On-vehicle power supply device, vehicle control system, on-vehicle power supply control method, and on-vehicle power supply control program

Abstract

To provide an on-vehicle power supply device and an on-vehicle power supply control method capable of allowing a vehicle to perform evacuation traveling safely even when an ignition line is disconnected during automatic driving of the vehicle.SOLUTION: An on-vehicle power supply device according to an embodiment includes a first system, a second system, an inter-system switch, and a control unit. In the first system, electric power of the first power supply is supplied to a first load for automatic driving. In the second system, electric power of the second power supply is supplied to a second load for automatic driving. The inter-system switch can connect and disconnect the first system and the second system. When a power supply failure of the first system is detected, the control unit controls an operation of a redundant power supply system that shuts off the inter-system switch and causes the second system to perform power supply to allow a vehicle to perform evacuation traveling. In a case where ignition off is detected, the control unit continues the operation of the redundant power supply system when the vehicle is in automatic driving and in traveling, and stops the operation of the redundant power supply system when the vehicle is in manual driving.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The disclosed embodiments relate to an in-vehicle power supply device, a vehicle control system, an in-vehicle power supply control method, and an in-vehicle power supply control program.

Background Art

[0002] Conventionally, even if a power failure occurs during the running of a vehicle, the vehicle is equipped with a first power source and a second power source so that it can retreat to a safe place and stop. When a ground fault occurs in one of the power supply systems, there is a redundant power supply system that supplies power from the other power source to in-vehicle devices (loads).

[0003] For example, the redundant power supply system includes a first system that supplies power from the first power source to the first load, and a second system that supplies power from the second power source to the second load having the same function as the first load. And when a ground fault occurs in one of the first system and the second system, the redundant power supply system performs fail-safe control by the other system (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, in the redundant power supply system, for example, when the ignition line is disconnected during the automatic driving of the vehicle, the in-vehicle power supply device erroneously determines that the operation is turned off and stops the operation. After that, even if a ground fault occurs, the vehicle cannot be made to retreat and run.

[0006] One aspect of the embodiment has been made in view of the above, and an object is to provide an in-vehicle power supply device, a vehicle control system, an in-vehicle power supply control method, and an in-vehicle power supply control program that can safely retreat and run a vehicle even if the ignition line is disconnected during automatic driving of the vehicle.

Means for Solving the Problems

[0007] The in-vehicle power supply device according to one aspect of the embodiment includes a first system, a second system, an inter-system switch, and a control unit. The first system supplies the power of the first power source to the first load for automatic driving. The second system supplies the power of the second power source to the second load for automatic driving. The inter-system switch can connect and disconnect the first system and the second system. When the control unit detects a power failure in the first system, it shuts off the inter-system switch and controls the operation of the redundant power supply system to supply power to the second load by the second system so that the vehicle can retreat and run. When the control unit detects that the ignition is off, if the vehicle is in automatic driving and running, it continues the operation of the redundant power supply system. When the control unit detects that the ignition is off, if the vehicle is in manual driving, it stops the operation of the redundant power supply system.

Effects of the Invention

[0008] The in-vehicle power supply device and the in-vehicle power supply control method according to one aspect of the embodiment have the effect that the vehicle can be safely retreated and run even if the ignition line is disconnected during automatic driving of the vehicle.

Brief Description of the Drawings

[0009]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Mode for Carrying Out the Invention

[0010] Hereinafter, embodiments of an in-vehicle power supply device and an in-vehicle power supply control method will be described in detail with reference to the accompanying drawings. Note that the present invention is not limited by the embodiments shown below. FIG. 1 is an explanatory diagram showing a configuration example of an in-vehicle power supply device according to an embodiment.

[0011] [1. Configuration of In-Vehicle Power Supply Device According to Embodiment] As shown in FIG. 1, an in-vehicle power supply device 1 according to an embodiment is connected to a first power supply 10, a host control device (hereinafter referred to as "host ECU: Electronic Control Unit") 100, a first load 101, and a second load 102. Further, the in-vehicle power supply device 1 is connected to an ignition (hereinafter referred to as "IG") switch 103, a display device 104, and a plurality of ECUs 105.

[0012] The host ECU 100 is a control device that comprehensively controls the entire vehicle. The host ECU 100 executes, for example, automatic driving control and avoidance driving control by automatic driving. When the vehicle start operation is performed by the user, the IG switch 103 outputs a signal indicating that the vehicle is starting to the in-vehicle power supply device 1. When the vehicle end operation is performed by the user, the IG switch 103 stops outputting the signal indicating that the vehicle is starting.

