Vehicle Power System

Abstract

To enable a power source system supplying electric power to a functional section to be reduced in size and cost in a vehicle mounted on the functional section for ensuring traffic safety.SOLUTION: A vehicle power source system comprises: a main power source system provided with a main low-voltage power source and a normal load, a backup power source system provided with a backup low-voltage power source and an emergency important load, and a vehicle control device. When operation is made for activating a load, the vehicle control device executes a normality determination process during a period until activation of the load. When determining that the backup power source system is normal in the normality determination process, the vehicle control device completes operation to control and turn on a main switch and operation to control and turn off an auxiliary switch during a period until the activation of the load.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle power supply system. [Background technology]

[0002] In recent years, efforts to provide access to sustainable transportation systems that take into consideration vulnerable traffic participants have become more active. To achieve this, we are focusing on research and development to further improve traffic safety and convenience through research and development in preventive safety. We are also focusing on research and development in autonomous driving as one of the technologies that contributes to preventive safety.

[0003] In vehicles equipped with functional units that function to ensure traffic safety, such as for autonomous driving, it is necessary to stabilize the power supply to these functional units. For example, Patent Document 1 discloses a system that can supply power to a load that functions for autonomous driving from a first power source and a third power source that are the vehicle's power sources, and can also supply power from a second power source that is capable of charging and discharging. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-142810 Summary of the Invention [Problem to be solved by the invention]

[0005] To reliably operate loads that function to ensure safety, it is desirable to maintain a state in which power can be supplied to these loads. For this reason, for example, the system disclosed in Patent Document 1 includes multiple switches to enable power supply from a first power source and a second power source to the loads. It is desirable to use switches with sufficient current capacity for these switches, but using switches with large current capacity increases the volume of circuits and devices, leading to increased manufacturing costs. This has been a challenge when implementing functional units for ensuring traffic safety in vehicles. In order to solve the above problems, the present application aims to enable the miniaturization and cost reduction of power supply systems that supply power to functional units in vehicles equipped with functional units that function to ensure traffic safety, such as autonomous driving, and ultimately contribute to the development of sustainable transportation systems. [Means for solving the problem]

[0006] One aspect for achieving the above object is a vehicle power supply system comprising: a main power supply system having a main low-voltage power supply and a normal load; and a backup power supply system having a backup low-voltage power supply and an emergency important load and connected to the main power supply system, the backup power supply system being capable of supplying power from the backup low-voltage power supply to the main power supply system; a main switch capable of switching between connection and disconnection of the backup low-voltage power supply and the main power supply system; and a backup power supply control device controlling the main switch, wherein the main switch is disconnected when not controlled, and a sub switch is arranged in parallel with the main switch between the main power supply system and the backup power supply system and is connected when the main switch is not controlled, and and a vehicle control device capable of controlling the main power supply system and the backup power supply system, the vehicle control device controlling the normal load and the important emergency load; of When the start-up operation is performed, the normal load and the important emergency load Which of the following is faster to start up?and a process for starting the backup power supply control device and a normality determination process for determining whether the backup power supply system is normal or not are executed during the period until the backup power supply control device is started up. If it is determined that the backup power supply system is normal in the normality determination process, an operation for controlling the main switch to connect and an operation for controlling the sub switch to cut off are executed for the normal load and the emergency important load. Which of the following is faster to start up? This is a vehicle power supply system that completes the process before the vehicle starts up. [Effects of the Invention]

[0007] According to the above configuration, the vehicle power supply system that enables power supply from the main power supply system and the backup power supply system to important loads in an emergency can be controlled so that a large current does not flow through the secondary switch, thereby reducing the current capacity required for the secondary switch and enabling the secondary switch to be made smaller and less expensive. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a schematic diagram of a vehicle power supply system according to an embodiment; [Figure 2] 3 is a flowchart showing the operation of the vehicle power supply system according to the embodiment. [Figure 3] 4 is a timing chart showing a process in which the vehicle power supply system of the embodiment transitions from an off state to an on state. [Figure 4] 4 is a flowchart showing a normality determination process performed by the vehicle power supply system according to the embodiment. [Figure 5] 4 is a flowchart showing a normality determination process performed by the vehicle power supply system according to the embodiment. [Figure 6] 6 is a timing chart showing a process in which a vehicle power supply system serving as a comparative example transitions from an off state to an on state. DETAILED DESCRIPTION OF THE INVENTION

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle power supply system according to the present invention will now be described with reference to the accompanying drawings.

[0010] [1. Vehicle power supply system configuration] [1-1. Overall configuration of vehicle power supply system] Fig. 1 is a schematic diagram of a vehicle power supply system 1. In Fig. 1, solid lines indicate power lines, and dashed lines indicate signal lines.

[0011] A vehicle power supply system 1 of a vehicle V in this embodiment includes a main power supply system 10, a backup power supply system 20 connected to the main power supply system 10, a high-voltage power supply system 30, and a step-down device 40. The high-voltage power supply system 30 is connected to the main power supply system 10 and the backup power supply system 20 via the step-down device 40. The step-down device 40 steps down the power flowing through the high-voltage power supply system 30 and outputs it to the main power supply system 10 and / or the backup power supply system 20. The step-down device 40 is, for example, a DC / DC converter.

[0012] In this embodiment, as an example, a case will be described in which the vehicle V is an electric vehicle equipped with a rotating electric machine MG as a power source for traveling. The rotating electric machine MG is, for example, a three-phase motor, and generates driving force using electric power supplied by an inverter unit (not shown), causing the vehicle V to travel. The vehicle V is equipped with a drive unit 321 equipped with the rotating electric machine MG, which will be described later. The vehicle V is equipped with a high-voltage power supply 31 that supplies driving electric power to the drive unit 321. The drive unit 321 is a load that receives a supply of high-voltage electric power output by the high-voltage power supply 31, and is included in a high-voltage load 32, which will be described later.

[0013] The vehicle V may be a vehicle equipped with an internal combustion engine. The internal combustion engine may function as a power source for driving the vehicle V. Alternatively, the internal combustion engine may function as a power source for driving a generator (not shown) and charge a high-voltage power supply 31 (described later). In other words, the vehicle V may be an electric vehicle without an internal combustion engine, a hybrid vehicle equipped with an internal combustion engine and a rotating electric machine MG for driving the vehicle, or a vehicle driven by an internal combustion engine. The vehicle V is, for example, a vehicle capable of autonomous driving or automatic driving. When the vehicle V is equipped with an internal combustion engine, the high-voltage load 32 supplied with power from the high-voltage power supply 31 includes, for example, a starter motor.

[0014] [1-2. Main power system configuration] The main power supply system 10 includes a main low-voltage power supply 11 and a normal load 12 .

[0015] The main low-voltage power supply 11 is a power supply with a lower voltage than the high-voltage power supply 31. The main low-voltage power supply 11 outputs, for example, a direct current of 12 V. The main low-voltage power supply 11 is, for example, a secondary battery that can be charged and discharged. Specifically, the main low-voltage power supply 11 may be a lead battery, a lithium-ion battery, a lithium polymer battery, a lithium iron phosphate battery, a metal hydride battery, or other batteries.

