Vehicle Power System

Abstract

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

Description

[Technical Field]

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

[0002] As a technology of this kind, a vehicle power supply system is known in which at least some of the functions of the control device 1A and the control device 1B are multiplexed and made redundant, thereby improving the reliability of the system (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2020-152139 Summary of the Invention [Problem to be solved by the invention]

[0004] In conventional technology, a battery is required for each of the power supply system having the control device 1A and the power supply system having the control device 1B, which has been an obstacle to reducing the cost and size of the vehicle power supply system. Reducing the size and weight of vehicle power supply systems will improve energy efficiency, and reducing the cost of vehicle power supply systems will spur their widespread adoption, contributing to the development of sustainable transportation systems. [Means for solving the problem]

[0005] A vehicle power supply system according to one aspect of the present invention is a vehicle power supply system including a first power supply system that supplies power from a first power source to a first load related to vehicle driving control, and a second power supply system that supplies power from a second power source to a second load related to vehicle driving control, the vehicle power supply system including a system connection unit that can connect and disconnect the first power supply system and the second power supply system, a second power supply connection unit that can connect and disconnect the second power supply and the second load, Included in the second load,Secondary power connection and Grid connection of Blocked state and Connection Status with Switch to Control and a control unit. The control unit outputs a first control signal to the system connection unit to instruct connection or disconnection between the first power supply system and the second power supply system, and outputs a second control signal to the second power supply connection unit to instruct connection or disconnection between the second power supply and the second load. The system connection unit is configured to maintain a connected state when the first control signal is not input, and the second power supply connection unit is configured to maintain a disconnected state when the second control signal is not input. [Effects of the Invention]

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

[0007] [Figure 1] 1 is a schematic diagram illustrating the configuration of a vehicle power supply system according to an embodiment of the invention; [Figure 2A] FIG. 1 is a schematic diagram illustrating a vehicle power supply system. [Figure 2B] FIG. 1 is a schematic diagram illustrating a vehicle power supply system. [Figure 2C] FIG. 1 is a schematic diagram illustrating a vehicle power supply system. [Figure 2D] FIG. 1 is a schematic diagram illustrating a vehicle power supply system. [Figure 3] 10 is a flowchart illustrating a flow of switch switching control. [Figure 4] FIG. 2 is a schematic diagram illustrating the configuration of a vehicle power supply system according to a first modification; [Figure 5] FIG. 10 is a schematic diagram illustrating the configuration of a vehicle power supply system according to a second modification. [Figure 6A] FIG. 1 is a schematic diagram illustrating a vehicle power supply system. [Figure 6B] FIG. 1 is a schematic diagram illustrating a vehicle power supply system. [Figure 6C] FIG. 1 is a schematic diagram illustrating a vehicle power supply system. [Figure 6D] FIG. 1 is a schematic diagram illustrating a vehicle power supply system. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. <Summary> A vehicle power supply system according to one embodiment of the present invention increases the reliability of the system by multiplexing and redundancy of at least some of the functions of a first load acting as a first control device and a second load acting as a second control device, while providing a battery in only one of the first power supply system having the first load and the second power supply system having the second load, thereby achieving cost reduction and miniaturization compared to vehicle power supply systems that have batteries in both the first power supply system and the second power supply system. Such a vehicle power supply system will be described in detail below.

[0009] <Vehicle power supply system configuration> 1 is a schematic diagram illustrating the configuration of a vehicle power supply system 1 according to an embodiment of the present invention, which is mounted on a vehicle V. The operating states of switches SW1, SW2, and SW3 shown in FIG. 1 indicate normal operating states. In the embodiment, the normal state refers to a state in which an ignition (IG) switch (not shown) is on and no abnormality, which will be described later, occurs in the vehicle power supply system 1. Furthermore, setting the switches SW1, SW2, and SW3 to the switching states exemplified in FIG. 1 is called a normal setting.