[0013] The display device 104 is a liquid crystal display provided inside the vehicle cabin and displays various information to the user. Each ECU 105 is a control device that controls the operations of various electronic devices provided in the vehicle. For example, the ECU 105 controls the operations of a motor for driving the vehicle, a steering motor, and an electric brake device.

[0014] The first load 101 and the second load 102 include loads for autonomous driving. For example, the first load 101 includes a steering motor, an electric brake device, an in-vehicle camera, and a radar that operate during autonomous driving. In addition, the first load 101 also includes general loads such as an air conditioner, an audio system, a video system, and various lights.

[0015] The second load 102 includes at least devices that operate during autonomous driving, such as a steering motor, an electric brake device, an in-vehicle camera, and a radar. The first load 101 and the second load 102 operate using the electric power supplied from the in-vehicle power supply device 1. The upper-level ECU 100 operates the first load 101 and the second load 102 to perform autonomous driving control and evacuation driving control of the vehicle.

[0016] The first power source 10 includes a generator 11 and a lead battery (hereinafter referred to as "PbB12"). The generator 11 is a device that converts the regenerative energy of the vehicle into electric power for power generation. Note that when the vehicle is equipped with an engine, the generator 11 may be an alternator that converts the rotational force of the engine into electric power for power generation. The generator 11 charges the PbB12, supplies electric power to the first load 101 and the second load 102, and charges the second power source 20.

[0017] The in-vehicle power supply device 1 includes a second power source 20, a control unit 3, an inter-system switch 4, and a current sensor 5. A current sensor 5 is connected between the inter-system switch 4 and the first power source 10 and the first load 101. The current sensor 5 detects the current flowing through the inter-system switch 4 and outputs the detection result to the control unit 3.

[0018] The second power source 20 includes, for example, a lithium ion battery (hereinafter referred to as "LiB 21"). The second power source 20 is a backup power source when the power supply from the first power source 10 becomes unavailable.

[0019] Such an in-vehicle power supply device 1 includes a first system 110 that supplies power from the first power source 10 to the first load 101, and a second system 120 that supplies power from the second power source 20 to the second load 102. The inter-system switch 4 is connected to connect and disconnect the first system 110 and the second system 120.

[0020] Thereby, even if a power failure occurs in one of the first system 110 and the second system 120, the in-vehicle power supply device 1 can turn off the inter-system switch 4 and supply power from the other system, so that the vehicle can be driven to a safe place and stopped.

[0021] The control unit 3 includes a microcomputer having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and various circuits. The control unit 3 controls the operation of the in-vehicle power supply device 1 by the CPU executing the program stored in the ROM using the RAM as a working area.

[0022] Note that the control unit 3 may be configured by hardware such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array). The control unit 3 controls the inter-system switch 4 based on the detection result input from the current sensor 5, thereby supplying power from the first power source 10 or the second power source 20 to the first load 101 and the second load 102.

[0023] [2. Normal operation of the in-vehicle power supply device according to the present disclosure] As shown in FIG. 2, during normal operation when the first power supply 10 and the second power supply 20 are not faulty, the inter-system switch 4 is connected to supply power from the first power supply 10 to the first load 101 and the second load 102. In such an in-vehicle power supply device 1, a ground fault 200 may occur during normal operation. In the example shown in FIG. 2, a ground fault 200 has occurred in the first system 110. In such a case, the control unit 3 performs an operation during ground fault occurrence.

[0024] [Operation during Ground Fault Occurrence] Based on the detection result input from the current sensor 5, the control unit 3 detects the occurrence of the ground fault 200. When the current detected by the current sensor 5 is an overcurrent exceeding the ground fault threshold value, the control unit 3 detects that a ground fault has occurred in the first system 110 or the second system 120.

[0025] Furthermore, when the overcurrent flows from the second system 120 to the first system 110, the control unit 3 determines it as the ground fault 200 of the first system 110. Also, when the overcurrent flows from the first system 110 to the second system 120, the control unit 3 determines it as the ground fault of the second system 120.

[0026] When a ground fault occurs, if the connection of the inter-system switch 41 is maintained, the power charged in the first power supply 10 and the second power supply 20 will be discharged, and the vehicle will not be able to perform an evacuation run. Therefore, as shown in FIG. 3, for example, when the control unit 3 detects the occurrence of a ground fault 200 which is a power supply fault, the control unit 3 disconnects the inter-system switch 4 and causes the second system 120 to supply power to the second load 102 to make the vehicle perform an evacuation run. When it is detected that a ground fault has occurred in the second system 120, the inter-system switch 4 is disconnected, and the first system 110 supplies power to the first load 101 to make the vehicle perform an evacuation run.