[0016] The main low-voltage power supply 11 is provided on the connection line L11. One end of the connection line L11 is connected to a contact C11 formed on the connection line L10, and the other end is connected to a ground line having a reference potential of the vehicle power supply system 1. The positive electrode side of the main low-voltage power supply 11 is connected to the contact C11 side of the connection line L11, and the negative electrode side is connected to the ground line side of the connection line L11.

[0017] A normal load 12 is connected to one end of the connection line L10. The normal load 12 (EL in the figure) is an electric power load mounted on the vehicle V. The normal load 12 may be a single device or may include multiple devices. In this embodiment, the normal load 12 is a functional unit that performs functions related to the running of the vehicle V. The normal load 12 includes, for example, a load that performs functions related to the running operation, stopping operation, or driving control of the vehicle V. The normal load 12 operates at a lower voltage than the high-voltage load 32, and therefore can be called a low-voltage load in comparison with the high-voltage load 32. Furthermore, the normal load 12 may include devices in the vehicle V that are known as auxiliary equipment.

[0018] Specifically, the normal load 12 includes an ECU 50 (Electronic Control Unit) capable of executing driving control of the vehicle V. The ECU 50 shown in FIG. 1 may be configured as a single ECU or may include multiple ECUs. For example, the normal load 12 may include some of the multiple ECUs provided in the vehicle V. Furthermore, the normal load 12 may include a control unit (not shown) that is mounted on the vehicle V and is different from the ECU 50.

[0019] Furthermore, the normal load 12 may include an auxiliary load used for braking the vehicle V, such as an automatic braking device. The normal load 12 may include an auxiliary load used for steering the vehicle V, such as an automatic steering device. The normal load 12 may include an auxiliary load used for acquiring external information about the vehicle V, such as LiDAR (Light Detection And Ranging). The normal load 12 may include instruments such as a wiper device, a power window device, and a meter panel.

[0020] [1-3. Configuration of backup power system] The backup power supply system 20 includes a backup power supply unit 21 and an important emergency load 22 .

[0021] The backup power supply unit 21 includes a backup low-voltage power supply 23 , a switching device 24 , and a backup power supply control device 25 that controls the switching device 24 .

[0022] The backup power supply unit 21 includes a first external connection terminal T211, a second external connection terminal T212, and a ground terminal T213. The other end of the connection line L10 is connected to the first external connection terminal T211. The ground terminal T213 is connected to a ground line.

[0023] The emergency important load 22 (EL in the figure) is an electric power load mounted on the vehicle V. The emergency important load 22 may be a single device or may include multiple devices. The emergency important load 22 operates at a lower voltage than the high-voltage load 32, and therefore can be called a low-voltage load in comparison with the high-voltage load 32.

[0024] The emergency important load 22 is connected to the second external connection terminal T212 of the backup power supply unit 21 by a connection line L21.

[0025] The switching device 24 has a first terminal T241, a second terminal T242, and a third terminal T243. The first terminal T241 is connected to a first external connection terminal T211 of the backup power supply unit 21 by a connection line L211. The second terminal T242 is connected to a second external connection terminal T212 of the backup power supply unit 21 by a connection line L212.

[0026] The switching device 24 includes a connection line L241 that connects the first terminal T241 and the second terminal T242. A first switch SW1 is provided on the connection line L241. In this embodiment, the first switch SW1 is a switch having a normally open (NO) contact. That is, when no operation signal is applied to the first switch SW1, the first switch SW1 is maintained in an OFF state, and is a contact that maintains the connection line L241 in an interrupted state. When an operation signal is applied to the first switch SW1, the first switch SW1 is switched to an ON state, and connects the first terminal T241 and the second terminal T242.

[0027] For example, if the first switch SW1 is configured as an electromagnetic switch that opens and closes using electromagnetic force, the first switch SW1 is maintained in an off state when no electromagnetic force is generated by the operating current, and maintains the connection line L241 in an interrupted state. The first switch SW1 may be an electromagnetic switch such as an electromagnetic contactor, an electromagnetic switch, or a relay, or may be a semiconductor switch element, or may be a circuit such as a DC / DC converter having a switching function.

[0028] The switching device 24 includes a connection line L242 that connects the connection line L241 and a third terminal T243. One end of the connection line L242 is connected to the connection line L241 at a contact C241 formed between the first switch SW1 of the connection line L241 and the second terminal T242, and the other end is connected to the third terminal T243.

[0029] A second switch SW2 is provided on the connection line L242. The second switch SW2 connects the connection line L242 in the on state, and disconnects the connection line L242 in the off state.

[0030] The second switch SW2 may be an electromagnetic switch such as an electromagnetic contactor, an electromagnetic switch, or a relay, or may be a semiconductor switch element, or may be a circuit such as a DC / DC converter having a switching function. In this embodiment, the second switch SW2 is a DC / DC converter. Therefore, as will be described later, when the second switch SW2 is in the on state, the second switch SW2 can increase or decrease the voltage output from the connection line L242 to the contact C241. In other words, the second switch SW2 in this embodiment has the function of connecting and disconnecting the connection line L242 and the function of converting the voltage output from the connection line L242 to the contact C241.

[0031] The switching device 24 includes a connection line L243 connected in parallel to the connection line L241. One end of the connection line L243 is connected to a contact C242 formed between a first terminal T241 of the connection line L241 and the first switch SW1. The other end of the connection line L243 is connected to a contact C243 formed between the contact C241 of the connection line L241 and the second terminal T242. A third switch SW3 is provided on the connection line L243.

[0032] In this embodiment, the third switch SW3 is a switch having a normally closed (NC) contact. That is, the third switch SW3 has a contact that is maintained in the ON state when no operation signal is applied to the third switch SW3. When an operation signal is applied to the third switch SW3, the third switch SW3 is switched to the OFF state, and the connection line L243 is brought into a connected state.

[0033] For example, if the third switch SW3 is configured as an electromagnetic switch that opens and closes using electromagnetic force, the third switch SW3 is maintained in an on state when no electromagnetic force is generated by the operating current, and maintains the connection line L243 in a connected state. The third switch SW3 may be an electromagnetic switch such as an electromagnetic contactor, an electromagnetic switch, or a relay, or may be a semiconductor switch element, or may be a circuit such as a DC / DC converter having a switching function.

[0034] In this embodiment, the first switch SW1 and the third switch SW3 are modularized as a switch module 241. The specific configuration of the switch module 241 is not limited, and for example, the switch module 241 may be a single semiconductor device or a circuit including multiple devices.

[0035] The switching device 24 includes a connection line L244 that connects the connection line L241 to the ground line. One end of the connection line L244 is connected to a contact C244 formed between the first switch SW1 of the connection line L241 and the contact C241. The other end of the connection line L244 is connected to the ground line. A capacitor CP is provided on the connection line L244.

