Control device and vehicle

Abstract

The control device according to the present invention is a vehicle control device comprising: a first control unit that performs drive control of an electric motor on the basis of a first power; and a second control unit that performs a predetermined drive control on the basis of a second power smaller than the first power. The first control unit receives the first power and the second power to perform drive control of the electric motor and, when receiving the induced voltage of the electric motor while not receiving the first power and the second power, performs, on the basis of the induced voltage, protection processing for protecting a target from the induced voltage.

Description

[Technical Field]

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

[0002] Among electric vehicles equipped with an electric motor and a control device for controlling the drive of the electric motor, there are some that are configured to protect on-board components from induced voltage of the electric motor (see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-183702 Summary of the Invention [Problem to be solved by the invention]

[0004] Since induced voltage in an electric motor may occur even when the electric vehicle is not in a running state, there is a need to more appropriately protect on-board components from such induced voltage and improve the reliability of the electric vehicle.

[0005] An exemplary object of the present invention is to improve the reliability of electric vehicles. [Means for solving the problem]

[0006] A first aspect of the present invention relates to a control device, the control device comprising: a first control unit that controls the drive of the electric motor based on the first power; a second control unit that performs predetermined drive control based on a second power that is smaller than the first power; An in-vehicle control device comprising: The first control unit is receiving the first electric power and the second electric power to perform drive control of the electric motor; When an induced voltage of the electric motor is received while the first power and the second power are not received, a protection process for protecting the object from the induced voltage is performed based on the induced voltage. It is characterized by: [Effects of the Invention]

[0007] According to the present invention, the reliability of an electric vehicle can be improved. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a schematic diagram of a vehicle. [Figure 2] FIG. 2 is a system block diagram showing a power system of the vehicle. [Figure 3] FIG. 2 is a system block diagram showing a power system of the vehicle. [Figure 4] 4 is a flowchart showing the processing of the vehicle-mounted control device. [Figure 5] 4 is a timing chart showing the content of processing by the vehicle-mounted control device. [Figure 6] 4 is a timing chart showing the content of processing by the vehicle-mounted control device. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, the embodiments will be described in detail with reference to the accompanying drawings. Note that the following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are necessarily essential to the invention. Two or more of the features described in the embodiments may be arbitrarily combined. Furthermore, the same reference numerals are used for the same or similar components, and redundant explanations will be omitted.

[0010] FIG. 1 is a schematic diagram of a vehicle 1' as a reference example. The vehicle 1' includes wheels 11, an electric motor 12, and an operating unit 13. In this example, the vehicle 1' is a two-wheeled vehicle with front and rear wheels as wheels 11, but other examples include a three-wheeled vehicle or a four-wheeled vehicle, and the number of wheels is not limited to this example. Furthermore, the vehicle 1' is a saddle-ride type vehicle, but is not limited to this.

[0011] Furthermore, the vehicle 1' is an electric vehicle powered by an electric motor 12. A three-phase motor (a three-phase AC motor) is typically used as the electric motor 12, but other motors may also be used. The power of the electric motor 12 is typically transmitted to the rear wheels, but may also be transmitted to the front wheels.

[0012] In this example, the operation unit 13 includes an acceleration operation button 13a, a braking operation button 13b, a steering operation button 13c, and a main switch 13d. The acceleration operation button 13a is used to start and accelerate the vehicle 1'. The braking operation button 13b is used to decelerate and stop the vehicle 1'. The steering operation button 13c is used to change the traveling direction of the vehicle 1'. The operation buttons 13a to 13c may be of a known configuration such as a lever type, a pedal type, or a handle type. A user (driver or rider) can use these operation buttons 13a to 13c to perform driving operations such as accelerating, decelerating, and steering the vehicle 1'.

[0013] The main switch 13d is used to start the vehicle 1' and can be in an ON state (a state in which starting of the vehicle 1' is permitted) or an OFF state (a state in which starting of the vehicle 1' is restricted), i.e., it is used to switch between a running state and a stopped state of the vehicle 1'. The running state of the vehicle 1' refers to a state in which power is supplied to the electric motor 12 and the elements for driving it (mainly on-board components or parts thereof) and drive control of the electric motor 12 is possible, and is mainly a state in which the user can perform driving operations of the vehicle 1' using the acceleration operator 13a. The stopped state of the vehicle 1' refers to a state in which driving operations by the user using the acceleration operator 13a are restricted, and in this state, power may be supplied to the electric motor 12 and the elements for driving it, but it does not necessarily have to be substantially supplied.