[0027] [Operation of the In-Vehicle Power Supply Device Related to the Comparative Example] Here, the problems of the in-vehicle power supply device 1a related to the general proportional relationship will be described. As shown in FIG. 4, in the in-vehicle power supply device 1a, for example, when a disconnection 300 occurs in the IG line during the automatic driving of the vehicle, a signal indicating that the vehicle is starting is no longer input from the IG switch 103 to the control unit 3a. This state is the same as the state when the user performs an end operation of the vehicle.

[0028] Therefore, the control unit 3a erroneously determines that the user has performed an end operation of the vehicle and shifts to the process performed when the IG is off. For example, the control unit 3a executes the end process of the vehicle and stops the operation. Therefore, the control unit 3a cannot cut off the inter-system switch 4 even if a ground fault 200 occurs in the first system 110, for example.

[0029] As a result, in the in-vehicle power supply device 1a, discharge occurs from the first power supply 10 and the second power supply 20 to the location where the ground fault 200 occurs, and the first load 101 and the second load 102 stop operating, so the vehicle cannot be driven for evacuation. Therefore, the in-vehicle power supply device 1 according to the embodiment performs control to drive the vehicle for evacuation even if a disconnection 300 occurs in the IG line during automatic driving.

[0030] [5. Operation of the in-vehicle power supply device according to the present disclosure] When the control unit 3 of the in-vehicle power supply device 1 detects that the IG is off, if it is during automatic driving, the process performed when the IG is off is prohibited. Therefore, the control unit 3 does not perform the end process of the vehicle and continues the operation.

[0031] As a result, as shown in FIG. 5, when a disconnection 300 occurs in the IG line and the control unit 1 detects that the IG is off, and then, for example, when a ground fault 200 occurs in the first system 110, if it is during automatic driving, the operation continues and the inter-system switch 4 is turned off.

[0032] As a result, the in-vehicle power supply device 1 can supply power to the second load 102 by the second system 120 to cause the vehicle to perform an evacuation drive. Next, an example of specific processing executed by the control unit 3 of the in-vehicle power supply device 1 will be described.

[0033] [6. Processing Executed by the Control Unit of the In-Vehicle Power Supply Device According to the Present Disclosure] During normal operation, the control unit 3 of the in-vehicle power supply device 1 executes the processing shown in FIG. 6. Specifically, during normal operation, the control unit 3 first determines whether or not an IG off has been detected (step S101). If the control unit 3 does not detect an IG off (step S101, No), the processing ends and the processing starts again from step S101.

[0034] If the control unit 3 detects an IG off (step S101, Yes), it communicates with the upper ECU 100 to determine whether or not it is in the middle of autonomous driving (step S102). If the control unit 3 is not in the middle of autonomous driving (step S102, No), that is, if it is in the middle of manual driving, the processing proceeds to step S109 to be performed when the IG is off.

[0035] In this way, when the in-vehicle power supply device 1 detects an IG off during manual driving, where there is a high possibility of an IG off due to a manual operation by the user, it can appropriately execute the processing to be performed when the IG is off according to the user's operation.

[0036] If the control unit 3 is in the middle of autonomous driving (step S102, Yes), it determines whether or not the IG switch 103 has been forcibly terminated (step S103). Here, a normal start operation and a normal termination operation are, for example, an operation of pressing the IG switch 103 once. In contrast, a forced termination operation is an operation different from the normal termination operation, such as an operation of pressing and holding the IG switch 103 for several seconds or an operation of rapidly pressing the IG switch 103. Note that the switch for the forced termination operation may be a switch other than the IG switch 103. If another switch is used for the forced termination, it is possible to forcibly terminate even if a disconnection occurs in the IG line.

[0037] When the IG switch 103 is forced to end the operation (step S103, Yes), the control unit 3 proceeds to the process of step S109 performed when the IG is off. Thereby, when an emergency occurs and the user performs a forced termination operation, for example, the in-vehicle power supply device 1 can appropriately execute the process performed when the IG is off in response to the user's forced termination operation even during automatic driving.

[0038] When the IG switch 103 has not been forced to end the operation (step S103, No), the control unit 3 communicates with other ECUs 105 to determine whether the other ECUs 105 have also detected the IG off (step S104).

