Vehicle power supply system

Abstract

To provide a vehicle power supply system which decreases number of batteries without deteriorating redundancy of the power supply system.SOLUTION: A vehicle power supply system 1 comprises: a first power system 10 which supplies electric power from a first power source 41 to a first load 11 related to travel control of a vehicle V; and a second power system 20 which supplies electric power from a second power source 42 to a second load 21 related to the travel control of the vehicle V. The vehicle power supply system 1 includes: a system connection part SW3 which can connect and disconnect with the first power system 10 and the second power system 20; a second power connection part SW2 which can connect and disconnect with the second power source 42 and the second load 21; and a control part 211 which switches, when abnormality of the second power source 42 is detected, the second power connection part SW2 from a connection state to a cut-off state and switches the system connection part SW3 from a cut-off state to a connection state.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle power supply system mounted on a vehicle.

Background Art

[0002] As this type of technology, a vehicle power supply system is known in which at least a part of the functions of control device 1A and control device 1B are multiplexed and made redundant to improve the reliability of the system (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the conventional technology, since each of the power supply system having control device 1A and the power supply system having control device 1B requires a battery, it has been a factor that hinders cost reduction and miniaturization of the vehicle power supply system. By reducing the size and weight of the vehicle power supply system, it is possible to improve energy efficiency. In addition, cost reduction of the vehicle power supply system will accelerate the spread of the vehicle power supply system and contribute to the development of a sustainable transportation system.

Means for Solving the Problems

[0005] A vehicle power supply system according to one aspect of the present invention includes a first power supply system that supplies power from a first power supply to a first load related to vehicle driving control, and a second power supply system that supplies power from a second power supply to a second load related to vehicle driving control. The vehicle power supply system includes a system connection part capable of connecting and disconnecting the first power supply system and the second power supply system, a second power supply connection part capable of connecting and disconnecting the second power supply and the second load, and a control part that, when an abnormality is detected in the second power supply, switches the second power supply connection part from the connected state to the disconnected state and switches the system connection part from the disconnected state to the connected state.

Advantages of the Invention

[0006] According to the present invention, it is possible to reduce the number of batteries without impairing the redundancy of the power supply system.

Brief Description of the Drawings

[0007]

Figure 1

Figure 2A

Figure 2B

Figure 2C

Figure 2D

Figure 3

Figure 4

Figure 5

Figure 6A

Figure 6B

Figure 6C

Figure 6D

Best Mode for Carrying Out the Invention

[0008] Hereinafter, embodiments of the invention will be described with reference to the drawings. <Summary> A vehicle power supply system according to an embodiment of the present invention multiplexes and redundantly configures at least a part of the functions of a first load as a first control device and a second load as a second control device, thereby enhancing the reliability of the system. Moreover, by providing a battery only in one of a first power supply system having the first load and a second power supply system having the second load, cost reduction and miniaturization are achieved as compared with a vehicle power supply system in which each of the first power supply system and the second power supply system is provided with a battery. Such a vehicle power supply system will be described in detail below.

[0009] <Configuration of Vehicle Power Supply System> FIG. 1 is a schematic diagram illustrating the configuration of a vehicle power supply system 1 according to an embodiment, which is mounted on a vehicle V. The operating states of switches SW1, SW2, and SW3 included in FIG. 1 indicate the normal operating states. In the embodiment, the normal time refers to a state in which an ignition (IG) switch (not shown) is turned on and no abnormality described later occurs in the vehicle power supply system 1. Also, setting the switches SW1, SW2, and SW3 to the switching states illustrated in FIG. 1 is referred to as the normal setting.

[0010] The vehicle power supply system 1 includes a first power supply system 10, a second power supply system 20 provided in parallel with the first power supply system 10, a high-voltage power supply system 30 having a voltage higher than those of the first power supply system 10 and the second power supply system 20, and a system connection unit (connection line L60, switch SW3) capable of switching the connection and disconnection between the first power supply system 10 and the second power supply system 20.

[0011] <First Power Supply System> The power supply system that supplies power to the first load 11 shall be referred to as the first power supply system 10. The first power supply system 10 includes a first power supply 41, a first load 11, a switch SW1 as a first power supply connection unit capable of switching the connection and disconnection between the first power supply 41 and the first load 11, and a first battery 12 connected to the first load 11 side of the switch SW1.

[0012] (First Power Supply) The first power supply 41 is composed of a DC-DC converter that converts the DC voltage (for example, 200 [V]) supplied from the high-voltage power supply system 30 into the voltage required by the first load 11. The first power supply 41 outputs a DC voltage (for example, 12 [V]) after DC-DC conversion.

[0013] (Switch SW1) The first power supply 41 and the first load 11 are connected via a power line L10. The switch SW1 is provided on the first power supply 41 side of the power line L10. The switch SW1 is, for example, a normally open (N.O.) type switch composed of a semiconductor switch. A normally open switch is in an off state when no switching control signal is input, and can switch between on / off states when a switching control signal is input. Therefore, by configuring such that a switching control signal to the on state is normally input to the switch SW1, the DC voltage DC-DC converted by the first power supply 41 is supplied to the first load 11 via the on-state switch SW1 and the power line L10. Note that the switching of the switch SW1 is controlled using at least the power from the first power supply 41 of the first power supply system 10. In other words, normally, the ECU 111, which will be described in detail later, receives power from the first power supply 41 of the first power supply system 10 and controls the switching of the switch SW1. On the other hand, when the ECU 111 cannot receive power supply from the first power supply 41, it may be configured such that an external control device that operates by receiving power from the high-voltage power supply 31 of the high-voltage power supply system 30 controls the switching of the switch SW1 to provide redundancy.

[0014] (First Load) The first load 11 includes loads responsible for driving operations, stop operations, or functions related to driving control of the vehicle V for the autonomous driving (AD) function. The first load 11 includes, as an example, auxiliary loads used for driving control for AD of the vehicle V such as an ECU (Electronic Control Unit), auxiliary loads used for braking for AD of the vehicle V, auxiliary loads used for steering for AD of the vehicle V, and at least one of auxiliary loads used for acquiring external information for AD of the vehicle V such as LiDAR (Light Detection And Ranging) and cameras. In the embodiment, as the first load 11, there are an ECU 111 used for driving control for AD of the vehicle V, a brake control device 112 that controls a braking device used for braking for AD of the vehicle V, a steering control device 113 that controls a steering device used for steering for AD of the vehicle V, and an external information processing device 114 that processes input information for AD from LiDAR and cameras used for acquiring external information of the vehicle V.

[0015] Furthermore, the first load 11 has an emergency non-priority auxiliary load 117 as an auxiliary load other than the above-described auxiliary loads for AD. The emergency non-priority auxiliary load 117 includes, as an example, a headlight 117a, a wiper device 117b, a power window device 117c, and instruments 117d.

[0016] When the vehicle V is equipped with an engine (not shown), the first load 11 may have a starter motor (not shown) for starting the engine.