[0014] The main switch 13d is typically an ignition key switch, but various other types may be used. In this regard, the main switch 13d may be referred to as a vehicle starter or simply as a starter.

[0015] 2 is a system block diagram showing the power system of the vehicle 1′. The vehicle 1′ further includes a motor driver 14, a control device 15, a main battery unit 16, and a sub-battery unit 17.

[0016] Motor driver 14 is configured to be able to realize drive control of electric motor 12. In this example, a three-phase motor is used as electric motor 12, and the rotor rotates when current is supplied to each of the three windings (U-phase wire, V-phase wire, and R-phase wire) that form the stator coil. Motor driver 14 controls the current values of the three windings individually, thereby enabling the rotor to rotate in a desired manner.

[0017] In this example, the motor driver 14 includes a pre-driver 141 that operates based on a power PW1′ (described later) and an output driver 142 that operates based on a power PW1 (described later). The pre-driver 141 drives the output driver 142 based on a control signal from a control unit 15a (described later). The output driver 142 includes transistors M1a, M1b, M2a, M2b, M3a, and M3b. The transistors M1a and M1b are connected in series, and a node therebetween is connected to a first winding (e.g., a U-phase wire). The transistors M2a and M2b are connected in series, and a node therebetween is connected to a second winding (e.g., a V-phase wire). The transistors M3a and M3b are connected in series, and a node therebetween is connected to a third winding (e.g., a W-phase wire). It should be noted that these transistors M1a and the like may be well-known high-voltage transistors such as bipolar transistors and DMOS (Double Diffused Metal Oxide Semiconductor) transistors.

[0018] The control device 15 includes a first control unit 15a and a second control unit 15b. The control unit 15a controls the transistors M1a and the like of the motor driver 14 individually to enable individual control of the current values of the three windings, thereby enabling the rotor to rotate in a desired manner.

[0019] The control unit 15b controls the operation of the accessories 19 to start the vehicle 1'. The concept of the accessories 19 may include elements that are directly related to starting the vehicle 1' and / or appropriately maintaining the starting state, such as a cooling pump, as well as elements that support the running of the vehicle 1', such as measuring instruments and sensors. In view of the diversification of these functions, the control unit 15b may be expressed as a functional unit.

[0020] The main battery unit 16 generates power PW1 used to drive and control the electric motor 12, the motor driver 14, and the control unit 15a. The main battery unit 16 outputs a relatively high voltage, such as 200 V (volts). A lithium-ion battery or the like can typically be used as the main battery unit 16.

[0021] The sub-battery unit 17 generates power PW2 used to control the drive of the control unit 15b. The power PW2 is smaller than the power PW1. The sub-battery unit 17 outputs a relatively low voltage, such as 12 V. A lead-acid battery or the like can typically be used as the sub-battery unit 17.

[0022] In this regard, among the above-mentioned elements of the vehicle 1', elements directly related to the power source and its drive control, in this example, the electric motor 12, motor driver 14, and control unit 15a, can be classified as high-power system elements. Furthermore, other elements different from these high-power system elements, in this example, the auxiliary equipment 19 and control unit 15b, can be classified as low-power system elements. Meanwhile, the control units 15a and 15b, which have different power systems, can be mounted on the same board or realized by a single semiconductor device, with the aim of enabling appropriate control of the entire system. Additionally, the motor driver 14 can be mounted on the same board as the control unit 15, or can be configured as part of the control unit 15.

[0023] Note that, since both the main battery unit 16 and the sub-battery unit 17 output DC (Direct Current) voltages, the powers PW1 and PW2 may be referred to as voltages PW1 and PW2, respectively. The main battery unit 16 and the sub-battery unit 17 may be referred to as the first battery unit 16 and the second battery unit 17, respectively, or simply as the battery units 16 and 17.

[0024] In this example, the vehicle 1' further includes a switch element 21a, a power conversion unit 22, and regulators 23a and 23b.

