidirectional current flow through itself in the first permissive state. The first switching unit 51 blocks bidirectional current flow through itself in the first blocked state.

[0056] The second switching unit 52 switches between a second permissive state in which power supply from the vehicle battery 2 to the first load 3 via the second switching unit 52 is permitted and a second cut-off state in which power supply is cut off. The second switching unit 52 is configured by one switching element. The switching element constituting the second switching unit 52 is, for example, a mechanical switching element having a contact. The switching element constituting the second switching unit 52 is preferably normally on (i.e., normally closed). With this configuration, dark current can be supplied from the vehicle battery 2 to the first load 3 via the second switching unit 52 without providing a control signal to the switching unit 50. The second switching unit 52 is in the second permissive state when the switching element is in the on state, and in the second cut-off state when the switching element is in the off state. The second switching unit 52 permits bidirectional current flow via itself when in the second permissive state. The second switching unit 52 cuts off bidirectional current flow via itself when in the second cut-off state.

[0057] The switching unit 50 is in the permissive state when the first switching unit 51 is in the first permissive state or when the second switching unit 52 is in the second permissive state. When the first switching unit 51 is in the first permissive state and the second switching unit 52 is in the second blocking state, the switching unit 50 allows a larger current to flow than when the first switching unit 51 is in the first blocking state and the second switching unit 52 is in the second permissive state. The switching unit 50 is in the blocking state when the first switching unit 51 is in the first blocking state and the second switching unit 52 is in the second blocking state. When the switching unit 50 is in the permissive state, it allows a bidirectional current flow. When the switching unit 50 is in the blocking state, it blocks a bidirectional current flow.

[0058] The control unit 13 controls the switching unit 50. The control unit 13 controls the switching unit 50 to a permissive state or a cut-off state, similar to the switching unit 11 described in the first embodiment. For example, in the case where the control unit 13 controls the switching unit 11 to the first state in the first embodiment, the control unit 13 may control the first switching unit 51 to the first permissive state and control the second switching unit 52 to the second cut-off state. For example, in the case where the control unit 13 controls the switching unit 11 to the third state in the first embodiment, the control unit 13 may control the first switching unit 51 to the first cut-off state and control the second switching unit 52 to the second permissive state.

[0059] The in-vehicle control device 210 of the second embodiment can switch the tolerance of the current flowing through the switching unit 50 by controlling the first switching unit 51 to the first permissive state or controlling the second switching unit 52 to the second permissive state.

[0060] <Third embodiment> In the third embodiment, an example will be described in which the first switching unit described in the second embodiment is configured by a mechanical switching element. Note that in the third embodiment, the same components as those in the second embodiment are denoted by the same reference numerals and detailed description thereof will be omitted.

[0061] 9, an in-vehicle system 301 of the third embodiment includes an in-vehicle battery 2, a first load 3, a second load 4, and an in-vehicle control device 310. The in-vehicle control device 310 includes a switching unit 350, a voltage detection unit 12, a control unit 13, a first conductive path 21, a second conductive path 22, a third conductive path 23, a branch path 24, a first terminal 25, and a second terminal 26.

[0062] The switching unit 350 is provided between the in-vehicle battery 2 and the first load 3. The switching unit 350 switches between an allowable state that allows power supply from the in-vehicle battery 2 to the first load 3 and a cut-off state that cuts off the power supply. The switching unit 350 has a first switching unit 351 and a second switching unit 52. The first switching unit 351 and the second switching unit 52 are arranged in parallel with each other between the in-vehicle battery 2 and the first load 3.

[0063] The first switching unit 351 switches between a first permissive state in which power supply from the vehicle battery 2 to the first load 3 via the first switching unit 351 is permitted and a first cut-off state in which power supply is cut off. The first switching unit 351 has a plurality of switch units 330. The plurality of switch units 330 are arranged in parallel with each other between the vehicle battery 2 and the first load 3. Each switch unit 330 is configured by a mechanical switching element having a contact. The switching element constituting each switch unit 330 is preferably normally off (i.e., normally open). The switching element constituting the second switching unit 52 is preferably normally on (i.e., normally closed). With this configuration, it is possible to supply a dark current from the vehicle battery 2 to the first load 3 via the second switching unit 52 without giving a control signal to the switching unit 350.