[0017] (First battery) The first battery 12 is composed of a secondary battery capable of repeated charging and discharging. In the embodiment, the first battery 12 is composed of, for example, a lithium-ion battery. Thereby, it becomes possible to easily and highly accurately estimate the state of the first battery 12 by known means and methods. The first battery 12 outputs electric power at a voltage of, for example, 12 [V].

[0018] The first battery 12 has its positive electrode connected to a contact C11 formed on the first load 11 side of the switch SW1 on the power line L10, and its negative electrode connected to a ground line having the reference potential of the vehicle power supply system 1. Although not shown in the figure, since a charge and discharge control circuit for a secondary battery is provided, the first battery 12 is protected from overcharging and over-discharging.

[0019] <The second power supply system> The power supply system that supplies power to the second load 21 will be referred to as the second power supply system 20. The second power supply system 20 includes a second power supply 42, a second load 21, and a switch SW2 as a second power supply connection section that can switch the connection and disconnection between the second power supply 42 and the second load 21. Different from the first power supply system 10, the second power supply system 20 does not have a secondary battery like the first battery 12.

[0020] (The second power supply) The second power supply 42 is composed of a DC-DC converter that converts a DC voltage (for example, 200 [V]) supplied from the high-voltage power supply system 30 into a voltage required by the second load 21. The second power supply 42 outputs a DC voltage (for example, 12 [V]) after DC-DC conversion.

[0021] (Switch SW2) The second power supply 42 and the second load 21 are connected via the power line L20. The switch SW2 is provided on the second power supply 42 side of the power line L20. Similar to the switch SW1, the switch SW2 is a normally open (N.O.) type switch composed of, for example, a semiconductor switch. Therefore, by configuring the switch SW2 to receive a switching control signal to the on state during normal times, the DC voltage DC-DC converted by the second power supply 42 is applied to the second load 21 via the on-state switch SW2 and the power line L20. Note that the switching of switch SW2 is controlled using the power from one of the second power source 42 of the second power supply system 20 and the high-voltage power source 31 of the high-voltage power supply system 30. In other words, normally, the ECU 211, which will be described in detail later, receives power from the second power source 42 of the second power supply system 20 and controls the switching of switch SW2. On the other hand, when the ECU 211 cannot receive power supply from the second power source 42, an external control device that operates using the power from the high-voltage power source 31 of the high-voltage power supply system 30 controls the switching of switch SW2, providing redundancy.

[0022] (Second Load) The second load 21 includes loads responsible for functions related to the driving operation, stop operation, or driving control of the vehicle V for the advanced driver assistance system (ADAS) function. The second load 21 is responsible for functions related to the execution of a minimal risk maneuver (MRM), which is the minimum necessary driving operation, stop operation, and driving control to safely move the vehicle V to the road shoulder or the like and stop it even when an abnormality occurs in the first power supply system 10. As an example, the second load 21 has at least one of an auxiliary load used for the driving control of the ADAS of the vehicle V such as an ECU, an auxiliary load used for the braking of the ADAS of the vehicle V, an auxiliary load used for the steering of the ADAS of the vehicle V, and an auxiliary load used for the acquisition of external information of the ADAS of the vehicle V such as LiDAR and cameras. In the embodiment, as the second load 21, it has an ECU 211 used for the driving control of the ADAS of the vehicle V, a brake control device 212 that controls the braking device used for the braking of the ADAS of the vehicle V, a steering control device 213 that controls the steering device used for the steering of the ADAS of the vehicle V, and an external information processing device 214 that processes the ADAS input information from LiDAR and cameras used for the acquisition of external information of the vehicle V.

[0023] A part of the loads included in the second load 21 of the second power supply system 20 overlaps in function with a part of the first load 11 of the first power supply system 10. Specifically, the ECU 211 of the second load 21 overlaps in function with the ECU 111 of the first load 11, the brake control device 212 of the second load 21 overlaps in function with the brake control device 112 of the first load 11, the steering control device 213 of the second load 21 overlaps in function with the steering control device 113 of the first load 11, and the external information processing device 214 of the second load 21 overlaps in function with the external information processing device 114 of the first load 11.

[0024] In this way, by overlapping some functions between the second load 21 of the second power supply system 20 and the first load 11 of the first power supply system 10, even if an abnormality occurs in either the first power supply system 10 or the second power supply system 20, the minimum necessary driving operations, stopping operations, and functions related to the execution of MRM, which is driving control, for safely moving the vehicle V to the road shoulder or the like and stopping can be multiplexed and made redundant. That is, even if an abnormality occurs in either the first power supply system 10 or the second power supply system 20 and either the first load 11 or the second load 21 fails to function, it is possible to provide the vehicle power supply system 1 that executes MRM using the load of the other power supply system and ensures traffic safety.

[0025] <High-voltage power supply system> The high-voltage power supply system 30 includes a high-voltage power supply 31 and a high-voltage load 32. The high-voltage power supply 31 and the high-voltage load 32 are connected via a power line L31 and a power line L32.

[0026] (High-voltage power supply) The high-voltage power supply 31 is composed of a secondary battery such as a lithium-ion battery, for example. The high-voltage power supply 31 outputs DC power with a voltage higher than that of the first battery 12 (for example, 200 [V]). Although not shown in the figure, a charge and discharge control circuit for the secondary battery is provided together with the high-voltage power supply 31, and the secondary battery constituting the high-voltage power supply 31 is protected from overcharging and over-discharging.

[0027] The high-voltage power supply 31 has its positive electrode side connected to the contact point C32 formed on the power line L31, and its negative electrode side connected to the ground line having the reference potential of the vehicle power supply system 1.

[0028] (High-voltage load) The high-voltage load 32 operates at a voltage higher than that of the first load 11 and the second load 21 (for example, 200 [V]). In the embodiment, the high-voltage load 32 includes a drive unit 321 that drives the vehicle V and an air conditioner 322 that adjusts the temperature inside the passenger compartment of the vehicle V.

[0029] The drive unit 321 includes a rotating electric machine MG that generates power for driving the vehicle V and a power control unit PCU that controls the rotating electric machine MG. The power control unit PCU includes a DC-DC converter, an inverter, and the like.

[0030] The drive unit 321 is connected to the contact point C31 formed on the power line L31. The drive unit 321 converts the DC power supplied from the high-voltage power supply 31 via the power line L31 into three-phase AC power by the power control unit PCU and supplies it to the rotating electric machine MG. Then, the rotating electric machine MG generates power for driving the vehicle V by the three-phase AC power. Also, when the vehicle V is braked, the drive unit 321 generates three-phase AC power by the rotating electric machine MG, converts the three-phase AC power into DC power by the power control unit PCU, and charges the high-voltage power supply 31 via the power line L31.

[0031] The air conditioner 322 is connected to the contact point C31 via the power line L32. The air conditioner 322 operates by the DC power supplied from the high-voltage power supply 31.