[0025] Switch element 21a is disposed between main battery unit 16 and power line PWL1 and can control whether or not power PW1 from main battery unit 16 is output to power line PWL1. Main switch 13d can control whether or not power PW2 from sub-battery unit 17 is output to power line PWL2. In this example, in response to main switch 13d being turned on, switch element 21a is turned on and power PW1 is supplied to the elements via power line PWL1. At approximately the same time, power PW2 is supplied to the elements via power line PWL2.

[0026] The power conversion unit 22 is disposed between the power line PWL1 and a power line PWL1′ for transmitting the power PW1′, and converts the power PW1 into power PW1′ corresponding to the electric motor 12, the motor driver 14, and the control unit 15a. In this example, a known voltage conversion unit such as a DC-DC converter may be used as the power conversion unit 22.

[0027] Regulator 23a is arranged between power line PWL1' and control unit 15a, and limits power PW1' on power line PWL1' to supply a predetermined constant voltage (e.g., 15 V) to control unit 15a. Regulator 23b is arranged between power line PWL2 and control unit 15b, and limits power PW2 on power line PWL2 to supply a predetermined constant voltage (e.g., 5 V) to control unit 15b.

[0028] In summary, when independent voltages are supplied to the control units 15a and 15b, the control unit 15a controls the motor driver 14, and the control unit 15b controls the auxiliary device 19. This configuration enables the drive control of the electric motor 12, and makes it possible to start the vehicle 1'.

[0029] All or part of the switch element 21a, the power conversion unit 22, and the regulators 23a and 23b may be mounted on the same board as the control device 15, or may be configured as part of the control device 15.

[0030] In addition, although the wheels 11 are directly connected to the rotating shaft of the electric motor 12 in the example of FIG. 2 , as another example, a power transmission mechanism may be provided in the path between the electric motor 12 and the wheels 11. This power transmission mechanism may include a known transmission such as a CVT (Continuously Variable Transmission). As yet another example, this power transmission mechanism may further include a clutch mechanism. In this case, when the clutch mechanism is in an engaged state, the power of the electric motor 12 is transmitted to the wheels 11, and when the clutch mechanism is in a disengaged state, the power transmission path from the electric motor 12 to the wheels 11 is interrupted, and the power of the electric motor 12 is not transmitted to the wheels 11.

[0031] 2, the control units 15a and 15b realize their corresponding functions based on the power of the main battery unit 16 and the sub-battery unit 17, which are power sources independent of each other, and activate the vehicle 1'. On the other hand, while the vehicle 1' is stopped, the control units 15a and 15b do not receive power from the main battery unit 16 and the sub-battery unit 17.

[0032] However, the vehicle 1' is often pushed and pulled (maneuvered) by the user while it is stopped, which may cause an unexpected induced voltage to be generated in the electric motor 12, as shown by the dashed arrow in Fig. 2, and the induced voltage may be applied to the control device 15 via the power line PWL1. This is likely to occur when the vehicle 1' is maneuvered downhill, for example, and is particularly noticeable when the vehicle 1' is a two-wheeled vehicle or a saddle-ride type vehicle, since the vehicle 1' is often maneuvered. Therefore, it may be necessary to protect the control device 15 from such induced voltage.

[0033] FIG. 3 is a system block diagram showing the power system of vehicle 1 according to the embodiment. Vehicle 1 includes control unit 15a2 instead of control unit 15a, and also includes a power conversion unit 24. Control unit 15a2 is configured to receive enable signal en, and upon receiving enable signal en, is able to realize the control function of motor driver 14 (the same function as control unit 15a). In this embodiment, the output voltage of power conversion unit 24 is used as enable signal en. Power conversion unit 24 is disposed between power line PWL2 and control unit 15a2, and converts power PW2 on power line PWL2 to supply a corresponding voltage to control unit 15a2. That is, while control unit 15a2 receives the output voltage of power conversion unit 24, it is able to control motor driver 14 based on the output voltage of regulator 23a.

[0034] On the other hand, when the vehicle 1 is stopped, power PW2 is not supplied to the power line PWL2, and therefore the power conversion unit 24 does not supply the corresponding voltage to the control unit 15a2. That is, the control unit 15a2 does not receive the output voltage of the power conversion unit 24 as the enable signal en. Therefore, the control function of the motor driver 14 is limited.