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

[0011] <1st power system> The power supply system that supplies power to the first load 11 will be referred to as the first power supply system 10. The first power supply system 10 has a first power supply 41, the first load 11, a switch SW1 as a first power supply connection unit that can switch between connection and disconnection between the first power supply 41 and the first load 11, and a first battery 12 connected to the first load 11 side of the switch SW1.

[0012] (1st power supply) The first power supply 41 is configured by a DC-DC converter that converts a DC voltage (for example, 200 [V]) supplied from the high-voltage power supply system 30 into a voltage required by the first load 11. The first power supply 41 outputs a DC voltage (for example, 12 [V]) after DC-DC conversion.

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

[0014] (1st load) The first load 11 includes a load that performs functions related to driving operation, stopping operation, or driving control for the autonomous driving (AD) function of the vehicle V. As an example, the first load 11 includes at least one of an auxiliary load used for driving control for AD of the vehicle V, such as an ECU (Electronic Control Unit), an auxiliary load used for braking for AD of the vehicle V, an auxiliary load used for steering for AD of the vehicle V, and an auxiliary load used for acquiring external information for AD of the vehicle V, such as a LiDAR (Light Detection and Ranging) or a camera. In the embodiment, the first load 11 includes an ECU 111 used for AD driving control of the vehicle V, a brake control device 112 that controls a braking device used for AD braking of the vehicle V, a steering control device 113 that controls a steering device used for AD steering of the vehicle V, and an external environment information processing device 114 that processes input information for AD from a LiDAR or camera used to acquire external environment information of the vehicle V.

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

[0016] In addition, when the vehicle V is equipped with an engine (not shown), the first load 11 may have a starter motor (not shown) that starts the engine.

[0017] (First battery) The first battery 12 is configured as a secondary battery capable of repeated charging and discharging. In this embodiment, the first battery 12 is configured as, for example, a lithium ion battery. This makes it possible to easily and accurately estimate the state of the first battery 12 using known means and methods. The first battery 12 outputs power at a voltage of, for example, 12 V.

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

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

[0020] (2nd power supply) The second power supply 42 is configured by a DC-DC converter that converts a DC voltage (for example, 200 [V]) supplied from the high-voltage power supply system 30 into a voltage required by the second load 21. The second power supply 42 outputs a DC voltage (for example, 12 [V]) after DC-DC conversion.

[0021] (Switch SW2) The second power supply 42 and the second load 21 are connected via a power line L20. The switch SW2 is provided on the second power supply 42 side of the power line L20. Like the switch SW1, the switch SW2 is a normally open (NO) switch formed of, for example, a semiconductor switch. Therefore, by configuring the switch SW2 so that a switching control signal to the ON state is input to the switch SW2 under normal circumstances, a DC voltage converted from DC to DC by the second power supply 42 is applied to the second load 21 via the switch SW2 in the ON state and the power line L20. The switching of the switch SW2 is controlled using power from either the second power supply 42 of the second power supply system 20 or the high-voltage power supply 31 of the high-voltage power supply system 30. In other words, under normal circumstances, an ECU 211, which will be described in detail later, receives power from the second power supply 42 of the second power supply system 20 and controls the switching of the switch SW2. On the other hand, when the ECU 211 cannot receive power supply from the second power supply 42, an external control device that operates by receiving power from the high-voltage power supply 31 of the high-voltage power supply system 30 controls the switching of the switch SW2, thereby providing redundancy.

[0022] (2nd load) The second load 21 includes a load that performs functions related to driving operation, stopping operation, or driving control of the vehicle V for an advanced driver assistance system (ADAS) function. The second load 21 performs functions related to the execution of a minimal risk maneuver (MRM), which is the minimum driving operation, stopping operation, and driving control required to safely move the vehicle V to the shoulder of the road or the like and stop it, even if an abnormality occurs in the first power supply system 10. As an example, the second load 21 includes at least one of an auxiliary load used for driving control for the ADAS of the vehicle V, such as an ECU, an auxiliary load used for braking for the ADAS of the vehicle V, an auxiliary load used for steering for the ADAS of the vehicle V, and an auxiliary load used to acquire external information for the ADAS of the vehicle V, such as a LiDAR or a camera. In the embodiment, the second load 21 includes an ECU 211 used for driving control for the ADAS of the vehicle V, a brake control device 212 that controls a braking device used for braking for the ADAS of the vehicle V, a steering control device 213 that controls a steering device used for steering for the ADAS of the vehicle V, and an external environment information processing device 214 that processes input information for the ADAS from a LiDAR or a camera used to acquire external environment information of the vehicle V.