[0039] When the other ECUs 105 have also detected the IG off (step S104, Yes), the control unit 3 proceeds to the process of step S109 performed when the IG is off. In this way, when the other ECUs 105 have also detected the IG off and it is highly likely that it is not a disconnection 300 of the IG line, the in-vehicle power supply device 1 can appropriately execute the process performed when the IG is off.

[0040] If there are a plurality of other ECUs 105, if all the ECUs have detected the IG off, it is determined that it is not a disconnection 300 of the IG line but a normal IG off by the user operation, and the process proceeds to the process of step S109 performed when the IG is off. In other words, if one or more of the other ECUs 105 have detected the IG off and the remaining ECUs have not detected the IG off, there is a possibility of a disconnection of the IG line, so in consideration of safety, the process does not proceed to the process of step S109 performed when the IG is off.

[0041] When the control unit 3 determines that another ECU 105 has not detected the ignition (IG) being turned off (No in step S104), it prohibits the processes to be performed when the IG is turned off (step S105). Note that when the control unit 3 detects that the IG is turned off, if the vehicle is in the middle of autonomous driving, it immediately prohibits the processes to be performed when the IG is turned off. Here, to prohibit the processes to be performed when the IG is turned off, it is sufficient to shift to step S109, which is the termination process executed when the IG turn-off is detected. Therefore, step S105 may not be necessary. When it is determined as NO in step S104, instead of shifting to the termination process of step S109, shifting to step S106 and continuing the operation corresponds to prohibiting the processes to be performed when the IG is turned off. Thereafter, the control unit 3 continues the redundant power supply system operation (step S106). Also, in step S106, the control unit 3 causes the upper-level ECU 100 to continue autonomous driving and makes the vehicle perform a retreating operation.

[0042] In this way, when the in-vehicle power supply device 1 detects the IG, if the vehicle is in the middle of autonomous driving, it prohibits the processes to be performed when the IG is turned off. Therefore, for example, when the detection of the IG being turned off is caused by a disconnection 300 of the IG line, the vehicle can be safely retreated and driven.

[0043] Thereafter, the control unit 3 notifies the upper-level ECU 100 and the user of the vehicle of the detection of the IG being turned off during autonomous driving (step S107). When the control unit 3 notifies the user, for example, it displays and notifies on the display device 104 that the detection of the IG being turned off during autonomous driving has been detected.

[0044] As a result, when the upper-level ECU 100 is notified, for example, of the detection of the IG being turned off during autonomous driving, it can switch from the autonomous driving control to the retreating operation control and safely stop the vehicle. Also, when the user is notified of the detection of the IG being turned off during autonomous driving, the user can switch from the autonomous driving to the manual driving and safely stop the vehicle.

[0045] Thereafter, the control unit 3 determines whether the automatic driving has ended (step S108). If the automatic driving has not ended (step S108, No), the control unit 3 transfers the process to step S106. Thereby, the in-vehicle power supply device 1 can continue the safe evacuation driving by continuing the redundant power supply system operation until the automatic driving ends.

[0046] When the automatic driving has ended (step S108, Yes), the control unit 3 executes the process performed when the IG is off. For example, the control unit 3 stops the operation of the redundant power supply system (step S109) and ends the process.

[0047] As described above, when the in-vehicle power supply device 1 detects that the IG is off, if the vehicle is in automatic driving, it does not shift to the process performed when the IG is off, but continues the automatic driving of the vehicle. When the automatic driving ends, it shifts to the process performed when the IG is off. Thereby, when the in-vehicle power supply device 1 detects an IG off caused by, for example, a disconnection 300 of the IG line, the vehicle can be safely evacuated and stopped by automatic driving.

[0048] (Modification Examples 1 to 3) In the process of FIG. 6, when detecting that the IG is off (step S101, Yes), if it is in automatic driving (step S102, Yes), as conditions for prohibiting the process performed when the IG is off, two conditions of no forced termination operation (step S103, No) and no detection of IG off by other ECUs (step S104, No) are further added. This is to improve the determination accuracy assuming that the IG off is due to a disconnection of the IG line.

[0049] In Modification Example 1, the forced termination operation determination process in step S103 may not be provided. This is effective when the vehicle does not have a forced termination function.

[0050] In Modification Example 2, the confirmation process of other ECUs in step S104 may not be provided. Thereby, the processing load can be reduced.

[0051] In Modification 3, both Step S103 and Step S104 may be omitted. Thereby, the effects of Modification 1 and Modification 2 can be achieved.