[0032] <Connection between the high-voltage power supply system and the first and second power supply systems> The high-voltage power supply system 30 and the first power supply system 10, and the high-voltage power supply system 30 and the second power supply system 20 are connected via the power line L50 and the power line L40. One end of the power line L50 is connected to the contact point C32 of the high-voltage power supply system 30, and the other end is connected to the contact point C41 formed on the power line L40. One end of the power line L40 is connected to the input side of the first power supply 41, and the other end is connected to the input side of the second power supply 42. The contact point C41 formed on the power line L40 is connected to the positive electrode of the high-voltage power supply 31 via the power line L50. Due to the above connection, the DC power from the high-voltage power supply 31 is supplied to the first power supply 41 and the second power supply 42 via the power line L50 and the power line L40.

[0033] <System connection part> The connection line L60 and the switch SW3 as the system connection part switch between the connection state and the cut-off state between the first power supply system 10 and the second power supply system 20. One end of the connection line L60 is connected to the contact point C12 formed on the power line L10 of the first power supply system 10, and the other end is connected to the contact point C21 formed on the power line L20 of the second power supply system 20.

[0034] (Switch SW3) A switch SW3 is provided on the connection line L60 so as to be able to switch between the connection state and the cut-off state of the connection line L60. The switch SW3 is, for example, a normally closed (N.C.) type switch composed of a semiconductor switch. A normally closed type switch is in an on state when no switching control signal is input, and can switch between on / off states when a switching control signal is input. Therefore, by configuring so that a switching control signal to the off state is input to the switch SW3 normally, the connection line L60 is maintained in the cut-off state. Note that the switching of switch SW3 is controlled using the power from one of the first power source 41 of the first power supply system 10 or the second power source 42 of the second power supply system 20 and the high-voltage power source 31 of the high-voltage power supply system 30. In other words, normally, the ECU111 receiving power from the first power source 41 of the first power supply system 10 or the ECU211 receiving power from the second power source 42 of the second power supply system 20 controls the switching of switch SW3. On the other hand, when the ECU111 (or ECU211) that has been controlling the switching cannot receive power supply from the first power source 41 (or second power source 42), an external control device that operates using the power from the high-voltage power source 31 of the high-voltage power supply system 30 controls the switching of switch SW3, providing redundancy.

[0035] <Operation in case of abnormality in vehicle power supply system> Subsequently, when an abnormality occurs in the vehicle power supply system 1, that is, when the vehicle power supply system 1 is different from normal, the operation of the vehicle power supply system 1 will be described. Specifically, the switching control of switches SW1, SW2, and SW3 will be described.

[0036] (High-voltage failure) FIG. 2A is a schematic diagram for explaining the vehicle power supply system during a high-voltage failure. When some abnormality occurs in the high-voltage power source 31 of the high-voltage power supply system 30, a state where the first power source 41 and the second power source 42 cannot receive power supply from the high-voltage power supply system 30 is called a high-voltage failure.

[0037] When the switching control signal stops being input from the ECU111 that has detected a high-voltage failure, switch SW1 cuts off the power line L10 between the first power source 41 and the first load 11. As described above, switch SW1 is a normally open type switch.

[0038] Similarly, when the switching control signal stops being input from the ECU211 that has detected a high-voltage failure, switch SW2 cuts off the power line L20 between the second power source 42 and the second load 21. As described above, switch SW2 is a normally open type switch.

[0039] When the switching control signal is not input from the ECU111 or ECU211 that has detected a high-voltage fault (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW3 connects the connection line L60 between the first power supply system 10 and the second power supply system 20. As described above, the switch SW3 is a normally closed type switch.

[0040] Setting the switches SW1, SW2, and SW3 to the switching states illustrated in FIG. 2A is called the first setting at the time of failure. In the first setting at the time of failure, the switch SW1 in the off state disconnects between the first power supply 41 and the first load 11. Also, the switch SW2 in the off state disconnects between the second power supply 42 and the second load 21. Further, between the first power supply system 10 and the second power supply system 20 is connected by the switch SW3 in the on state. Furthermore, the first battery 12 connected to the power line L10 of the first power supply system 10 supplies the power required for the operation of the first load 11 to the first load 11, and supplies the power required for the operation of the second load 21 of the second power supply system 20 to the second load 21 via the connection line L60 and the switch SW3 as a system connection part. With this configuration, even when the power supply from the high-voltage power supply system 30 to the first power supply system 10 and the second power supply system 20 stops due to a high-voltage fault, the vehicle V can be safely moved to the road shoulder or the like and stopped, and the vehicle power system 1 with redundancy can be realized so that the functions related to the execution of the MRM, which is the minimum necessary driving operation, stop operation, and driving control, are maintained by the functions of the first load 11 or the second load 21, and the traffic safety is further improved. At this time, the power supply source to the first load 11 and the second load 21 may only be the first battery 12 provided in the first power supply system 10, and the number of batteries can be reduced compared to the case where batteries are provided in the first power supply system 10 and the second power supply system 20 respectively, contributing to the miniaturization and cost reduction of the vehicle power system.

[0041] Note that the switching states of switches SW1, SW2, and SW3 illustrated in FIG. 2A are applicable even when, despite the fact that power of 200 [V] is being supplied from the high-voltage power supply system 30 to the first power supply 41 of the first power supply system 10 and the second power supply 42 of the second power supply system 20, some abnormality has occurred in both the first power supply 41 and the second power supply 42, and the DC-DC converted 12 [V] voltage cannot be output from both the first power supply 41 and the second power supply 42.

[0042] (First load abnormality) FIG. 2B is a schematic diagram for explaining the vehicle power supply system in the event of an abnormality in the first load 11. When some abnormality occurs in the first load 11 of the first power supply system 10, a state in which a ground fault or a short circuit occurs in the first load 11 is referred to as a first load abnormality. In the following description, the first load abnormality may be referred to as a Gr1 ground fault.

[0043] When a switching control signal is no longer input from the ECU 111 that has detected the first load abnormality, the switch SW1 cuts off the power line L10 between the first power supply 41 and the first load 11. As described above, the switch SW1 is a normally open type switch.

[0044] When a switching control signal is continuously input from the ECU 211 (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW2 maintains the connection of the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open type switch.

[0045] When a switching control signal is continuously input from the ECU 111 or the ECU 211 (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW3 maintains the interruption of the connection line L60 between the first power supply system 10 and the second power supply system 20. As described above, the switch SW3 is a normally closed type switch.

[0046] Setting the switches SW1, SW2, and SW3 to the switching states illustrated in FIG. 2B is referred to as the second setting at the time of failure. In the second setting at the time of failure, the power supply from the first power source 41 to the first load 11 in which a ground fault or short circuit has occurred is cut off by the off-state switch SW1. On the other hand, the power supply from the second power source 42 to the second load 21 is maintained by the on-state switch SW2. Further, the interruption between the first power supply system 10 and the second power supply system 20 is maintained by the off-state switch SW3. With this configuration, even when the function of the first load 11 stops due to a first load abnormality, the vehicle power supply system 1 having redundancy can be realized such that the functions related to the execution of the MRM, which is the minimum necessary driving operation, stop operation, and driving control for safely moving the vehicle V to the road shoulder or the like and stopping it, are maintained by the function of the second load 21, and traffic safety is further improved.