[0036] The backup low-voltage power supply 23 is a power supply with a lower voltage than the high-voltage power supply 31. The backup low-voltage power supply 23 outputs, for example, a direct current of 12 V. The backup low-voltage power supply 23 is, for example, a secondary battery that can be charged and discharged. Specifically, the backup low-voltage power supply 23 may be a lead battery, a lithium-ion battery, a lithium polymer battery, a lithium iron phosphate battery, a metal hydride battery, or other batteries.

[0037] The backup low-voltage power supply 23 is provided on the connection line L213. One end of the connection line L213 is connected to the third terminal T243 of the switching device 24. The other end of the connection line L213 is connected to the ground line. The backup low-voltage power supply 23 is provided on the connection line L213 so that the positive side is on the third terminal T243 side of the switching device 24 and the negative side is on the ground line side.

[0038] When the second switch SW2 is in the on state, the backup low-voltage power supply 23 supplies power to the backup power supply system 20 from the connection line L213 through the connection line L242 of the switching device 24. The power output from the backup low-voltage power supply 23 is stepped up or down to a desired voltage by the second switch SW2 and supplied to the backup power supply system 20. When the second switch SW2 is in the off state, the connection line L242 of the switching device 24 is cut off, so that no power is supplied from the backup low-voltage power supply 23 to the backup power supply system 20.

[0039] As described above, in the backup power supply system 20, a first switch SW1 having a normally open contact and a third switch SW3 having a normally closed contact are connected in parallel between the first terminal T241 and the second terminal T242.

[0040] When at least one of the first switch SW1 and the third switch SW3 is in the on state, the backup power supply system 20 is connected to the main power supply system 10. In this state, power can be supplied from the backup low-voltage power supply 23 to the main power supply system 10 through the first external connection terminal T211, and power can also be supplied from the main low-voltage power supply 11 to the emergency important load 22.

[0041] On the other hand, when both the first switch SW1 and the third switch SW3 are in the OFF state, the connection between the backup power supply system 20 and the main power supply system 10 is cut off.

[0042] The backup power supply control device 25 (BMS in the figure) is connected to a first switch SW1, a second switch SW2, and a third switch SW3 via signal lines. The backup power supply control device 25 controls the switching of the first switch SW1, the second switch SW2, and the third switch SW3 under the control of the ECU 50. The backup power supply control device 25 includes a processor such as a CPU (Central Processing Unit), and controls the backup power system 20 through cooperation between software and hardware by executing a program using the processor. In this case, the backup power supply control device 25 may include a storage unit that stores programs and data, and the storage unit is, for example, a ROM (Read Only Memory). The backup power supply control device 25 may also be configured with programmed hardware.

[0043] The backup power supply control device 25 outputs an operation signal to each of the first switch SW1, the second switch SW2, and the third switch SW3 via a signal line. The backup power supply control device 25 can switch each of the first switch SW1, the second switch SW2, and the third switch SW3 between a state in which an operation signal is output and a state in which an operation signal is not output.

[0044] The first switch SW1 is a normally open switch. The backup power supply control device 25 outputs an operation signal to the first switch SW1 to switch the first switch SW1 from an off state to an on state. The third switch SW3 is a normally closed switch. The backup power supply control device 25 outputs an operation signal to the third switch SW3 to switch the third switch SW3 from an on state to an off state.

[0045] The backup power supply control device 25 outputs an operation signal to the second switch SW2 to switch the second switch SW2 between an ON state and an OFF state. The backup power supply control device 25 also outputs an operation signal to the second switch SW2 to control the step-up or step-down of the second switch SW2. In other words, the backup power supply control device 25 controls the output voltage of the second switch SW2.

[0046] The backup power supply control device 25 operates by receiving power from, for example, the high-voltage power supply unit 36 ​​or the backup low-voltage power supply 23 .

[0047] In this embodiment, the important emergency load 22 is a functional unit that performs functions related to the traveling of the vehicle V, and includes, for example, a load that performs functions related to the traveling operation, stopping operation, or driving control of the vehicle V. The important emergency load 22 includes a load that performs functions to respond to an emergency while the vehicle V is traveling. Specifically, the important emergency load 22 includes a load that performs functions related to the execution of a minimal risk maneuver (MRM) related to the traveling of the vehicle V. For example, the MRM includes an operation or control corresponding to at least one of the minimum traveling operation, stopping operation, and driving control required to safely move the vehicle V to the shoulder of the road and stop it even if the driving force of the driving source is lost.

[0048] The emergency important load 22 may include a part or all of the above-mentioned ECU 50 that is capable of executing driving control of the vehicle V. The emergency important load 22 may be a control unit mounted on the vehicle V and may include a control unit (not shown) different from the ECU 50.

[0049] The emergency important load 22 may include an auxiliary load used for braking the vehicle V, such as an automatic braking device. The emergency important load 22 may include an auxiliary load used for steering the vehicle V, such as an automatic steering device. The emergency important load 22 may include an auxiliary load used for acquiring external information of the vehicle V, such as a LiDAR.

[0050] Some of the loads included in the emergency important loads 22 may overlap with the loads included in the normal loads 12 of the main power supply system 10. In other words, some of the normal loads 12 may also be emergency important loads 22, and these loads belong to both the main power supply system 10 and the backup power supply system 20. This configuration makes it possible to make the emergency important loads 22 redundant. In other words, the emergency important loads 22 that overlap with the normal loads 12 of the main power supply system 10 can operate using power supplied to the main power supply system 10 and can also operate using power supplied to the backup power supply system 20. Therefore, the emergency important loads 22 that overlap with the normal loads 12 of the main power supply system 10 can operate even if an abnormality occurs in the main power supply system 10, and can also operate even if an abnormality occurs in the backup power supply system 20.

[0051] In the above configuration, the first switch SW1 corresponds to an example of a main switch, the second switch SW2 corresponds to an example of a backup power switch, and the third switch SW3 corresponds to an example of a secondary switch. Here, the first switch SW1 is called the main switch and the third switch SW3 is called the secondary switch because the current capacity of the third switch SW3 can be made smaller than that of the first switch SW1. The names main switch and secondary switch do not mean that the on / off state of the third switch SW3 is restricted by the on / off state of the first switch SW1. The backup power supply control device 25 can independently turn the first switch SW1 and the third switch SW3 on and off.

[0052] [1-4. High-voltage power supply system configuration] The high-voltage power supply system 30 includes a high-voltage power supply 31 and a high-voltage load 32 .

[0053] The high-voltage power supply 31 is a power supply that supplies power at a higher voltage than the main low-voltage power supply 11 and the backup low-voltage power supply 23. The high-voltage power supply 31 is, for example, a secondary battery that can be charged and discharged. Specifically, the high-voltage power supply 31 may be a lithium-ion battery, a lithium polymer battery, a lithium iron phosphate battery, a metal hydride battery, or other batteries. The high-voltage power supply 31 outputs, for example, a direct current of 200 V.

[0054] The high-voltage power supply 31 is connected to a connection line L31. One end of the connection line L31 is connected to a ground line, and the negative electrode of the high-voltage power supply 31 is connected to the ground line side of the connection line L31.