[0052] (Modification 4) In the above-described embodiment, when IG off is detected (Step S101, Yes), if the vehicle is in the automatic driving state (Step S102, Yes), the process to be performed when the IG is off is not shifted to. However, even when the vehicle is in the automatic driving state, if the vehicle is stopped, it is conceivable that the driver turns off the IG for some reason.

[0053] Therefore, as Modification 4, when IG off is detected (Step S101, Yes), if the vehicle is in the automatic driving state and in the running state (for example, the vehicle speed is equal to or higher than a predetermined speed), the process to be performed when the IG is off is not shifted to. This is because the possibility that the driver turns off the IG during running is extremely low, and when IG off is detected during running, it is highly likely that the IG line is disconnected.

[0054] As a process, between (Step S102, Yes) and (Step S103) in FIG. 6, a determination step of "Is the vehicle speed equal to or higher than a predetermined speed?" may be inserted. If Yes, the process proceeds to Step S103, and if No, the process proceeds to Step S109. Thereby, the in-vehicle power supply device 1 can more reliably detect IG off caused by disconnection 300 of the IG line.

[0055] Further effects and modifications can be easily derived by those skilled in the art. For this reason, the broader aspects of the present invention are not limited to the specific details and representative embodiments represented and described as above. Therefore, various changes can be made without departing from the spirit or scope of the general inventive concept defined by the appended claims and their equivalents.

Description of Reference Numerals

[0056] 1, 1a In-vehicle power supply device 10 First power supply 11 Generator 12 PbB 20 Second power supply 21 LiB 3,3a Control unit 4 Inter-system switch 5 Current sensor 100 Upper ECU 101 First load 102 Second load 103 IG switch 104 Display device 105 ECU 110 First system 120 Second system

Claims

1. a first system in which power from a first power source is supplied to a first load for automatic operation; a second system in which power from the second power source is supplied to a second load for automatic operation; an inter-system switch capable of connecting and disconnecting the first system and the second system; a control unit that controls an operation of the redundant power supply system, when a power failure of the first system is detected, to shut off the inter-system switch and cause the second system to supply power to the second load so that the vehicle can be driven to an evacuation route; Equipped with The control unit is When detecting that the ignition is off, if the vehicle is in an automatic driving mode and is traveling, the operation of the redundant power supply system is continued; when the ignition is turned off and the vehicle is being manually driven, the operation of the redundant power supply system is stopped; 1. An in-vehicle power supply device comprising:

2. The control unit is When ignition off is detected, if the vehicle is in an automatic driving mode and is traveling, a control device that performs automatic driving and is mounted on the vehicle is caused to continue the automatic driving and to perform an evacuation drive of the vehicle.

2. The vehicle-mounted power supply device according to claim 1.

3. 2. The vehicle-mounted power supply device according to claim 1, Equipped with an additional control device that performs automatic driving control, The control unit notifies the control device when detecting an ignition off during automatic driving, Upon receiving the notification, the control device switches from automatic driving control to evacuation driving control to stop the vehicle. A vehicle control system comprising:

4. A method for controlling an on-board power supply, in which a control device controls an on-board power supply device including a first system in which power from a first power source is supplied to a first load for autonomous driving, a second system in which power from a second power source is supplied to a second load for autonomous driving, and an inter-system switch capable of connecting and disconnecting the first system and the second system, When a power failure of the first system is detected, the system switch is shut off and the second system is caused to supply power to the second load so that the vehicle can be driven to an evacuation site. When detecting that the ignition is off, if the vehicle is in an automatic driving mode and is traveling, the operation of the redundant power supply system is continued; when the ignition is turned off and the vehicle is being manually driven, the operation of the redundant power supply system is stopped; 2. A method for controlling an in-vehicle power supply comprising:

5. An on-board power supply control program that causes a computer to execute control of an on-board power supply device including a first system in which power from a first power source is supplied to a first load for autonomous driving, a second system in which power from a second power source is supplied to a second load for autonomous driving, and an inter-system switch that can connect and disconnect the first system and the second system, When a power failure of the first system is detected, the system switch is shut off and the second system is caused to supply power to the second load so that the vehicle can be driven to an evacuation site. When detecting that the ignition is off, if the vehicle is in an automatic driving mode and is traveling, the operation of the redundant power supply system is continued; when the ignition is turned off and the vehicle is being manually driven, the operation of the redundant power supply system is stopped; 2. An in-vehicle power supply control program comprising:

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