[0047] Note that the switching states of the switches SW1, SW2, and SW3 illustrated in FIG. 2B are applicable not only when, despite the fact that 200 [V] of power is supplied from the high-voltage power supply system 30 to the first power source 41 of the first power supply system 10, some abnormality has occurred in the first power source 41 and the DC-DC converted 12 [V] voltage cannot be output from the first power source 41 (which may be referred to as a first power source abnormality), but also when some abnormality has occurred in the first battery 12 or a charge / discharge control circuit (not shown) provided in parallel with the first battery 12 (which may be referred to as a first battery abnormality).

[0048] (Second load abnormality) FIG. 2C is a schematic diagram for explaining the vehicle power supply system at the time of an abnormality in the second load 21. When some abnormality occurs in the second load 21 of the second power supply system 20, a state in which a ground fault or short circuit occurs in the second load 21 is referred to as a second load abnormality. In the following description, the second load abnormality may be referred to as a Gr2 ground fault.

[0049] When the switching control signal is continuously input from the ECU111, the switch SW1 maintains the connection of the power line L10 between the first power supply 41 and the first load 11. As described above, the switch SW1 is a normally open type switch.

[0050] When the switching control signal is no longer input from the ECU211 that has detected the second load abnormality (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW2 cuts off the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open type switch.

[0051] When the switching control signal is continuously input from the ECU111 or the ECU211 (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW3 maintains the disconnection of the connection line L60 between the first power supply system 10 and the second power supply system 20. As described above, the switch SW3 is a normally closed type switch.

[0052] Setting the switches SW1, SW2, and SW3 to the switching states illustrated in FIG. 2C is called the third setting at the time of failure. In the third setting at the time of failure, the power supply from the second power supply 42 to the second load 21 in which a ground fault or short circuit has occurred is cut off by the off-state switch SW2. On the other hand, the power supply from the first power supply 41 to the first load 11 is maintained by the on-state switch SW1. Further, the disconnection between the first power supply system 10 and the second power supply system 20 is maintained by the off-state switch SW3. With such a configuration, even when the function of the second load 21 stops due to a second load abnormality, the vehicle power supply system 1 having redundancy is realized so that the functions related to the execution of the MRM, which is the minimum necessary driving operation, stop operation, and driving control for safely moving the vehicle V to the road shoulder or the like and stopping it, are maintained by the function of the first load 11, and traffic safety is further improved.

[0053] (Second power supply abnormality) FIG. 2D is a schematic diagram for explaining a vehicle power supply system in the event of an abnormality in the second power supply 42. When any abnormality occurs in the second power supply 42 of the second power supply system 20, the case where the DC-DC converted 12 [V] voltage cannot be output from the second power supply 42 is called a second power supply abnormality.

[0054] When the switching control signal is continuously input from the ECU111, the switch SW1 maintains the connection of the power line L10 between the first power supply 41 and the first load 11. As described above, the switch SW1 is a normally open type switch.

[0055] When the switching control signal is no longer input from the ECU211 that has detected the second power supply abnormality (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW2 cuts off the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open type switch.

[0056] When the switching control signal is no longer input from the ECU111 or ECU211 that has detected the second power supply abnormality (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW3 connects the connection line L60 between the first power supply system 10 and the second power supply system 20. As described above, the switch SW3 is a normally closed type switch.

[0057] Setting the switches SW1, SW2, and SW3 to the switching states illustrated in FIG. 2D is called the fourth setting at the time of failure. At the fourth setting at the time of failure, the switch SW2 in the off state cuts off the connection between the second power supply 42 and the second load 21. On the other hand, the power supply from the first power supply 41 to the first load 11 is maintained by the switch SW1 in the on state. Further, the first power supply system 10 and the second power supply system 20 are connected by the switch SW3 in the on state. Furthermore, the first power supply 41 supplies the first load 11 with the power necessary for the operation of the first load 11, and supplies the second load 21 of the second power supply system 20 with the power necessary for the operation of the second load 21 via the connection line L60 and the switch SW3 as the system connection part. With such a configuration, even when the power supply within the second power supply system 20 stops due to a second power supply abnormality, the vehicle V can be safely moved to the road shoulder or the like and stopped, and the vehicle power supply system 1 having redundancy so that the function related to the execution of the MRM, which is the minimum necessary driving operation, stop operation, and driving control, is maintained by the function of the first load 11 can be realized, and traffic safety is further improved.

[0058] <Explanation of flowchart> FIG. 3 is a flowchart for explaining the switching control flow of the switches SW1, SW2, and SW3. A predetermined control device (ECU111 or ECU211 (or an external control device that operates by receiving power from the high-voltage power supply 31)) executes the switching control process according to FIG. 3 based on a previously prepared program.

[0059] The control device repeatedly performs the process according to FIG. 3 when the ignition (IG) switch is turned on. In step S10, the control device performs normal setting and proceeds to step S20. The normal setting corresponds to the switching states of the switches SW1, SW2, and SW3 illustrated in FIG. 1.

[0060] In step S20, the control device determines whether there is a high-voltage failure. When a high-voltage failure is detected, the control device makes an affirmative determination in step S20 and proceeds to step S30. When no high-voltage failure is detected, the control device makes a negative determination in step S20 and proceeds to step S50.

[0061] In step S30, the control device performs the first setting at the time of failure and proceeds to step S40. The first setting at the time of failure corresponds to the switching states of the switches SW1, SW2, and SW3 illustrated in FIG. 2A.

[0062] In step S40, the control device determines whether the FOF (Fail Operational Function) has ended. For example, if the control device continues to function in the degradation control (MRM) while issuing a TOR (Take Over Request) and completes ensuring safety until the transfer of operation is completed, it makes an affirmative determination in step S40 and ends the process according to FIG. 3. On the other hand, if the control device has not completed the FOF, it makes a negative determination in step S40 and waits for the completion of the FOF.

[0063] In step S50, which is entered when a negative determination is made in step S20, the control device determines whether there is a ground fault in Gr1. If a first load abnormality is detected, the control device makes an affirmative determination in step S50 and proceeds to step S60. If no first load abnormality is detected, the control device makes a negative determination in step S50 and proceeds to step S80.

[0064] In step S60, the control device performs the second setting at the time of failure and proceeds to step S70. The second setting at the time of failure corresponds to the switching states of the switches SW1, SW2, and SW3 illustrated in FIG. 2B.

[0065] In step S70, the control device determines whether the FOF has ended. For example, if the control device continues to function in the degradation control (MRM) while issuing a TOR and completes ensuring safety until the transfer of operation is completed, it makes an affirmative determination in step S70 and ends the process according to FIG. 3. On the other hand, if the control device has not completed the FOF, it makes a negative determination in step S70 and waits for the completion of the FOF.

[0066] In step S80, which is entered when a negative determination is made in step S50, the control device determines whether there is a ground fault in Gr2. If a second load abnormality is detected, the control device makes an affirmative determination in step S80 and proceeds to step S90. If no second load abnormality is detected, the control device makes a negative determination in step S80 and proceeds to step S110.