[0055] The high-voltage load 32 is an electric power load that operates at a higher voltage than the normal load 12 and the emergency important load 22, and operates using electric power supplied from the high-voltage power supply 31. In this embodiment, the high-voltage load 32 includes a drive unit 321 that drives the vehicle V, and an air conditioner 322 (A / C in the figure) that conditions the air inside the passenger compartment of the vehicle V.

[0056] The drive unit 321 includes a rotating electric machine MG and a power control unit PCU that controls the rotating electric machine MG. The power control unit PCU includes a DC / DC converter (not shown), an inverter (not shown), and the like.

[0057] The drive unit 321 is connected to the other end of the connection line L31. The drive unit 321 converts the DC power supplied from the high-voltage power supply 31 into three-phase AC power using the power control unit PCU and supplies the converted power to the rotating electric machine MG. As a result, the rotating electric machine MG generates power to drive the vehicle V using the power from the high-voltage power supply 31.

[0058] The drive unit 321 causes the rotating electric machine MG to function as a regenerative brake when braking the vehicle V. In this case, the drive unit 321 may convert the three-phase AC power generated by the rotating electric machine MG into DC power in the power control unit PCU and charge the high-voltage power supply 31 with the DC power.

[0059] The air conditioner 322 is connected to a connection line L32 that connects to the connection line L31 at a contact C31 formed between the high-voltage power supply 31 of the connection line L31 and the drive unit 321. The air conditioner 322 operates using power from the high-voltage power supply 31.

[0060] [1-5. Configuration of step-down device] The step-down device 40 is provided on the connection line L40. One end of the connection line L40 is connected to a contact C32, and the other end is connected to a contact C12. The contact C32 is a contact formed between the high-voltage power supply 31 and the contact C31 of the connection line L31. The contact C12 is a contact formed between the contact C11 of the connection line L10 and the other end of the connection line L10. Here, the other end of the connection line L10 corresponds to the first external connection terminal T211 of the backup power supply system 20.

[0061] In this way, the high-voltage power supply system 30 is connected to the main power supply system 10 and the backup power supply system 20 via the step-down device 40 .

[0062] The step-down device 40 reduces the voltage of the power flowing through the high-voltage power supply system 30. The step-down device 40 is, for example, a DC / DC converter. The step-down device 40 reduces the voltage output by the high-voltage power supply system 30 and supplies the voltage to the main power supply system 10 and the backup power supply system 20.

[0063] The step-down device 40 can be switched between a connected state and a disconnected state. When the step-down device 40 is in a connected state, the high-voltage power supply system 30 is connected to the main power supply system 10 and the backup power supply system 20 via the connection line L40 and the step-down device 40. When the step-down device 40 is in a disconnected state, the high-voltage power supply system 30 is disconnected from the main power supply system 10 and the backup power supply system 20.

[0064] The high-voltage power supply 31 and the step-down device 40 constitute a high-voltage power supply unit 36. The high-voltage power supply unit 36 ​​is capable of outputting a voltage higher than the rated voltage of the backup power supply system 20. The high-voltage power supply unit 36 ​​may also be capable of outputting a voltage higher than the rated voltage of the main low-voltage power supply 11.

[0065] As described above, when the vehicle V is a vehicle having an internal combustion engine, the vehicle V is provided with a generator driven by the power of the internal combustion engine. This generator supplies the generated AC current to the high-voltage power supply 31 via a boost circuit or a rectifier circuit (not shown), thereby charging the high-voltage power supply 31. Alternatively, the AC current output by the generator may be supplied to the step-down device 40 directly or via a boost circuit or a rectifier circuit (not shown).

[0066] The vehicle power supply system 1 includes an ECU 50. As described above, the ECU 50 may include multiple ECUs, or may be a single device. The ECU 50 corresponds to an example of a vehicle control device.

[0067] The ECU 50 is connected to the normal load 12, the emergency important load 22, the backup power supply control device 25, and the high-voltage load 32 via signal lines. The devices to which the ECU 50 is connected are not limited to those described above. The ECU 50 may be connected to devices mounted on the vehicle V that are not shown in FIG. 1.

[0068] The ECU 50 includes a processor such as a CPU, and controls each component of the vehicle power supply system 1 through cooperation between software and hardware by executing a program using the processor. In this case, the ECU 50 may include a storage unit, such as a ROM, that stores programs and data. Alternatively, the ECU 50 may be configured as programmed hardware.

[0069] An operation unit 55 is connected to the ECU 50. The operation unit 55 includes switches and the like operated by a user of the vehicle V. For example, the operation unit 55 includes an SSSW (Start Stop SWitch) 56 that the user operates to instruct the vehicle V to start and stop. The operation unit 55 also includes switches and the like that the user uses to instruct the vehicle V to perform autonomous driving. The operation unit 55 may be a wireless communication device that is wirelessly connected to a remote control device (not shown) and detects operations by the remote control device. Here, the user of the vehicle V is, for example, the driver of the vehicle V, but may also include a person other than the driver who uses the vehicle V.

[0070] When the vehicle V is stopped, the vehicle power supply system 1 is in an off state, which will be described later. In the off state of the vehicle power supply system 1, the ECU 50 maintains an operable state using power supplied from the high-voltage power supply 31. This state may be a so-called sleep state or a low power consumption state. In the sleep state or the low power consumption state, the ECU 50 may be in a state in which, for example, power supply to some components of the ECU 50 is stopped. Furthermore, in the sleep state or the low power consumption state, the operating clock count of the ECU 50 and the sampling frequency at which the ECU 50 detects the state of the SSSW 56 and other sensors may be set to a longer cycle than when the vehicle V is operating.

[0071] When the vehicle power supply system 1 is in an off state, power is supplied to the normal load 12 and the emergency important load 22. This is to operate the emergency important load 22 and the normal load 12 while the vehicle power supply system 1 is in an off state. For example, the ECU 50 may monitor the detected value of a sensor included in the emergency important load 22 or a sensor connected to the emergency important load 22. Another example is a case where a camera included in the emergency important load 22 is used to monitor the surroundings of a parked vehicle V. In such a case, to operate the emergency important load 22, power is supplied from the high-voltage power supply unit 36 ​​to the emergency important load 22. Power is also supplied from the high-voltage power supply unit 36 ​​to the normal load 12. This power is called dark current. As described above, because the third switch SW3 is a normally closed type, power can be supplied from the main power supply system 10 to the emergency important load 22 via the third switch SW3 even when the backup power supply control device 25 is stopped.

[0072] When the ECU 50 detects operation of the SSSW 56 while the vehicle V is stopped, the ECU 50 starts the normal load 12, the emergency important load 22, the high-voltage load 32, etc. The ECU 50 starts the backup power supply control device 25 and causes the backup power supply control device 25 to control the first switch SW1, the second switch SW2, and the third switch SW3. This starts the vehicle V from the stopped state. In the started state, the vehicle V can run according to the user's operation.