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

[0024] In this way, by overlapping some functions between the second load 21 of the second power supply system 20 and the first load 11 of the first power supply system 10, it is possible to multiplex and make redundant the functions related to the execution of MRM, which is the minimum driving operation, stopping operation, and driving control required to safely move the vehicle V to the shoulder of the road or the like and stop it, even in the unlikely event that an abnormality occurs in the first power supply system 10 or the second power supply system 20. In other words, even if an abnormality occurs in either the first power supply system 10 or the second power supply system 20 and either the first load 11 or the second load 21 stops functioning, it is possible to provide a vehicle power supply system 1 that executes MRM using the load of the other power supply system and ensures traffic safety.

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

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

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

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

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

[0030] The drive unit 321 is connected to a contact C31 formed on the power line L31. The drive unit 321 converts DC power supplied from the high-voltage power supply 31 via the power line L31 into three-phase AC power using the power control unit PCU and supplies the converted power to the rotating electric machine MG. The rotating electric machine MG then generates power to drive the vehicle V using the three-phase AC power. Furthermore, when braking the vehicle V, the drive unit 321 generates three-phase AC power using the rotating electric machine MG, converts the three-phase AC power into DC power using the power control unit PCU, and charges the high-voltage power supply 31 via the power line L31.

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

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

[0033] <Grid connection section> The connection line L60 and the switch SW3 as a system connection unit switch between a connected state and a cut-off state between the first power supply system 10 and the second power supply system 20. The connection line L60 has one end connected to a contact C12 formed on the power line L10 of the first power supply system 10, and the other end connected to a contact C21 formed on the power line L20 of the second power supply system 20.

[0034] (Switch SW3) A switch SW3 is provided on the connection line L60 so as to be able to switch between a connected state and a disconnected state of the connection line L60. The switch SW3 is a normally closed (NC) switch formed, for example, by a semiconductor switch. A normally closed switch is in an on state when no switching control signal is input, and can be switched between on and off states when a switching control signal is input. Therefore, by configuring the switch SW3 so that a switching control signal to turn it off is input to the switch SW3 under normal circumstances, the connection line L60 is maintained in a disconnected state. The switching of the switch SW3 is controlled using power from one of the first power supply 41 of the first power supply system 10 or the second power supply 42 of the second power supply system 20, and the high-voltage power supply 31 of the high-voltage power supply system 30. In other words, under normal circumstances, the ECU 111 receiving power from the first power supply 41 of the first power supply system 10, or the ECU 211 receiving power from the second power supply 42 of the second power supply system 20, controls the switching of the switch SW3. On the other hand, when the ECU 111 (or ECU 211) that controlled the switching cannot receive power from the first power supply 41 (or the second power supply 42), an external control device that operates by receiving power from the high-voltage power supply 31 of the high-voltage power supply system 30 controls the switching of the switch SW3, thereby providing redundancy.

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

[0036] (High pressure failure) 2A is a schematic diagram illustrating the vehicle power supply system during a high voltage failure. A high voltage failure is a state in which the first power source 41 and the second power source 42 cannot receive power supply from the high voltage power supply system 30 due to some abnormality occurring in the high voltage power supply 31 of the high voltage power supply system 30.

[0037] When the switch SW1 no longer receives a switching control signal from the ECU 111 that has detected a high voltage failure, the switch SW1 cuts off the power line L10 between the first power supply 41 and the first load 11. As described above, the switch SW1 is a normally open switch.

[0038] Similarly, when the switch SW2 no longer receives a switching control signal from the ECU 211 that has detected a high voltage failure, the switch SW2 cuts off the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open switch.