[0067] In step S90, the control device performs the third setting in case of failure and proceeds to step S100. The third setting in case of failure corresponds to the switching states of switches SW1, SW2, and SW3 illustrated in FIG. 2C.

[0068] In step S100, the control device determines whether the FOF has ended. For example, while outputting TOR, if the control device continues to function by means of degradation control (MRM) and completes ensuring safety until the transfer of operation is completed, it makes an affirmative determination in step S100 and ends the processing according to FIG. 3. On the other hand, if the control device has not completed the FOF, it makes a negative determination in step S100 and waits for the completion of the FOF.

[0069] In step S110, which is entered when a negative determination is made in step S80, the control device determines whether there is a second power supply abnormality. If a second power supply abnormality is detected, the control device makes an affirmative determination in step S110 and proceeds to step S120. If no second power supply abnormality is detected, the control device makes a negative determination in step S110 and proceeds to step S140.

[0070] In step S120, the control device performs the fourth setting in case of failure and proceeds to step S130. The fourth setting in case of failure corresponds to the switching states of switches SW1, SW2, and SW3 illustrated in FIG. 2D.

[0071] In step S130, the control device determines whether the FOF has ended. For example, while outputting TOR, if the control device continues to function by means of degradation control (MRM) and completes ensuring safety until the transfer of operation is completed, it makes an affirmative determination in step S130 and ends the processing according to FIG. 3. On the other hand, if the control device has not completed the FOF, it makes a negative determination in step S130 and waits for the completion of the FOF.

[0072] In step S140, which is executed when the determination in step S110 is negative, the control device determines whether an end operation has been performed. When the ignition (IG) switch is turned off, the control device makes an affirmative determination in step S140 and proceeds to step S150. When the ignition (IG) switch has not been turned off, the control device makes a negative determination in step S140 and returns to step S20. In step S150, the control device performs the IG-off setting and ends the processing according to FIG. 3. The switching states of switches SW1, SW2, and SW3 in the IG-off setting are the same as the switching states illustrated in FIG. 2A. That is, the switch SW1, which is in an off state between the first power source 41 and the first load 11, cuts off the connection. Also, the switch SW2, which is in an off state between the second power source 42 and the second load 21, cuts off the connection. Further, the first power supply system 10 and the second power supply system 20 are connected by the switch SW3 in an on state.

[0073] According to the embodiment described above, the following operational effects can be obtained. (1) The vehicle power supply system 1 includes a first power supply system 10 that supplies power from a first power source 41 to a first load 11 related to the running control of the vehicle V, a second power supply system 20 that supplies power from a second power source 42 to a second load 21 related to the running control of the vehicle V, a connection line L60 and a switch SW3 as a system connection part capable of connecting and disconnecting the first power supply system 10 and the second power supply system 20, a switch SW2 as a second power supply connection part capable of connecting and disconnecting the second power source 42 and the second load 21, and an ECU111 as a control part that, when an abnormality is detected in the second power source 42, switches the switch SW2 from a connected state to a disconnected state and switches the connection line L60 and the switch SW3 from a disconnected state to a connected state. With such a configuration, it becomes possible to realize the redundant vehicle power supply system 1 without providing a battery in each of the first power supply system 10 and the second power supply system 20. That is, even if the power supply within the second power supply system 20 stops due to an abnormality of the second power supply 42, it becomes possible to maintain the functions related to the execution of the MRM by the functions of the first load 11. The vehicle power supply system 1 according to the embodiment can reduce the number of batteries compared to the case where the first power supply system 10 and the second power supply system 20 are each provided with a battery, contributing to the miniaturization of the system and cost reduction.

[0074] (2) In the vehicle power supply system 1 of (1) above, the vehicle power supply system 1 further includes a switch SW1 as a first power supply connection part capable of connecting and disconnecting the first power supply 41 and the first load 11. The first power supply system 10 includes a first battery 12 capable of supplying power to the first load 11. When an abnormality is detected in the first power supply 41, the ECU 111 further switches the switch SW1 from the connected state to the disconnected state. With such a configuration, even if the power supply within the first power supply system 10 stops due to an abnormality of the first power supply 41, it becomes possible to maintain the functions related to the execution of the MRM by the functions of the first load 11 or the second load 21.

[0075] (3) In the vehicle power supply system 1 of (2) above, the first load 11 includes an ECU 111 for AD as a first control device related to the steering operation or braking operation of the vehicle V, a brake control device 112, a steering control device 113, and an external information processing device 114. The second load 21 includes an ECU 211 for ADAS as a second control device related to the driving support of the vehicle V, a brake control device 212, a steering control device 213, and an external information processing device 214. Since the functions of the first load 11 and the second load 21 are configured to overlap in this way, even if either one of the first load 11 and the second load 21 fails to function, it becomes possible to maintain the functions related to the execution of the MRM by the functions of the other load.

[0076] (4) In the vehicle power supply system 1 of (3) above, the first power supply 41 and the second power supply 42 each convert the power from the high-voltage power supply 31 as the second battery that supplies the driving power of the vehicle V and generate the power to be supplied to the first load 11 and the second load 21. Since the power supplied to the first load 11 and the second load 21, which are auxiliary loads, is generated based on the power supplied from the large-capacity high-voltage power supply 31 that supplies power for vehicle driving, which is greater than the power required for the auxiliary loads, the function related to the execution of MRM can be maintained without running out of power.

[0077] (5) In the vehicle power supply system 1 of (4) above, the switch SW3 as the system connection part is controlled by the power from one of the high-voltage power supply 31 and the first power supply system 10 or the second power supply system 20, and the switch SW2 as the second power supply connection part is controlled by the power from one of the high-voltage power supply 31 and the second power supply system 20. With this configuration, it is possible to provide redundancy so that the switches SW2 and SW3 are surely switched and controlled based on the power from a plurality of power supplies.

[0078] The above embodiment can be modified in various forms. Hereinafter, modification examples will be described. (Modification Example 1) The second power supply system 20 in the embodiment may be provided with a capacitor (also called a supercapacitor) for preventing an interruption in the power supplied to the second load 21. FIG. 4 is a schematic diagram for explaining the vehicle power supply system 1 according to Modification Example 1, and illustrates the fourth setting at the time of failure corresponding to FIG. 2D. In Modification Example 1, the fourth setting at the time of failure performed when the second power supply is abnormal is that the switches SW1, SW2, and SW3 are set to the switching states illustrated in FIG. 4.

[0079] In FIG. 4, a capacitor 22 is connected to a contact C22 provided on the switch SW2 side of the power line L20 via a switch 23. The switch 23 is turned off only when the ignition (IG) switch is off, and is switched and controlled to be always on when the ignition (IG) switch is on.

[0080] The capacitor 22 is configured to be capable of repeated charging and discharging. One electrode is connected to the contact C22 of the power line L20 via the switch 23, and the other electrode is connected to a ground line having the reference potential of the vehicle power supply system 1.