[0035] If an induced voltage occurs in electric motor 12 in this state, the induced voltage may propagate to power line PWL1' and be applied to control unit 15a2 via regulator 23a. Since power PW2 is not supplied to power line PWL2 and power conversion unit 24 does not supply a corresponding voltage to control unit 15a2, control unit 15a2 does not receive the output voltage of power conversion unit 24 as enable signal en. Therefore, when control unit 15a2 does not receive enable signal en, it does not implement the control function of motor driver 14, but instead performs the protection process described below using the induced voltage received via power line PWL1'.

[0036] The enable signal en may also be provided to the motor driver 14, thereby making it possible to restrict whether or not drive control of the motor driver 14 is possible. In this case, another enable signal equivalent to the enable signal en may be provided from the control unit 15a2 to the motor driver 14, or the enable signal en itself may be provided to the motor driver 14. In this embodiment, the enable signal en' is provided to the motor driver 14 from the control unit 15a2.

[0037] It is preferable that the power conversion unit 24 is an isolated DC-DC converter or the like, in which the power system is separated between the power lines PW1′ and PW2. On the other hand, it is preferable that the power conversion unit 22 is a non-isolated DC-DC converter, which can suppress an increase in costs.

[0038] 4 is an example of a flowchart showing the processing executed by control unit 15a2. The outline of this flowchart is that startup processing is performed based on the voltage received from power line PWL1' via regulator 23a, and the processing content is changed based on the presence or absence of enable signal en. Furthermore, each of the individual steps executed in this flowchart can be performed with relatively little power, and can also be performed based on the induced voltage described above.

[0039] In step S4000 (hereinafter simply referred to as S4000, the same applies to other steps described later), the detected voltage is TH1 In response to the fact that the voltage V has reached the threshold value V, the startup process is initiated in S4005. The startup process includes checking the operation of elements that realize the individual functions of the control unit 15a2, for example, outputting a predetermined test pattern to each element and evaluating the response, thereby making it possible to determine whether or not drive control of the electric motor 12 is possible. The detected voltage may be a voltage received from the power line PWL1' via the regulator 23a, but alternatively, it may be the power line PWL1 or PWL1' itself or another voltage based on the voltage value thereof. Furthermore, since it is sufficient to realize the startup process, the threshold value V TH1It can be said that the power value of the power line PWL1' may be set to a value corresponding to the power value of the power line PWL1' that allows the control unit 15a2 to sufficiently execute the startup process.

[0040] In the S4010, the detection voltage is the threshold V TH2 In response to the fact that the threshold V TH2 is the threshold V TH1 If there is an enable signal en, the process proceeds to S4100, and if not, the process proceeds to S4030.

[0041] In S4030, since the enable signal en is not present, it is assumed that the startup process in S4000 was performed based on the induced voltage of the electric motor 12, and protection process is started to protect the target from the induced voltage. This protection process may be performed intermittently or continuously. After that, this flowchart ends upon completion of the protection process.

[0042] From this, the threshold V TH2 is the threshold V TH1 It may be set to a larger value and to the power value of the power line PWL1' that enables the protection process to be executed, or to a value corresponding thereto.

[0043] In S4100, since the main switch is in the ON state, it is assumed that the startup process in S4000 was performed based on the power of the main battery unit 16, and the vehicle 1 is put into a start-up state.

[0044] According to this control, control unit 15a2 receives electric power PW2 and electric power PW1' to start vehicle 1 and controls the drive of electric motor 12. On the other hand, if control unit 15a2 receives an induced voltage of electric motor 12 while vehicle 1 is stopped, that is, while control unit 15a2 is not receiving electric power PW2 and electric power PW1', control unit 15a2 can perform protection processing based on the induced voltage.

[0045] An example of the protection process is to equalize the phase voltages of the stator coils of the electric motor 12. For example, in this embodiment in which a three-phase motor is used as the electric motor 12, the voltages of the three windings (U-phase wire, V-phase wire, and R-phase wire) need only be equalized, or they may be short-circuited. This can be achieved, for example, by placing transistors M1a, M2a, and M3a in a non-conductive state (or a conductive state) and transistors M1b, M2b, and M3b in a conductive state (or a non-conductive state) in the motor driver 14. This type of protection process may be referred to as a three-phase short-circuit process or the like.