[0039] When the switch SW3 no longer receives a switching control signal from the ECU 111 or ECU 211 that has detected the high-voltage failure (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW3 connects the connection line L60 between the first power supply system 10 and the second power supply system 20. As described above, the switch SW3 is a normally closed switch.

[0040] Setting the switches SW1, SW2, and SW3 to the switching states illustrated in Fig. 2A is called a first fail-time setting. In the first fail-time setting, the first power supply 41 and the first load 11 are disconnected by the switch SW1 in the OFF state. Also, the second power supply 42 and the second load 21 are disconnected by the switch SW2 in the OFF state. Furthermore, the first power supply system 10 and the second power supply system 20 are connected by the switch SW3 in the ON state. Furthermore, the first battery 12 connected to the power line L10 of the first power supply system 10 supplies the first load 11 with the power required for its operation, and also supplies the second load 21 of the second power supply system 20 with the power required for its operation via the connection line L60 as a system connection section and the switch SW3. With this configuration, even if a high-voltage failure causes a cutoff in the power supply from high-voltage power supply system 30 to first power supply system 10 and second power supply system 20, the functions related to the execution of MRM, which is the minimum necessary driving operations, stopping operations, and driving control for safely moving vehicle V to the shoulder of the road or the like and stopping it, can be maintained by the functions of first load 11 or second load 21, thereby realizing a vehicle power supply system 1 with redundancy, further improving traffic safety. In this case, the only power supply source to first load 11 and second load 21 is first battery 12 provided in first power supply system 10, which reduces the number of batteries compared to when first power supply system 10 and second power supply system 20 each have a battery, contributing to a smaller size and lower cost of the vehicle power supply system.

[0041] The switching states of the switches SW1, SW2, and SW3 illustrated in FIG. 2A may also be applied to a case where, although 200 V of power is supplied from the high-voltage power supply system 30 to the first power supply 41 of the first power supply system 10 and the second power supply 42 of the second power supply system 20, some abnormality occurs in both the first power supply 41 and the second power supply 42, preventing the DC-DC converted voltage of 12 V from being output from both the first power supply 41 and the second power supply 42.

[0042] (1st load abnormality) 2B is a schematic diagram illustrating the vehicle power supply system when an abnormality occurs in the first load 11. A state in which a ground fault or short circuit occurs in the first load 11 due to some abnormality occurring in the first load 11 of the first power supply system 10 is referred to as a first load abnormality. In the following description, the first load abnormality may be referred to as a Gr1 ground fault.

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

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

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

[0046] Setting the switches SW1, SW2, and SW3 to the switching states illustrated in Fig. 2B is called a second fail-state setting. In the second fail-state setting, the power supply from the first power supply 41 to the first load 11 in which a ground fault or short circuit has occurred is cut off by the switch SW1 being in the OFF state. Meanwhile, the power supply from the second power supply 42 to the second load 21 is maintained by the switch SW2 being in the ON state. Furthermore, the disconnection between the first power supply system 10 and the second power supply system 20 is maintained by the switch SW3 being in the OFF state. With this configuration, even if the function of the first load 11 stops due to an abnormality in the first load, the vehicle power supply system 1 can be provided with redundancy so that the functions related to the execution of MRM, which is the minimum necessary driving operations, stopping operations, and driving control to safely move the vehicle V to the shoulder of the road or the like and stop it, can be maintained by the functions of the second load 21, thereby further improving traffic safety.

[0047] The switching states of switches SW1, SW2, and SW3 illustrated in FIG. 2B may also be applied to a case where, even though 200 V of power is being supplied from the high-voltage power supply system 30 to the first power supply 41 of the first power supply system 10, some abnormality occurs in the first power supply 41, preventing the first power supply 41 from outputting a DC-DC converted voltage of 12 V (this may be referred to as a first power supply abnormality), or a case where some abnormality occurs in the first battery 12 or a charge / discharge control circuit (not shown) connected to the first battery 12 (this may be referred to as a first battery abnormality).