[0081] In the fourth setting during a failure, the switch SW2 in the off state cuts off the connection between the second power supply 42 and the second load 21. On the other hand, the power supply from the first power supply 41 to the first load 11 is maintained by the switch SW1 in the on state. Further, the first power supply system 10 and the second power supply system 20 are connected by the switch SW3 in the on state.

[0082] In the vehicle power supply system 1 according to Modification 1, after an abnormality occurs in the second power supply 42 of the second power supply system 20, until power from the first power supply system 10 is supplied to the second load 21 via the system connection part (connection line L60 and switch SW3), the capacitor 22 supplies power to the second load 21 so that the power supplied to the second load 21 is not temporarily interrupted (which may be called momentary interruption).

[0083] According to Modification 1 described above, in addition to the operational effects obtained by the vehicle power supply system 1 of the above (1) according to the embodiment, the following operational effects can be obtained. That is, in the vehicle power supply system 1, the second power supply system 20 further includes a capacitor 22 capable of supplying power to the second load 21 during the transition time of the switch SW3 as the system connection part from the off state to the on state. With such a configuration, even if the power supply from the second power source 42 to the second power supply system 20 stops due to a second power source abnormality, power is supplied to the second load 21 without interruption. Therefore, the function related to the execution of the MRM can be stably maintained by the function of the second load 21.

[0084] (Modification Example 2) The emergency non-priority auxiliary load 117 included in the first power supply system 10 in the embodiment may be excluded from the first power supply system 10 and included as a third load in a newly provided third power supply system. FIG. 5 is a schematic diagram for explaining the vehicle power supply system 1 according to Modification Example 2, and illustrates the normal setting corresponding to FIG. 1. In Modification Example 2, the settings performed during normal times are such that the switches SW1, SW2, SW3, and SW4 are set to the switching states illustrated in FIG. 5. In Modification Example 2, the switching states of the switches SW1, SW2, SW3, and SW4 in the IG-off setting are as follows. That is, the switch SW1 in the off state disconnects between the first power source 41 and the first load 11. Also, the switch SW2 in the off state disconnects between the second power source 42 and the second load 21. The first power supply system 10 and the second power supply system 20 are connected by the switch SW3 in the on state. Further, the switch SW4 in the on state connects between the fourth power source 82 and the third load 81, which will be described later.

[0085] The first power supply system 10 in FIG. 5 corresponds to the first power supply system 10 in FIG. 1. However, the first power supply system 10 in FIG. 5 differs from the first power supply system 10 in FIG. 1 in that the first power source 41 supplies power at a voltage of DC 48 [V], the first load 11 operates at a voltage of DC 48 [V], the emergency non-priority auxiliary load 117 is omitted from the first load 11, and the first battery 12 outputs power at a voltage of DC 48 [V].

[0086] The second power supply system 20, the high-voltage power supply system 30, and the connection lines L60 and the switch SW3 as the system connection part in FIG. 5 respectively correspond to the second power supply system 20, the high-voltage power supply system 30, and the connection lines L60 and the switch SW3 as the system connection part in FIG. 1. However, the second power supply system 20 in FIG. 5 is different from the second power supply system 20 in FIG. 1 in that the second power supply 42 supplies power at a DC voltage of 48 [V], and the second load 21 operates at a DC voltage of 48 [V].

[0087] <The third power supply system> The power supply system that supplies power to the third load 81 will be referred to as the third power supply system 80. The third power supply system 80 includes a third power supply 43, a third load 81, and a fourth power supply 82, and the third power supply 43 and the third load 81 are connected by a power line L80.

[0088] (The third power supply) The third power supply 43 is composed of a DC-DC converter that converts the DC voltage (for example, 200 [V]) supplied from the high-voltage power supply system 30 into the voltage required by the third load 81. The third power supply 43 outputs a DC voltage (12 [V]) after DC-DC conversion.

[0089] (The third load) The third load 81 corresponds to the emergency non-priority auxiliary load 117 included in the first power supply system 10 of FIG. 1. More specifically, the headlight 817a, the wiper device 817b, the power window device 817c, and the instruments 817d in FIG. 5 respectively correspond to the headlight 117a, the wiper device 117b, the power window device 117c, and the instruments 117d in FIG. 1. Note that the third load 81 has an ECU 811 that controls each load.

[0090] (The fourth power supply) The fourth power supply 82 steps down the DC voltage of 48 [V] supplied from the first power supply system 10 to DC 12 [V]. The fourth power supply 82 and the first power supply system 10 are connected by a power line L70. A reverse current preventing diode 83 is inserted on the fourth power supply 82 side of the power line L70. A switch SW4 is provided between the fourth power source 82 and a contact point C81 provided on the power line L80. When the switch SW4 is in the on state, the power output from the fourth power source 82 is supplied to the third load 81. When the switch SW4 is in the off state, the connection between the fourth power source 82 and the power line L80 is interrupted.

[0091] The switch SW4 is, for example, a normally-closed (N.C.) type switch constituted by a semiconductor switch. The switch SW4 can be switched between the on / off states when a switching control signal is input. Therefore, by configuring such that the switching control signal is input to the switch SW4 during normal times, the connection / interruption between the fourth power source 82 and the power line L80 can be switched.

[0092] Note that the switch SW4 is controlled to be switched using the power from, for example, either the power from the third power source 43 or the power from the fourth power source 82. In other words, during normal times, the ECU811 that has received the power from the third power source 43 of the third power source system 80 controls the switching of the switch SW4. On the other hand, when the ECU811 that has been performing the switching control cannot receive power supply from the third power source 43, an external control device that operates receiving the power from the fourth power source 82 controls the switching of the switch SW4.

[0093] <Operation in case of abnormality of vehicle power supply system> Subsequently, the operation of the vehicle power supply system 1 when an abnormality occurs in the vehicle power supply system 1, that is, when it is different from normal times, will be described. Specifically, the switching control of the switches SW1, SW2, SW3, and SW4 will be described.

[0094] (High voltage failure) FIG. 6A is a schematic diagram for explaining the vehicle power supply system during high voltage failure. Similar to the case of FIG. 2A, when the switching control signal is no longer input from the ECU111 that has detected the high voltage failure, the switch SW1 interrupts the power line L10 between the first power source 41 and the first load 11. As described above, the switch SW1 is a normally-open type switch.

[0095] When the switching control signal is no longer input from the ECU211 that has detected a high-voltage failure, the switch SW2 shuts off the power line L20 between the second power supply 42 and the second load 21, as in the case of FIG. 2A. As described above, the switch SW2 is a normally open type switch.

[0096]

[0096] When the switching control signal is no longer input from the ECU111 or ECU211 that has detected a high-voltage failure (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW3 connects the connection line L60 between the first power supply system 10 and the second power supply system 20, as in the case of FIG. 2A. As described above, the switch SW3 is a normally closed type switch.