[0073] When the ECU 50 detects operation of the SSSW 56 while the vehicle V is running, it stops the normal load 12, the emergency important load 22, the high-voltage load 32, etc. This causes the vehicle V to transition to a stopped state. In this case, the ECU 50 may control the backup power supply control device 25 to execute control over the first switch SW1, the second switch SW2, and the third switch SW3 to stop the vehicle V.

[0074] In the vehicle power supply system 1, when the vehicle V is in a start-up state, power is supplied from the high-voltage power supply 31 to each component of the main power supply system 10. Furthermore, power is supplied from the high-voltage power supply unit 36 ​​to the main power supply system 10 and the emergency important load 22. When the vehicle V is in a stopped state, a dark current flows from the high-voltage power supply unit 36 ​​to the emergency important load 22 as described above.

[0075] Incidentally, if a short circuit or ground fault occurs in the main power supply system 10, the power supply from the high-voltage power supply unit 36 ​​to the emergency important load 22 may be stopped in order to protect the vehicle power supply system 1. For example, fuses (not shown) are provided at multiple locations in the circuits that make up the vehicle power supply system 1. If a ground fault or short circuit occurs, the fuses provided in the connection lines L31, L32, L40, etc. will blow, stopping the power supply from the high-voltage power supply unit 36 ​​to the emergency important load 22. In addition, the protection function may also shut off the output of the step-down device 40.

[0076] Even in such a case, the vehicle power supply system 1 can supply power from the backup low-voltage power supply 23 to the emergency important load 22 so that the power supply to the emergency important load 22 is not interrupted. Specifically, by switching the second switch SW2 on, the backup low-voltage power supply 23 is connected to the connection line L212, and power supply from the backup low-voltage power supply 23 to the emergency important load 22 is started. Alternatively, while the emergency important load 22 is operating during startup of the vehicle V, the backup power supply control device 25 may keep the second switch SW2 in the OFF state to prepare for a situation in which the power supply from the step-down device 40 to the backup power supply system 20 is interrupted. In this case, it is sufficient that the output voltage of the second switch SW2 is adjusted in accordance with the output voltage of the step-down device 40 so that a current does not flow from the second switch SW2 toward the step-down device 40.

[0077] The vehicle power supply system 1 may be configured to be able to charge the main low-voltage power supply 11 and the backup low-voltage power supply 23 with power supplied by the high-voltage power supply unit 36. Specifically, when the charge capacity of the main low-voltage power supply 11 decreases, the main low-voltage power supply 11 may be charged with power output from the step-down device 40 under the control of the ECU 50 or the backup power supply control device 25. The same applies to the backup low-voltage power supply 23.

[0078] [2. Vehicle power supply system operation] [2-1. Starting up the vehicle power supply system] The operation of the vehicle power supply system 1 will now be described. FIG. 2 is a flowchart showing the operation of vehicle power supply system 1, and illustrates the operation when vehicle power supply system 1 transitions from an off state to an on state.

[0079] The on state of the vehicle power supply system 1 refers to a state in which the drive source of the vehicle V is activated and the power necessary to drive the vehicle V is supplied to the accessories required for driving the vehicle V. The drive source being activated refers to the drive source being able to operate immediately to drive the vehicle V. The on state can also be rephrased as a state in which the vehicle V is running or a state in which the vehicle V is able to run immediately. In this embodiment, the on state of the vehicle power supply system 1 refers to a state in which the drive unit 321 is activated and the normal load 12 and the emergency important load 22 are activated.

[0080] The off state of the vehicle power supply system 1 refers to a state in which the drive source of the vehicle V is not activated and the auxiliary machinery required for running the vehicle V is not supplied with the power required to drive the vehicle V. In this embodiment, the off state of the vehicle power supply system 1 refers to a state in which the high-voltage load 32 including the drive unit 321 is not activated, the normal load 12 and the important emergency load 22 are not activated, and standby power is supplied to the normal load 12 and the important emergency load 22. As described above, the current flowing from the main power supply system 10 to the normal load 12 and the important emergency load 22 when the vehicle power supply system 1 is off is called a dark current.

[0081] The vehicle power supply system 1 transitions to the ON state when an ON operation is performed in the OFF state. The ON operation refers to, for example, an ON operation of an operation unit provided in the vehicle V by a user of the vehicle V. The operation unit is, for example, the SSSW 56.

[0082] The vehicle power supply system 1 transitions to the off state when an off operation is executed in the on state. The off operation refers to, for example, an operation unit such as the SSSW 56 provided in the vehicle V being operated by the user of the vehicle V.

[0083] When the vehicle V is equipped with an internal combustion engine, the on state of the vehicle power supply system 1 can be said to be a state in which the internal combustion engine is running and the normal load 12 and the emergency important load 22 are running. In this case, the off state is a state in which the internal combustion engine is not running, the normal load 12 and the emergency important load 22 are not running, and standby power is supplied to the normal load 12 and the emergency important load 22.

[0084] If the vehicle V is equipped with an internal combustion engine, the operation to turn on the vehicle power supply system 1 is, for example, an ignition operation of the vehicle V, specifically, an operation to turn on the ignition switch. The operation to turn off the vehicle power supply system 1 is an operation to turn off the ignition switch. The SSSW 56 can be said to be an example of an ignition switch.

[0085] The standby power of the normal load 12 and the emergency important load 22 is the above-mentioned dark current, and is supplied from the main power supply system 10 to the normal load 12 and the emergency important load 22 .

[0086] The operation of the vehicle power supply system 1, which will be described below, is realized by executing a program that is pre-stored in the ECU 50 and the backup power supply control device 25 mounted on the vehicle V.

[0087] 2 may be executed by either the ECU 50 or the backup power supply control device 25. In this embodiment, an example in which the ECU 50 executes the operation of FIG.

[0088] When the ECU 50 detects operation of the SSSW 56 while the vehicle power supply system 1 is in the off state (step S11), it starts up the backup power supply system 20 (step S12). In step S12, the ECU 50 starts supplying power to the backup power supply control device 25. Furthermore, the ECU 50 transitions the backup power supply control device 25 to a state in which the first switch SW1, the second switch SW2, and the third switch SW3 can be switched.

[0089] Next, the ECU 50 controls the backup power supply control device 25 to execute a normality determination process (step S13). The normality determination process is a process for determining whether or not the backup power supply system 20 is normal. If the ECU 50 determines in the normality determination process that the backup power supply system 20 is normal, the ECU 50 proceeds to the next step S14. Details of the normality determination process will be described later with reference to FIGS. 4 and 5.

[0090] After the normality determination process, the backup power supply control device 25 switches the first switch SW1 ON under the control of the ECU 50 (step S14). After the switching of the first switch SW1 is completed, the backup power supply control device 25 switches the third switch SW3 OFF under the control of the ECU 50 (step S15). After the third switch SW3 is switched OFF, the ECU 50 starts up the normal load 12 and the emergency important load 22 (step S16). This causes the vehicle power supply system 1 to transition to the ON state.