[0048] (2nd load abnormality) 2C is a schematic diagram illustrating the vehicle power supply system when an abnormality occurs in second load 21. A state in which a ground fault or short circuit occurs in second load 21 due to some abnormality occurring in second load 21 of second power supply system 20 is referred to as a second load abnormality. In the following description, the second load abnormality may be referred to as a Gr2 ground fault.

[0049] When the switch SW1 continues to receive a switching control signal from the ECU 111, the switch SW1 maintains the connection of the power line L10 between the first power supply 41 and the first load 11. As described above, the switch SW1 is a normally open switch.

[0050] When the switch SW2 no longer receives a switching control signal from the ECU 211 (or an external control device that operates by receiving power from the high-voltage power supply 31) that has detected the second load abnormality, the switch SW2 cuts off the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open switch.

[0051] When a switching control signal is continuously input from the ECU 111 or ECU 211 (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW3 maintains the interruption of the connection line L60 between the first power supply system 10 and the second power supply system 20. As described above, the switch SW3 is a normally closed switch.

[0052] Setting the switches SW1, SW2, and SW3 to the switching states illustrated in Fig. 2C is called a third fail-state setting. In the third fail-state setting, the power supply from the second power supply 42 to the second load 21 in which a ground fault or short circuit has occurred is cut off by the switch SW2 in the OFF state. Meanwhile, the power supply from the first power supply 41 to the first load 11 is maintained by the switch SW1 in the ON state. Furthermore, the disconnection between the first power supply system 10 and the second power supply system 20 is maintained by the switch SW3 in the OFF state. With this configuration, even if the function of the second load 21 stops due to an abnormality in the second load, the function related to the execution of MRM, which is the minimum necessary driving operation, stopping operation, and driving control to safely move the vehicle V to the shoulder of the road or the like and stop it, can be maintained by the function of the first load 11, thereby realizing a vehicle power supply system 1 with redundancy, thereby further improving traffic safety.

[0053] (2nd power supply abnormality) 2D is a schematic diagram illustrating the vehicle power supply system when an abnormality occurs in the second power supply 42. A situation in which some abnormality occurs in the second power supply 42 of the second power supply system 20 and the DC-DC converted voltage of 12 V cannot be output from the second power supply 42 is called a second power supply abnormality.

[0054] When the switch SW1 continues to receive a switching control signal from the ECU 111, the switch SW1 maintains the connection of the power line L10 between the first power supply 41 and the first load 11. As described above, the switch SW1 is a normally open switch.

[0055] When the switch SW2 no longer receives a switching control signal from the ECU 211 (or an external control device that operates by receiving power from the high-voltage power supply 31) that has detected the abnormality in the second power supply, the switch SW2 cuts off the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open switch.

[0056] When the switch SW3 no longer receives a switching control signal from the ECU 111 or ECU 211 that has detected the second power supply abnormality (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW3 connects the connection line L60 between the first power supply system 10 and the second power supply system 20. As described above, the switch SW3 is a normally closed switch.

[0057] Setting the switches SW1, SW2, and SW3 to the switching state illustrated in Fig. 2D is called a fourth fail-state setting. In the fourth fail-state setting, the second power supply 42 and the second load 21 are disconnected by the switch SW2 in the OFF state. Meanwhile, the power supply from the first power supply 41 to the first load 11 is maintained by the switch SW1 in the ON state. Furthermore, the first power supply system 10 and the second power supply system 20 are connected by the switch SW3 in the ON state. Furthermore, the first power source 41 supplies the first load 11 with the power required for its operation, and also supplies the second load 21 of the second power source system 20 with the power required for its operation via the connection line L60 as a system connection section and the switch SW3. With this configuration, even if the power supply in the second power supply system 20 is stopped due to an abnormality in the second power supply, the vehicle power supply system 1 can be provided with redundancy so that the functions related to the execution of MRM, which is the minimum necessary driving operations, stopping operations, and driving control to safely move the vehicle V to the shoulder of the road or the like and stop it, can be maintained by the functions of the first load 11, thereby further improving traffic safety.