[0046] Such a protection process can prevent, for example, a situation in which an element is electrically destroyed due to an unexpected voltage caused by an induced voltage occurring in the control unit 15a2 and / or the motor driver 14. In the protection process, the transistor M1a and the like may be switched between the conductive state and the non-conductive state gradually so that a sudden current does not occur in the control unit 15a2 and / or the motor driver 14.

[0047] As another example of protection processing, the transistors M1a, etc. may be switched in an operating region where the power efficiency of the motor 12 is relatively low, thereby making it possible to equalize the phase voltages of the stator coils relatively easily. Furthermore, the switching of the transistors M1a, etc. may be performed by increasing their drain currents.

[0048] For example, if each of the control units 15a2 and 15b has a CPU and a memory, the CPU reads a predetermined program and executes it while expanding it in the memory. The control units 15a2 and / or 15b may be configured as application specific integrated circuits (ASICs), i.e., the functions of the control device 15 may be realized by either hardware or software.

[0049] 5 is an example of a timing chart showing the details of the processing executed by the control device 15. Here, an example is considered in which an induced voltage Vm is generated in the electric motor 12 while the vehicle 1 is stopped. The horizontal axis represents time, and the vertical axis represents the induced voltage Vm (absolute value).

[0050] At time t1, Vm ≥ V TH1 At time t2, Vm≧V TH2 is established, and it is determined whether or not the enable signal en is present. Here, the vehicle 1 is in a stopped state, so the enable signal en is not generated. Therefore, at time t3, the protection process is started based on the induced voltage Vm. The time at which the protection process is completed is set to time t4. In this example, the protection process is repeated intermittently after time t4.

[0051] By performing such processing, it is possible to prevent the induced voltage Vm from exceeding the target withstand voltage Vx. Note that the withstand voltage Vx may be set as the withstand voltage of a high-voltage transistor that may be provided in the control unit 15a2 and / or the motor driver 14 (for example, the breakdown voltage of a bipolar transistor, or the voltage at which dielectric breakdown occurs in a DMOS transistor).

[0052] 5, after time t4, the protection process is intermittently repeated to prevent the induced voltage Vm from exceeding the withstand voltage Vx, but this protection process may be continued. For example, as shown in FIG. 6, by continuing the protection process after time t4, the induced voltage Vm that may occur is reduced, and it is possible to make the induced voltage Vm substantially zero or approach zero.

[0053] Additionally, although the embodiment illustrates an example in which enable signals en and en′ are used, in other embodiments, the polarity of the signals may be reversed to use a disable signal for each of them, where the disable signal corresponds to control unit 15a2 not receiving power PW2.

[0054] In the above description, for ease of understanding, each element is denoted by a name related to its function. However, each element is not limited to having the content described in the embodiment as its main function, and may have that function auxiliary to the content. Therefore, each element is not strictly limited to the expression, and the expression can be replaced with a similar expression. In the same spirit, the expression "apparatus" may be replaced with "unit," "component," "piece," "member," "structure," "assembly," etc., or may be omitted.

[0055] In the above description, for ease of understanding, each element is shown by a name related to its function, but each element is not limited to having the content described in the embodiment as its main function, and may have that function as an auxiliary function. For example, although the present specification has exemplified a vehicle 1 as a typical example, the content of the embodiment can also be applied to vehicles that do not have wheels (such as ships), that is, it can be said that the content can be applied to a variety of moving bodies.

[0056] Some features of the above embodiments can be summarized as follows: A first aspect relates to a control device, the control device comprising: a first control unit (e.g., 15a2) that controls the drive of an electric motor (e.g., 12) based on a first power (e.g., PW1, PW1'); a second control unit (for example, 15b) that performs predetermined drive control based on a second power (for example, PW2) that is smaller than the first power; An in-vehicle control device (for example, 15) comprising: The first control unit is receiving the first electric power and the second electric power to perform drive control of the electric motor; When an induced voltage (e.g., Vm) of the electric motor is received while the first power and the second power are not received, a protection process (e.g., S4030) for protecting the target from the induced voltage is performed based on the induced voltage. As a result, when an induced voltage of the electric motor is received while the vehicle is stopped, a protective process is performed based on the induced voltage to protect a predetermined target, thereby improving the reliability of the vehicle.

[0057] In a second aspect, The first control unit executes a startup process (for example, S4000) based on the induced voltage, and executes the protection process based on the result of the startup process. This makes it possible to check the operation of the elements that realize the functions of the first control unit.