[0091] 3 is a timing chart showing the process of the vehicle power supply system 1 transitioning from an off state to an on state. In FIG. 3, (a) shows the state of the third switch SW3, (b) shows the state of the first switch SW1, and (c) shows the state of the backup power supply unit 21. (d) shows the state of the important emergency load 22, and (e) shows the magnitude of the current I3 flowing through the third switch SW3.

[0092] 6 is a timing chart showing, as a comparative example, the process by which vehicle power supply system 1 transitions from an off state to an on state. In FIG. 6, (a) shows the state of third switch SW3, (b) shows the state of first switch SW1, and (c) shows the state of backup power supply unit 21. (d) shows the state of emergency important load 22, and (e) shows the magnitude of current I3 flowing through third switch SW3.

[0093] FIG. 3 shows an example of an operation performed by the vehicle power supply system 1 as an embodiment to which the present invention is applied, and FIG. 6 shows an example of an operation for comparison with the present invention.

[0094] 3 and 6, the timing when ECU 50 detects operation of SSSW 56 is designated as time T1. At time T1, vehicle power supply system 1 is in the off state, so third switch SW3 is in the on state and first switch SW1 is in the off state, as shown in FIGS. 3(a) and 3(b). Furthermore, emergency important load 22 is in the sleep state, as shown in FIG. 3(d), and dark current I3 flowing from main power supply system 10 to emergency important load 22 flows through third switch SW3, as shown in FIG. 3(e).

[0095] When the ECU 50 detects the operation of the SSSW 56, it activates the backup power supply system 20 as shown in FIG. 3(c) and executes a normality determination process. In the normality determination process, as described below, it is determined whether or not there is a malfunction in the first switch SW1, the second switch SW2, and the third switch SW3 provided in the backup power supply unit 21. During the normality determination process, the third switch SW3 is maintained in an ON state, and the first switch SW1 is maintained in an OFF state. During the normality determination process, the first switch SW1 and the third switch SW3 are switched between an ON state and an OFF state several times. Therefore, strictly speaking, during the normality determination process, there are periods during which the third switch SW3 is in an OFF state and periods during which the first switch SW1 is in an ON state. However, these periods are relatively short, and therefore the states of the first switch SW1 and the third switch SW3 can be regarded as shown in FIG. 3.

[0096] The timing at which the normality determination process is completed is defined as time T2. At time T2, the first switch SW1, the third switch SW3, and the emergency important load 22 maintain the off state of the vehicle power supply system 1. The ECU 50 switches the first switch SW1 on at time T2. After this switching is completed, at time T3, the ECU 50 switches the third switch SW3 off. As the first switch SW1 turns on at time T2, the current I3 flowing through the third switch SW3 decreases at time T2. Furthermore, as the third switch SW3 turns off at time T3, the current I3 becomes 0 [A] at time T3.

[0097] After the third switch SW3 is turned off at time T3, the ECU 50 starts the emergency important load 22 at time T4. Time T4 is the timing when the ignition is turned on in a vehicle V equipped with an internal combustion engine. Time T4 can be said to be the timing when the vehicle power supply system 1 is turned on.

[0098] At times T1 to T4, current I3 flowing through third switch SW3 is a current equivalent to or smaller than the dark current flowing through emergency important load 22 when vehicle power supply system 1 is in the off state. The value of current I3 in this case is smaller than the current flowing from main power supply system 10 to emergency important load 22 when vehicle power supply system 1 is in the on state. When vehicle power supply system 1 is in the on state, the current flowing from main power supply system 10 to emergency important load 22 passes through first switch SW1, so no large current flows through third switch SW3.

[0099] In this way, the current flowing through the third switch SW3 is smaller than that through the first switch SW1, so that the third switch SW3 can be a switch with a smaller current capacity than the first switch SW1. This allows a switch with a simple configuration to be used as the third switch SW3, thereby achieving miniaturization and cost reduction of the backup power supply unit 21.

[0100] As a comparative example, refer to Fig. 6. In the operation example of Fig. 6, after ECU 50 detects operation of SSSW 56 at time T1, ECU 50 continues the off state of vehicle power supply system 1, and at time T4 when the ignition is turned on, performs normality determination processing and starts up emergency important load 22.

[0101] 6, as the emergency important load 22 starts up at time T4, a current necessary for normal operation of the emergency important load 22 flows from the main power supply system 10 to the emergency important load 22. As a result, the current I3 flowing through the third switch SW3 rises as indicated by the symbol H.

[0102] The ECU 50 turns on the first switch SW1 at time T11 when the normality determination process is completed, and then turns off the third switch SW3 at time T12. As the first switch SW1 is turned on, the current I3 decreases and becomes zero at time T12.

[0103] As described above, in the comparative example, the ECU 50 starts the emergency important load 22 and executes the normality determination process when the ignition of the vehicle V is turned on, and controls the first switch SW1 to be turned on after the normality determination process is completed. In this example, power for causing the emergency important load 22 to perform a normal operation, i.e., an operation when the vehicle power supply system 1 is in the on state, is supplied to the emergency important load 22 via the third switch SW3. In other words, the third switch SW3 needs to have a current capacity corresponding to the current flowing through the emergency important load 22 when the vehicle power supply system 1 is in the on state. Therefore, a switch having a current capacity equivalent to that of the first switch SW1 needs to be used as the third switch SW3.

[0104] A comparison of the operation example of Fig. 3 with the comparative example of Fig. 6 reveals a significant difference in the magnitude of the current I3 flowing through the third switch SW3. In the vehicle power supply system 1 of this embodiment, by transitioning the vehicle power supply system 1 to the on state through the operation shown in Fig. 3, an increase in the current I3 flowing through the third switch SW3 is avoided, thereby enabling the third switch SW3 to be made smaller and less expensive.

[0105] [2-2. Normality determination process] 4 and 5 are flowcharts showing the operation of the vehicle power supply system 1, and show in detail the normality determination process executed in step S13 of Fig. 2. The normality determination process is a process for determining whether the backup power supply system 20 is normal or not, and here, as an example, a process for determining whether the switch provided in the backup power supply unit 21 is operating normally will be described.

[0106] Specifically, the first switch SW1, the second switch SW2, and the third switch SW3 do not operate normally, specifically in the cases of a stuck-on state and a stuck-off state. Stuck-on and stuck-off states are switch failure modes, in which the switch contacts are fixed in the on or off state. Here, the term "switch" refers to the first switch SW1, the second switch SW2, and the third switch SW3. For example, in a mechanical switch with contacts, the contacts may fuse together if an arc occurs when the contacts are opened or closed, or if a current exceeding the rated value flows through the contacts. In this case, the switch is fixed in the on state, resulting in a stuck-on failure. Stuck-off states occur when the contacts are fixed in a disconnected state due to contact wear due to lifespan or a broken wire. If a stuck-on or stuck-off state occurs in any of the first switch SW1, the second switch SW2, and the third switch SW3, that switch is fixed in the on or off state regardless of the control of the backup power supply control device 25. In such a case, the ECU 50 determines that the backup power supply unit 21 is not operating normally.