[0064] The first switching unit 351 switches between a first state in which all the switch units 330 are in the on state and a second state in which all the switch units 330 are in the off state. The first switching unit 351 does not switch to a third state in which only some of the switch units 330 are in the on state. The first switching unit 351 is in a first permissive state when in the first state, and is in a first blocking state when in the second state. The first switching unit 351 allows a bidirectional current flow through itself when in the first permissive state. The first switching unit 351 blocks a bidirectional current flow through itself when in the first blocking state.

[0065] The switching unit 350 is in the permissive state when the first switching unit 351 is in the first permissive state or when the second switching unit 52 is in the second permissive state. When the first switching unit 351 is in the first permissive state and the second switching unit 52 is in the second blocking state, the switching unit 350 allows a larger current to flow than when the first switching unit 351 is in the first blocking state and the second switching unit 52 is in the second permissive state. The switching unit 350 is in the blocking state when the first switching unit 351 is in the first blocking state and the second switching unit 52 is in the second blocking state. When the switching unit 350 is in the permissive state, it allows a bidirectional current flow. When the switching unit 350 is in the blocking state, it blocks a bidirectional current flow.

[0066] The control unit 13 controls the switching unit 350. The control unit 13 controls the switching unit 350 to a permissive state or a cut-off state, similar to the switching unit 11 described in the first embodiment. For example, in the case where the control unit 13 controls the switching unit 11 to the first state in the first embodiment, the control unit 13 may control the first switching unit 351 to the first permissive state and control the second switching unit 52 to the second cut-off state. For example, in the case where the control unit 13 controls the switching unit 11 to the third state in the first embodiment, the control unit 13 may control the first switching unit 351 to the first cut-off state and control the second switching unit 52 to the second permissive state.

[0067] <Other embodiments> The present disclosure is not limited to the embodiments described above and in the drawings. For example, the features of the above or later described embodiments can be combined in any combination within a range that does not contradict. In addition, any feature of the above or later described embodiments can be omitted unless it is clearly stated as essential. Furthermore, the above-mentioned embodiment may be modified as follows.

[0068] In the above-described embodiment, the control unit 13 is configured to switch the switching units 11, 50, and 350 to the cut-off state when it is confirmed that the user wishes to use the retrofitted power supply 40. In contrast, when the control unit 13 determines that the vehicle is in the connected state while the vehicle is parked, the control unit 13 may be configured to switch the switching units 11, 50, and 350 to the cut-off state without confirming whether the user wishes to use the retrofitted power supply 40.

[0069] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is not limited to the embodiments disclosed herein, but is indicated by the claims, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0070] 1. In-vehicle systems 2. Vehicle battery 3...First load (load) 3A…Display device 4…Second load 10...In-vehicle control device 11...Switching section 12...Voltage detection section 13...Control section 21…First conductive path 22...Second conductive path (conductive path) 23…Third conductive path 24...Fork in the road 25...1st terminal 26…Second terminal 30…Switch section 40…Retrofit power supply 50…Switching section 51…First switching section 52…Second switching section 201…In-vehicle systems 210...In-vehicle control device 301…In-vehicle systems 310... Vehicle control device 330…Switch section 350…Switching section 351…First switching section

Claims

1. A switching unit provided between an on-board battery mounted in a vehicle and a load; A control unit that controls the switching unit; a conductive path provided between the switching unit and the load, the switching unit switches between an allowable state that allows power supply from the in-vehicle battery to the load and a cut-off state that cuts off the power supply, the conductive path is configured to allow an add-on power supply to be electrically connected thereto; The control unit determines whether or not the retrofit power source is in a connected state electrically connected to the conductive path when the vehicle is in a parked state, and controls the switching unit to the cut-off state when it determines that the retrofit power source is in the connected state. In-vehicle control device.

2. When it is determined that the connection state is not established, the control unit controls the switching unit to the permissive state on condition that a dark current supply condition is satisfied. The vehicle-mounted control device according to claim 1 .

3. When the control unit determines that the vehicle is in the connected state, the control unit performs a confirmation process to confirm whether or not the user desires to use the retrofit power source, and when it is confirmed that the user desires to use the retrofit power source, the control unit controls the switching unit to the cut-off state. The vehicle-mounted control device according to claim 1 or 2.

4. The control unit performs the confirmation process, and when it is confirmed that the dark current supply is not desired, controls the switching unit to the permissive state on the condition that a dark current supply condition is satisfied. The vehicle-mounted control device according to claim 3 .

5. The control unit controls the switching unit to the permitting state when the vehicle is in a starting state and not in the parked state. The vehicle-mounted control device according to claim 1 or 2.

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