[0097] The switch SW4 maintains the cut-off state between the fourth power supply 82 and the power line L80 by a switching control signal from an external control device that operates by receiving power from the fourth power supply 82, even when the switching control signal is no longer input from the ECU811 that has detected a high-voltage failure or when power cannot be received from the third power supply 43 due to a high-voltage failure. When the high-voltage failure is restored, the ECU811 that has received power from the third power supply 43 takes over the switching control from an external control device that operates by receiving power from the fourth power supply 82 and maintains the off state of the switch SW4 (the cut-off state between the fourth power supply 82 and the power line L80).

[0098] In the second modification, setting the switches SW1, SW2, SW3, and SW4 to the switching states illustrated in FIG. 6A is referred to as the first setting at the time of failure. At the first setting at the time of failure, the switch SW1 in the off state shuts off between the first power supply 41 and the first load 11. Also, the switch SW2 in the off state shuts off between the second power supply 42 and the second load 21. Further, the first power supply system 10 and the second power supply system 20 are connected by the switch SW3 in the on state. Furthermore, the switch SW4 in the off state shuts off between the fourth power supply 82 and the power line L80. With the first setting in the event of such a failure, the first battery 12 connected to the power line L10 of the first power supply system 10 supplies the first load 11 with the power necessary for the operation of the first load 11, and supplies the second load 21 of the second power supply system 20 with the power necessary for the operation of the second load 21 via the connection line L60 and the switch SW3 as the system connection part. With such a configuration, even when the power supply from the high-voltage power supply system 30 to the first power supply system 10 and the second power supply system 20 stops due to a high-voltage failure, the vehicle V can be safely moved to the road shoulder or the like and stopped, and the function related to the execution of the MRM, which is the minimum necessary driving operation, stop operation, and driving control, can be realized with redundancy so as to be maintained by the function of the first load 11 or the second load 21, and the traffic safety is further improved.

[0099] Note that the switching states of the switches SW1, SW2, SW3, and SW4 illustrated in FIG. 6A may also be applied when, although the power of 200 [V] from the high-voltage power supply system 30 is supplied to the first power supply 41 of the first power supply system 10 and the second power supply 42 of the second power supply system 20, an abnormality occurs in the first power supply 41 and the second power supply 42, and the DC-DC converted voltage of 48 [V] cannot be output from the first power supply 41 and the second power supply 42.

[0100] (First load abnormality) FIG. 6B is a schematic diagram for explaining the vehicle power supply system in the event of an abnormality in the first load 11. When any abnormality occurs in the first load 11 of the first power supply system 10, the state in which a ground fault or a short circuit occurs in the first load 11 is called a first load abnormality (or Gr1 ground fault).

[0101] Similar to the case of FIG. 2B, when the switching control signal is no longer input from the ECU 111 that has detected the first load abnormality, the switch SW1 cuts off the power line L10 between the first power supply 41 and the first load 11. As described above, the switch SW1 is a normally open type switch.

[0102] Similar to the case of FIG. 2B, when a switching control signal is continuously input from the ECU211 (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW2 maintains the connection of the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open type switch.

[0103] Similar to the case of FIG. 2B, when a switching control signal is continuously input from the ECU111 or ECU211 (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW3 maintains the interruption of the connection line L60 between the first power supply system 10 and the second power supply system 20. As described above, the switch SW3 is a normally closed type switch.

[0104] The switch SW4 is a normally closed type switch that maintains the interrupted state between the fourth power supply 82 and the power line L80 by a switching control signal from the ECU811 that operates by receiving power from the third power supply 43.

[0105] In the second modification, setting the switches SW1, SW2, SW3, and SW4 to the switching states illustrated in FIG. 6B is referred to as the second setting at the time of failure. At the second setting at the time of failure, the power supply from the first power supply 41 to the first load 11 in which a ground fault or short circuit has occurred is cut off by the off-state switch SW1. On the other hand, the power supply from the second power supply 42 to the second load 21 is maintained by the on-state switch SW2. Further, the interruption between the first power supply system 10 and the second power supply system 20 is maintained by the off-state switch SW3. With this configuration, even when the function of the first load 11 stops due to a first load abnormality, the vehicle power supply system 1 having redundancy can be realized so that the functions related to the execution of the MRM, which is the minimum necessary driving operation, stop operation, and driving control for safely moving the vehicle V to the road shoulder or the like and stopping, are maintained by the function of the second load 21, and traffic safety is further improved.

[0106] Note that the switching states of switches SW1, SW2, SW3, and SW4 illustrated in FIG. 6B are applicable not only when power of 200 [V] is supplied from the high-voltage power supply system 30 to the first power supply 41 of the first power supply system 10, but also when, due to some abnormality occurring in the first power supply 41, the DC-DC converted 48 [V] voltage cannot be output from the first power supply 41 (which may be referred to as a first power supply abnormality), and when some abnormality occurs in the first battery 12 or a charge / discharge control circuit (not shown) provided in parallel with the first battery 12 (which may be referred to as a first battery abnormality).

[0107] (Second load abnormality) FIG. 6C is a schematic diagram for explaining the vehicle power supply system in the event of an abnormality in the second load 21. When some abnormality occurs in the second load 21 of the second power supply system 20, a state in which a ground fault or short circuit occurs in the second load 21 is called a second load abnormality (or Gr2 ground fault).

[0108] Similar to the case of FIG. 2C, when a switching control signal is continuously input from the ECU111, the switch SW1 maintains the connection of the power line L10 between the first power supply 41 and the first load 11. As described above, the switch SW1 is a normally open type switch.

[0109] Similar to the case of FIG. 2C, when a switching control signal is no longer input from the ECU211 that has detected a second load abnormality (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW2 cuts off the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open type switch.

[0110] Similar to the case of FIG. 2C, when a switching control signal is continuously input from the ECU111 or ECU211 (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW3 maintains the interruption of the connection line L60 between the first power supply system 10 and the second power supply system 20. As described above, the switch SW3 is a normally closed type switch.

[0111] The switch SW4 is a normally-closed switch that maintains an open state between the fourth power source 82 and the power line L80 in response to a switching control signal from the ECU811 that operates powered by the third power source 43.

[0112] In Modification 2, setting the switches SW1, SW2, SW3, and SW4 to the switching states illustrated in FIG. 6C is referred to as the third setting during a failure. During the third setting during a failure, the power supply from the second power source 42 to the second load 21 in which a ground fault or short circuit has occurred is cut off by the off-state switch SW2. On the other hand, the power supply from the first power source 41 to the first load 11 is maintained by the on-state switch SW1. Further, the disconnection between the first power supply system 10 and the second power supply system 20 is maintained by the off-state switch SW3. Still further, the connection between the fourth power source 82 and the power line L80 is cut off by the off-state switch SW4. With this configuration, even when the function of the second load 21 stops due to an abnormality in the second load, the vehicle power supply system 1 having redundancy can be realized such that the functions related to the execution of the MRM, which is the minimum necessary driving operation, stop operation, and driving control for safely moving and stopping the vehicle V to the road shoulder or the like, are maintained by the function of the first load 11, and traffic safety is further improved.