[0107] In the operation examples shown in FIGS. 4 and 5, it is determined whether each of the first switch SW1, the second switch SW2, and the third switch SW3 is stuck on or stuck off. Steps S21-S24 in Fig. 4 are a process for determining whether the third switch SW3 is stuck off, and are referred to as the first determination process. Steps S25-S31 in Fig. 4 are a process for determining whether the first switch SW1 and the third switch SW3 are stuck on, and whether the second switch SW2 is stuck off, and are referred to as the second determination process. Steps S41-S44 in Fig. 5 are a process for determining whether the first switch SW1 is stuck off, and are referred to as the third determination process. Steps S45-S48 are a process for determining whether the second switch SW2 is stuck on, and are referred to as the fourth determination process.

[0108] 4 and 5 in step S13. In other words, the ECU 50 may execute at least one of the first to fourth determination processes in step S13. Furthermore, the execution order of the first to fourth determination processes is not limited to the order shown in FIGS. 4 and 5, and the order can of course be changed as appropriate.

[0109] In this embodiment, an example will be described in which the ECU 50 executes the normality determination process, but the backup power supply control device 25 may execute the normality determination process. The ECU 50 executes a first determination process in steps S21 to S24. The ECU 50 turns the first switch SW1 off, the second switch SW2 off, and the third switch SW3 on (step S21).

[0110] The ECU 50 measures or detects the potential P1 of the main power supply system 10 and the potential P2 of the backup power supply system 20 (step S22). The potential P1 is, for example, the potential at the contact C12 shown in FIG. 1 or at a position equipotential to the contact C12. The potential P2 is the potential at the second external connection terminal T212 or at a position equipotential to the second external connection terminal T212.

[0111] The ECU 50 compares the potential P1 with the potential P2 and determines whether the difference between the potential P1 and the potential P2 is equal to or less than a predetermined value (step S23). The predetermined value used for the determination in step S23 is a value that is set in advance in the ECU 50. The predetermined value in step S23 and the predetermined values ​​in steps S27, S30, S44, and S48, which will be described later, are each set in the ECU 50 and may be the same value or different values.

[0112] If the ECU 50 determines that the difference between the potentials P1 and P2 is not equal to or less than the predetermined value, i.e., is greater than the predetermined value (step S23; NO), the ECU 50 determines that the third switch SW3 is stuck off (step S24). In this case, the ECU 50 proceeds to step S29, which will be described later.

[0113] If it is determined that the difference between the potentials P1 and P2 is equal to or less than the predetermined value (step S23; YES), the ECU 50 executes a second determination process in steps S25-S31. The ECU 50 turns the first switch SW1 off, turns the second switch SW2 on, and turns the third switch SW3 off (step S25). The ECU 50 measures or detects the potentials P1 and P2 (step S26). The potentials P1 and P2 are the potentials at the above-mentioned positions. The ECU 50 determines whether the difference between the potentials P1 and P2 is equal to or less than the predetermined value (step S27).

[0114] When the ECU 50 determines that the difference between the potentials P1 and P2 is equal to or smaller than a predetermined value (step S27; YES), the ECU 50 determines that the first switch SW1 or the third switch SW3 is stuck on (step S28). In this case, the ECU 50 proceeds to step S29, performs an operation of outputting a switch abnormality (step S29), and ends the normality determination process. The output of step S29 is an output indicating that the backup power supply unit 21 is not normal. For example, the ECU 50 displays an error code corresponding to the switch abnormality or a warning on a display (not shown) mounted on the vehicle V. The ECU 50 also stores information related to the error indicating the abnormality in the switch of the backup power supply unit 21 in a built-in memory unit. After step S29, the ECU 50 may stop the process of FIG. 2 and maintain the vehicle power supply system 1 in the off state.

[0115] When the ECU 50 determines that the difference between the potentials P1 and P2 is greater than a predetermined value (step S27; NO), it determines whether the potential P2 is equal to or less than a predetermined value (step S30). If the potential P2 is equal to or less than the predetermined value (step S30; YES), the ECU 50 determines that the second switch SW2 is stuck off (step S31), and proceeds to step S29.

[0116] If it is determined that the potential P2 is higher than the predetermined value (step S30; NO), the ECU 50 executes the third determination process of FIG. 5. The ECU 50 turns on the first switch SW1, turns on the second switch SW2, and turns off the third switch SW3 (step S41). The ECU 50 measures or detects the potentials P1 and P2 (step S42). The potentials P1 and P2 are the potentials at the above-mentioned positions. The ECU 50 determines whether the difference between the potentials P1 and P2 is equal to or less than a predetermined value (step S43).

[0117] When the ECU 50 determines that the difference between the potential P1 and the potential P2 is greater than the predetermined value (step S43; NO), the ECU 50 determines that the first switch SW1 is stuck off (step S44), and proceeds to step S29.

[0118] When the ECU 50 determines that the difference between the potentials P1 and P2 is equal to or smaller than a predetermined value (step S43; YES), the ECU 50 executes a fourth determination process. The ECU 50 turns on the first switch SW1, turns off the second switch SW2, and turns off the third switch SW3 (step S45). The ECU 50 measures or detects the potential P2 and the output potential P3 of the backup low-voltage power supply 23 (step S46). The output potential P3 is, for example, the potential of the positive electrode of the backup low-voltage power supply 23, e.g., the potential of the third terminal T243 in FIG. 1.

[0119] The ECU 50 determines whether the difference between the potential P2 and the output potential P3 is equal to or less than a predetermined value (step S47). If the ECU 50 determines that the difference between the potential P2 and the output potential P3 is equal to or less than the predetermined value (step S47; YES), the ECU 50 determines that the second switch SW2 is stuck on (step S48), and proceeds to step S29.

[0120] When the ECU 50 determines that the difference between the potential P2 and the output potential P3 is greater than a predetermined value (step S47; NO), it determines that the first switch SW1, the second switch SW2, and the third switch SW3 are normal (step S49). This means that it determines that the backup power supply unit 21 operates normally. In this case, the ECU 50 normally completes the normality determination process (step S50) and proceeds to step S14 in FIG. 2.

[0121] 3. Other Embodiments The above embodiment shows a specific example to which the present invention is applied, and does not limit the form to which the invention is applied.

[0122] 4 and 5 are merely examples, and any process may be used as long as it determines whether the backup power supply system 20 operates normally. For example, in the normality determination process, the ECU 50 may supply power from the main power supply system 10. Specifically, the ECU 50 turns off the first switch SW1 and the third switch SW3, and causes the step-down device 40 to output a voltage higher than the output voltage of the second switch SW2. In this case, if the difference in voltage across the first switch SW1 is equal to or smaller than a predetermined value, it can be determined that the first switch SW1 and / or the third switch SW3 are stuck on.

[0123] 3 is merely an example of operation, and the operation of the vehicle power supply system 1 can be changed as appropriate. For example, while Fig. 3(d) shows an example in which the emergency important load 22 is started at time T4, the normal load 12 may also be started together with the emergency important load 22. Furthermore, the timing at which the emergency important load 22 is started may be any time after time T3.