[0058] <Explanation of the flowchart> 3 is a flowchart illustrating the flow of switching control of switches SW1, SW2, and SW3. A predetermined control device (ECU 111 or ECU 211 (or an external control device that operates by receiving power from high-voltage power supply 31)) executes the switching control process shown in FIG. 3 based on a program prepared in advance.

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

[0060] In step S20, the control device determines whether or not there is a high pressure failure. If a high pressure failure is detected, the control device makes an affirmative determination in step S20 and proceeds to step S30, and if a high pressure failure is not detected, the control device makes a negative determination in step S20 and proceeds to step S50.

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

[0062] In step S40, the control device determines whether FOF (Fail Operational Function) has ended. For example, the control device continues to function using degenerate control (MRM) while issuing a TOR (Take Over Request), and when safety is ensured until operation transfer is completed, the control device makes a positive determination in step S40 and ends the processing shown in FIG. 3. On the other hand, if FOF has not been completed, the control device makes a negative decision in step S40 and waits for FOF to be completed.

[0063] In step S50, which is reached if a negative determination is made in step S20, the control device determines whether or not a ground fault has occurred in Gr1. If a first load abnormality is detected, the control device makes a positive determination in step S50 and proceeds to step S60, and if a first load abnormality is not detected, the control device makes a negative determination in step S50 and proceeds to step S80.

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

[0065] In step S70, the control device determines whether FOF has ended. For example, the control device continues to function using degenerate control (MRM) while issuing a TOR, and when safety is ensured until the operation transfer is completed, the control device makes a positive determination in step S70 and ends the processing in FIG. 3. On the other hand, if FOF has not been completed, the control device makes a negative decision in step S70 and waits for FOF to be completed.

[0066] In step S80, which is reached if a negative determination is made in step S50, the control device determines whether or not a ground fault has occurred in Gr2. If a second load abnormality is detected, the control device makes a positive determination in step S80 and proceeds to step S90, and if a second load abnormality is not detected, the control device makes a negative determination in step S80 and proceeds to step S110.

[0067] In step S90, the control device performs a third setting in the event of a failure, and then proceeds to step S 100. The third setting in the event of a failure corresponds to the switching states of the switches SW1, SW2, and SW3 illustrated in FIG. 2C.

[0068] In step S100, the control device determines whether FOF has ended. For example, the control device continues to function using degenerate control (MRM) while issuing a TOR, and when safety is ensured until operation transfer is completed, the control device makes a positive determination in step S100 and ends the processing in FIG. 3. On the other hand, if FOF has not been completed, the control device makes a negative decision in step S100 and waits for FOF to be completed.

[0069] In step S110, which is reached if a negative determination is made in step S80, the control device determines whether or not a second power supply abnormality has occurred. If a second power supply abnormality has been detected, the control device makes a positive determination in step S110 and proceeds to step S120, but if a second power supply abnormality has not been detected, the control device makes a negative determination in step S110 and proceeds to step S140.

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

[0071] In step S130, the control device determines whether FOF has ended. For example, the control device continues to function using degenerate control (MRM) while issuing a TOR, and when safety is ensured until operation transfer is completed, the control device makes a positive determination in step S130 and ends the processing in FIG. 3. On the other hand, if FOF has not been completed, the control device makes a negative decision in step S130 and waits for FOF to be completed.

[0072] In step S140, which is reached when a negative decision is made in step S110, the control device determines whether or not a termination operation has been performed. If the ignition (IG) switch has been turned off, the control device makes a positive decision in step S140 and proceeds to step S150, but if the ignition (IG) switch has not been turned off, the control device makes a negative decision in step S140 and returns to step S20. In step S150, the control device performs the IG-off setting and ends the processing of Fig. 3. The switching states of switches SW1, SW2, and SW3 in the IG-off setting are the same as the switching states illustrated in Fig. 2A. That is, the first power source 41 and the first load 11 are disconnected by switch SW1 in the OFF state. Also, the second power source 42 and the second load 21 are disconnected by switch SW2 in the OFF state. Furthermore, the first power source system 10 and the second power source system 20 are connected by switch SW3 in the ON state.