[0113] (Second power source abnormality) FIG. 6D is a schematic diagram for explaining the vehicle power supply system when an abnormality occurs in the second power source 42. The case where, due to some abnormality in the second power source 42 of the second power supply system 20, the DC-DC converted 48 [V] voltage cannot be output from the second power source 42 is referred to as a second power source abnormality.

[0114] The switch SW1 maintains the connection of the power line L10 between the first power source 41 and the first load 11 when a switching control signal is continuously input from the ECU111, as in the case of FIG. 2D. As described above, the switch SW1 is a normally-open switch.

[0115] Similar to the case of FIG. 2D, when the switching control signal is no longer input from the ECU211 (or an external control device that operates by receiving power from the high-voltage power source 31) that has detected a second power supply abnormality, the switch SW2 cuts off the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open type switch.

[0116] Similar to the case of FIG. 2D, when the switching control signal is no longer input from the ECU111 or ECU211 (or an external control device that operates by receiving power from the high-voltage power source 31) that has detected a second power supply abnormality, the switch SW3 connects the connection line L60 between the first power supply system 10 and the second power supply system 20. As described above, the switch SW3 is a normally closed type switch.

[0117] The switch SW4 is a normally closed type switch that maintains the cut-off state between the fourth power supply 82 and the power line L80 by a switching control signal from the ECU811 that operates by receiving power from the third power supply 43.

[0118] In Modification 2, setting the switches SW1, SW2, SW3, and SW4 to the switching states illustrated in FIG. 6D is referred to as the fourth setting at the time of failure. At the time of the fourth setting at the time of failure, the switch SW2 in the off state cuts off between the second power supply 42 and the second load 21. On the other hand, the power supply from the first power supply 41 to the first load 11 is maintained by the switch SW1 in the on state. Furthermore, between the first power supply system 10 and the second power supply system 20 is connected by the switch SW3 in the on state. Furthermore, the first power supply 41 supplies the power required for the operation of the first load 11 to the first load 11, and supplies the power required for the operation of the second load 21 of the second power supply system 20 to the second load 21 via the connection line L60 and the switch SW3 as a system connection portion. And further, the cut-off between the fourth power supply 82 and the power line L80 is maintained by the switch SW4 in the off state. With such a configuration, even when the power supply from the second power source 42 to the second power supply system 20 stops due to a second power source abnormality, the vehicle V can be safely moved to the road shoulder or the like and stopped, and the function related to the execution of the MRM, which is the minimum necessary driving operation, stopping operation, and driving control, is maintained by the function of the first load 11. Thus, a vehicle power supply system 1 with redundancy can be realized, and traffic safety is further improved.

[0119] According to Modification Example 2 described above, in addition to the operational effects obtained by the vehicle power supply system 1 according to the embodiment, the following operational effects can be obtained. (1) In the vehicle power supply system 1, the first power supply system 10 includes a first battery 12 capable of supplying power, a third power supply system 80 that supplies power to a third load 81 not related to the running control of the vehicle V, and a fourth power supply 82 provided between the first power supply system 10 and the third power supply system 80. The fourth power supply 82 is a power supply unit that converts the power of the first power supply system 10 and generates power to be supplied to the third load 81. With such a configuration, even when a load not related to the running control of the vehicle V is separated from the first load 11 as the third load 81, it is possible to operate the third load 81 using the power supplied from the first power supply system 10 without providing a new battery in the third power supply system 80. The vehicle power supply system 1 according to Modification Example 2 can reduce the number of batteries compared to the case where the third power supply system 80 also includes a battery, contributing to the miniaturization of the system and cost reduction.

[0120] (2) In the vehicle power supply system 1 of (1) above, the fourth power supply 82 as the power supply unit converts the power from the first battery 12 and generates power to be supplied to the third load 81. With such a configuration, it is possible to convert the power supplied from the first battery 12 of the first power supply system 10 and generate the power required by the third load 81 without providing a new battery in the third power supply system 80. For example, when the IG is off, the power from the fourth power supply 82 is supplied to the third load 81 via a normally closed switch SW4.

[0121] The above description is merely an example, and the present invention is not limited by the above-described embodiments and modifications as long as the features of the present invention are not impaired. It is also possible to arbitrarily combine one or more of the above embodiments and modifications, and it is also possible to combine the modifications with each other.

Explanation of Signs

[0122] 1 Vehicle power supply system, 10 First power supply system, 11 First load, 12 First battery, 20 Second power supply system, 21 Second load, 22 Capacitor, 23 Switch, 30 High-voltage power supply system, 31 High-voltage power supply, 41 First power supply, 42 Second power supply, 80 Third power supply system, 81 Third load, 82 Fourth power supply, 117 Emergency non-priority auxiliary load, L60 Connection line, SW1 to 4 Switches, V Vehicle

Claims

1. A vehicle power supply system comprising a first power supply system that supplies power from a first power source to a first load related to the running control of a vehicle, and a second power supply system that supplies power from a second power source to a second load related to the running control of the vehicle, a system connection part capable of connecting and disconnecting the first power supply system and the second power supply system, a second power supply connection part capable of connecting and disconnecting the second power source and the second load, and a control part that, when an abnormality is detected in the second power source, switches the second power supply connection part from a connected state to a disconnected state and switches the system connection part from a disconnected state to a connected state. A vehicle power supply system characterized by comprising the above.

2. In the vehicle power supply system according to Claim 1, further comprising a first power supply connection part capable of connecting and disconnecting the first power source and the first load, the first power supply system includes a first battery capable of power supply, and the control part further switches the first power supply connection part from a connected state to a disconnected state when an abnormality is detected in the first power source. A vehicle power supply system characterized by the above.

3. In the vehicle power supply system according to Claim 2, the first load includes a first control device related to the steering operation or braking operation of the vehicle, and the second load includes a second control device related to the driving support of the vehicle. A vehicle power supply system characterized by the above.

4. In the vehicle power supply system according to Claim 3, each of the first power source and the second power source converts power from a second battery that supplies driving power of the vehicle and generates power to be supplied to the first load and the second load. A vehicle power supply system characterized by the above.

5. In the vehicle power supply system according to claim 4, The system connection part is controlled by the electric power from one of the second battery and the first power supply system or the second power supply system, The second power supply connection part is controlled by the electric power from one of the second battery and the second power supply system, A vehicle power supply system characterized by this.

6. In the vehicle power supply system according to claim 1, The second power supply system further includes a capacitor capable of supplying power to the second load during the transition time from the cut-off state to the connected state of the system connection part, A vehicle power supply system characterized by this.

7. In the vehicle power supply system according to claim 1, The first power supply system includes a first battery capable of supplying power, A third power supply system that supplies power to a third load not related to the running control of the vehicle, A power supply unit provided between the first power supply system and the third power supply system, which converts the power of the first power supply system and generates power to be supplied to the third load, Further comprising, A vehicle power supply system characterized by this.

8. In the vehicle power supply system according to claim 7, The power supply unit includes a power conversion unit that converts the power from the first battery and generates power to be supplied to the third load, A vehicle power supply system characterized by this.

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