[0124] 4. Configurations supported by the above embodiments The above embodiment supports the following configurations.

[0125] (Configuration 1) A vehicle power supply system comprising a main power supply system having a main low-voltage power supply and a normal load, and a backup power supply system having a backup low-voltage power supply and an emergency important load and connected to the main power supply system, the backup power supply system being capable of supplying power from the backup low-voltage power supply to the main power supply system, a main switch capable of switching between connection and disconnection of the backup low-voltage power supply and the main power supply system, and a backup power supply control device controlling the main switch, wherein the main switch is disconnected when not controlled, and a sub switch is arranged in parallel with the main switch between the main power supply system and the backup power supply system and is connected when the main switch is not controlled, and a small number of the normal load and the emergency important load are connected to the backup power supply system. a vehicle control device capable of controlling at least one of the normal load and the important emergency load, the main power supply system, and the backup power supply system, wherein when an operation to start at least one of the normal load and the important emergency load is performed, the vehicle control device executes a process to start the backup power supply control device and a normality determination process to determine whether the backup power supply system is normal or not, before at least one of the normal load and the important emergency load is started, and if it is determined in the normality determination process that the backup power supply system is normal, the vehicle control device completes an operation to control the main switch to connect and an operation to control the sub switch to disconnect before at least one of the normal load and the important emergency load is started. According to configuration 1, the vehicle power supply system, which enables power supply from the main power supply system and the backup power supply system to important loads in an emergency, operates so that a large current does not flow through the secondary switch. As a result, the current capacity required for the secondary switch is small, which allows for the secondary switch to be made smaller and less expensive, thereby enabling the backup power supply system to be made smaller and less expensive.

[0126] (Configuration 2) The vehicle power supply system according to configuration 1, wherein the current capacity of the auxiliary switch is smaller than the current capacity of the main switch. According to configuration 2, by using a switch with a smaller current capacity as the secondary switch than the primary switch, it is possible to reduce the size and cost of the backup power supply system.

[0127] (Configuration 3) The vehicle power supply system according to Configuration 1 or 2, wherein the vehicle control device, if determining that the backup power supply system is normal in the normality determination process, turns off the sub switch after the main switch is connected. According to configuration 3, the secondary switch is turned off after the backup low-voltage power supply and the main power supply system are connected by the main switch. As a result, the secondary switch is turned off after it becomes possible to supply power from the main power supply system to the important load in an emergency on the backup power supply system via the main switch. Therefore, while the main switch and the secondary switch are being disconnected, it is possible to maintain a state in which power can be supplied from the main power supply system to the important load in an emergency. Therefore, it is possible to reliably ensure the power supply to the important load in an emergency.

[0128] (Configuration 4) A vehicle power supply system according to any one of Configurations 1 to 3, wherein, when the vehicle control device determines that the backup power supply system is normal in the normality determination process, the vehicle control device controls the main switch to connect the power and the sub switch to disconnect the power, thereby enabling power supply from the main power supply system to the emergency important load, and then starts up the emergency important load. According to configuration 4, power can be supplied from the main power supply system to the important load in an emergency via the main switch, and the important load in an emergency is started after the secondary switch is shut off. This reliably prevents a large current from flowing through the secondary switch, thereby enabling the secondary switch to be made smaller and less expensive.

[0129] (Configuration 5) The vehicle power supply system according to any one of Configurations 1 to 4, wherein the normality determination process includes a process for determining whether the main switch operates normally. According to configuration 5, it is possible to avoid a situation in which a large current flows through the sub switch due to a malfunction of the main switch, thereby making it possible to reduce the size and cost of the sub switch.

[0130] (Configuration 6) The vehicle power supply system according to any one of Configurations 1 to 5, wherein the backup power supply system includes a backup power supply switch that switches between supplying and cutting off power from the backup low-voltage power supply in accordance with the control of the backup power supply control device, and the normality determination process includes determining whether the backup power supply switch is operating normally. According to configuration 6, the emergency-critical load is started when it is determined that the backup power supply switch is operating normally. Therefore, the emergency-critical load is started only after it is determined that power can be supplied to the emergency-critical load from the backup low-voltage power supply. Therefore, the power supply to the emergency-critical load can be reliably secured. [Explanation of symbols]

[0131] 1...vehicle power supply system, 10...power supply system, 11...main low-voltage power supply, 12...normal load, 20...backup power supply system, 21...backup power supply unit, 22...critical emergency load, 23...backup low-voltage power supply, 24...switching device, 25...backup power supply control device, 30...high-voltage power supply system, 31...high-voltage power supply, 32...high-voltage load, 40...step-down device, 50...ECU (vehicle control device), 55...operation unit, 56...SSSW, 241...switch module, 321...drive unit, 322...air conditioning unit, CP...capacitor, MG...rotating electric machine, PCU...power control unit, SW1...first switch (main switch), SW2...second switch (backup power supply switch), SW3...third switch (secondary switch), V...vehicle.

Claims

1. a main power system having a main low voltage power source and a normal load; a backup power supply system having a backup low-voltage power supply and an important emergency load and connected to the main power supply system; The backup power supply system is capable of supplying power from the backup low-voltage power supply to the main power supply system, and includes a main switch that can switch between connection and disconnection between the backup low-voltage power supply and the main power supply system, and a backup power supply control device that controls the main switch, The main switch is disconnected when not controlled; a secondary switch that is arranged in parallel with the main switch between the main power supply system and the backup power supply system and that is connected when the main switch is not being controlled; a vehicle control device capable of controlling the normal load, the emergency important load, the main power supply system, and the backup power supply system; The vehicle control device includes: when an operation to start the normal load and the emergency important load is performed, a process to start the backup power supply control device and a normality determination process to determine whether the backup power supply system is normal are executed before one of the normal load and the emergency important load, whichever is started earlier, is started, If it is determined that the backup power supply system is normal in the normality determination process, the operation of controlling the main switch to connect and the operation of controlling the sub switch to disconnect are completed before one of the normal load and the emergency important load, whichever starts up earlier, is started.

2. 2. The vehicle power supply system according to claim 1, wherein the current capacity of the secondary switch is smaller than the current capacity of the primary switch.

3. 3. The vehicle power supply system according to claim 2, wherein the vehicle control device, when determining that the backup power supply system is normal in the normality determination process, closes the main switch and then closes the sub switch.

4. 4. The vehicle power supply system according to claim 3, wherein, when it is determined that the backup power supply system is normal in the normality determination process, the vehicle control device executes an operation of controlling the main switch to connect and an operation of controlling the sub switch to disconnect, thereby enabling power supply from the main power supply system to the emergency important load, and then starts up the emergency important load.

5. 5. The vehicle power supply system according to claim 1, wherein the normality determination process includes a process for determining whether the main switch operates normally.

6. the backup power supply system includes a backup power supply switch that switches between supplying and cutting off power from the backup low-voltage power supply in accordance with control by the backup power supply control device; The vehicle power supply system according to claim 5 , wherein the normality determination process includes determining whether the backup power supply switch operates normally.

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