[0073] According to the embodiment described above, the following effects can be obtained. (1) The vehicle power supply system 1 includes a first power supply system 10 that supplies power from a first power source 41 to a first load 11 involved in the driving control of the vehicle V, a second power supply system 20 that supplies power from a second power source 42 to a second load 21 involved in the driving control of the vehicle V, a connection line L60 and a switch SW3 as a system connection unit that can connect and disconnect the first power supply system 10 and the second power supply system 20, a switch SW2 as a second power supply connection unit that can connect and disconnect the second power supply 42 and the second load 21, and an ECU 111 as a control unit that, when an abnormality is detected in the second power supply 42, switches the switch SW2 from a connected state to a disconnected state and switches the connection line L60 and the switch SW3 from a disconnected state to a connected state. With this configuration, it is possible to realize a vehicle power supply system 1 with redundancy without providing a battery in each of the first power supply system 10 and the second power supply system 20. In other words, even if the power supply in the second power supply system 20 is stopped due to an abnormality in the second power supply 42, it is possible to maintain the function related to the execution of MRM by the function of the first load 11. The vehicle power supply system 1 according to the embodiment can reduce the number of batteries compared to when the first power supply system 10 and the second power supply system 20 each have a battery, which can contribute to a smaller system and lower costs.

[0074] (2) The vehicle power supply system 1 of (1) above further includes a switch SW1 as a first power supply connection unit capable of connecting and disconnecting the first power supply 41 and the first load 11, and the first power supply system 10 includes a first battery 12 capable of supplying power to the first load 11, and the ECU 111 further switches the switch SW1 from a connected state to a disconnected state when an abnormality is detected in the first power supply 41. With this configuration, even if the power supply within the first power supply system 10 is stopped due to an abnormality in the first power supply 41, the functions related to the execution of MRM can be maintained by the functions of the first load 11 or the second load 21.

[0075] (3) In the vehicle power supply system 1 described in (2) above, the first load 11 includes an AD ECU 111, a brake control device 112, a steering control device 113, and an external information processing device 114 as first control devices related to steering or braking operations of the vehicle V, and the second load 21 includes an ADAS ECU 211, a brake control device 212, a steering control device 213, and an external information processing device 214 as second control devices related to driving assistance of the vehicle V. In this way, the first load 11 and the second load 21 are configured to have overlapping functions, so that even if one of the first load 11 and the second load 21 stops functioning, the functions related to the execution of MRM can be maintained by the functions of the other load.

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

[0077] (5) In the vehicle power supply system 1 described above in (4), the switch SW3 as a system connection part is controlled by power from one of the high-voltage power supply 31 and the first power supply system 10 or the second power supply system 20, and the switch SW2 as a second power supply connection part is controlled by power from one of the high-voltage power supply 31 and the second power supply system 20. This configuration allows redundancy to be provided so that the switches SW2 and SW3 are reliably switched based on the power from a plurality of power sources.

[0078] The above embodiment can be modified in various ways, and modifications will be described below. (Variation 1) The second power supply system 20 in the embodiment may include a capacitor (also called a supercapacitor) for preventing a momentary interruption in the power supplied to the second load 21. 4 is a schematic diagram illustrating the vehicle power supply system 1 according to the first modification, illustrating the fourth fail-state setting corresponding to FIG. 2D. In the first modification, the fourth fail-state setting performed when the second power supply abnormality occurs sets the switches SW1, SW2, and SW3 to the switching states illustrated in FIG.

[0079] 4, a capacitor 22 is connected to a contact C22 provided on the switch SW2 side of the power line L20 via a switch 23. The switch 23 is controlled to be in the OFF state only when the ignition (IG) switch is OFF, for example, and is always switched to the ON state when the ignition (IG) switch is ON.

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

[0081] In the fourth fail-state setting, the second power supply 42 and the second load 21 are disconnected by the switch SW2 in the OFF state. Meanwhile, the power supply from the first power supply 41 to the first load 11 is maintained by the switch SW1 in the ON state. Furthermore, the first power supply system 10 and the second power supply system 20 are connected by the switch SW3 in the ON state.