[0058] In a third aspect, The startup process includes determining whether or not drive control of the electric motor is possible. This makes it possible to appropriately realize the second aspect.

[0059] In a fourth aspect, The first control unit determines whether the absolute value of the induced voltage is equal to or exceeds a first threshold value (e.g., V TH1 ) that is greater than the first threshold, the startup process is initiated in response to the second threshold (for example, V TH2 ) and start the protection process in response to the absolute value reaching This makes it possible to start the protection process appropriately.

[0060] In a fifth aspect, The protection process includes making the phase voltages of the stator coils of the electric motor equal to each other. This makes it possible to appropriately realize a so-called three-phase short circuit.

[0061] A sixth aspect relates to a vehicle (e.g., 1), the vehicle comprising: The control device described above; Wheels (e.g., 11), an electric motor (e.g., 12) for rotating the wheels; a battery unit (e.g., 16) that generates the first power; That is, the above-described on-board control device is applicable to typical electric vehicles.

[0062] In a seventh aspect, The second battery unit (e.g., 17) generates the second power. This allows the second power to be used appropriately.

[0063] In an eighth aspect, The electric motor may further include a motor driver (e.g., 14) that receives a signal from the first control unit and the first power to drive the electric motor. This makes it possible to control the drive of the electric motor.

[0064] In a ninth aspect, Further, a starting unit (e.g., 13d) for starting the vehicle is provided, The second control unit is configured to be able to receive the second electric power in a state in which the starting unit allows the vehicle to be started. This allows the vehicle to be appropriately put into a start state when the start unit allows the vehicle to be started.

[0065] In a tenth aspect, The second control unit controls the drive of an auxiliary device based on the second electric power. This allows the vehicle to be started appropriately.

[0066] In an eleventh aspect, The vehicle is a saddle-type vehicle (e.g., 1). Since saddle-type vehicles are generally handled in many ways, appropriate effects can be obtained in any of the above-described embodiments.

[0067] In a twelfth aspect, The vehicle is a two-wheeled vehicle (e.g., 1) Since two-wheeled vehicles are generally handled in many ways, appropriate effects can be obtained in any of the above-described embodiments.

[0068] The invention is not limited to the above-described embodiment, and various modifications and variations are possible within the scope of the gist of the invention.

Claims

1. a first control unit that controls the driving of the electric motor based on the first power; a second control unit that performs predetermined drive control based on a second power that is smaller than the first power; An in-vehicle control device comprising: The first control unit receiving the first electric power and the second electric power to perform drive control of the electric motor; When an induced voltage of the electric motor is received while the first power and the second power are not received, a protection process for protecting the object from the induced voltage is performed based on the induced voltage. A control device characterized by:

2. The first control unit executes a startup process based on the induced voltage, and executes the protection process based on the result of the startup process.

2. The control device according to claim 1.

3. The startup process includes determining whether or not drive control of the electric motor is possible.

3. The control device according to claim 2.

4. The first control unit starts the startup process in response to the absolute value of the induced voltage reaching a first threshold value, and starts the protection process in response to the absolute value reaching a second threshold value that is greater than the first threshold value.

4. The control device according to claim 2 or 3.

5. The protection process includes making the phase voltages of the stator coils of the electric motor equal to each other.

5. The control device according to claim 1, wherein the control device comprises: a first electrode;

6. A control device according to any one of claims 1 to 5; Wheels and an electric motor for rotating the wheels; a battery unit that generates the first power. A vehicle characterized by:

7. a second battery unit for generating the second power; 7. The vehicle according to claim 6.

8. a motor driver that receives a control signal from the first control unit and the first power to drive the electric motor; 8. The vehicle according to claim 6 or claim 7.

9. further comprising a starting unit for starting the vehicle; The second control unit is configured to be able to receive the second electric power in a state in which the starting unit allows the vehicle to be started.

9. A vehicle according to any one of claims 6 to 8.

10. The second control unit controls the drive of an auxiliary device based on the second electric power.

10. The vehicle according to claim 6, wherein the vehicle comprises:

11. The vehicle is a saddle-ride type vehicle.

11. A vehicle according to any one of claims 6 to 10.

12. The vehicle is a two-wheeled vehicle 12. The vehicle according to claim 11.

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