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

[0083] According to the above-described first modification, in addition to the effects and advantages obtained by the vehicle power supply system 1 according to the embodiment (1), the following effects and advantages are obtained. That is, in the vehicle power supply system 1, the second power supply system 20 further includes a capacitor 22 capable of supplying power to the second load 21 during the transition time of the switch SW3 serving as the system connection unit from the disconnected state to the connected state. With this configuration, even if the power supply from the second power source 42 to the second power supply system 20 is stopped due to an abnormality in the second power source, power is supplied to the second load 21 without interruption, so that the functions related to the execution of MRM can be stably maintained by the functions of the second load 21.

[0084] (Variation 2) The emergency non-priority auxiliary load 117 included in the first power supply system 10 in the embodiment may be excluded from the first power supply system 10 and included as a third load in a newly provided third power supply system. Fig. 5 is a schematic diagram illustrating the vehicle power supply system 1 according to the second modification, illustrating a normal setting corresponding to Fig. 1. In the second modification, the normal setting is that the switches SW1, SW2, SW3, and SW4 are set to the switching states illustrated in Fig. 5. In Modification 2, the switching states of switches SW1, SW2, SW3, and SW4 in the IG-off setting are as follows: The first power source 41 and the first load 11 are disconnected by switch SW1 in the OFF state. The second power source 42 and the second load 21 are disconnected by switch SW2 in the OFF state. The first power source system 10 and the second power source system 20 are connected by switch SW3 in the ON state. Furthermore, a fourth power source 82 (described later) and a third load 81 are connected by switch SW4 in the ON state.

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

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

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

[0088] (3rd power supply) The third power supply 43 is configured by a DC-DC converter that converts a DC voltage (for example, 200 [V]) supplied from the high-voltage power supply system 30 into a voltage required by the third load 81. The third power supply 43 outputs a DC voltage (12 [V]) after DC-DC conversion.

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

[0090] (4th power supply) The fourth power supply 82 steps down the voltage of 48 [V] DC supplied from the first power supply system 10 to 12 [V] DC. A power line L70 connects the fourth power supply 82 and the first power supply system 10. A diode 83 for preventing backflow is inserted into the power line L70 on the side of the fourth power supply 82. A switch SW4 is provided between the fourth power supply 82 and a contact C81 provided on the power line L80. When the switch SW4 is in the on state, power output from the fourth power supply 82 is supplied to the third load 81. When the switch SW4 is in the off state, the fourth power supply 82 and the power line L80 are disconnected.

[0091] The switch SW4 is a normally closed (NC) switch configured, for example, by a semiconductor switch. The switch SW4 can be switched between an on / off state when a switching control signal is input. Therefore, by configuring the switch SW4 so that a switching control signal is input to the switch SW4 during normal operation, the connection / disconnection between the fourth power supply 82 and the power line L80 can be switched.

[0092] The switching of the switch SW4 is controlled using, for example, power from one of the third power source 43 and the fourth power source 82. In other words, under normal circumstances, the ECU 811 that receives power from the third power source 43 of the third power supply system 80 controls the switching of the switch SW4. On the other hand, when the ECU 811 that controlled the switching cannot receive power from the third power source 43, an external control device that operates by receiving power from the fourth power source 82 controls the switching of the switch SW4.

[0093] <Operation when vehicle power supply system malfunctions> Next, a description will be given of the operation of vehicle power supply system 1 when an abnormality occurs in vehicle power supply system 1, that is, when the situation is different from normal. Specifically, the switching control of switches SW1, SW2, SW3, and SW4 will be described.

[0094] (High pressure failure) 6A is a schematic diagram illustrating the vehicle power supply system when a high voltage failure occurs. As in the case of FIG. 2A, when the switching control signal is no longer input from ECU 111 that has detected the high voltage failure, switch SW1 interrupts power line L10 between first power source 41 and first load 11. As described above, switch SW1 is a normally open switch.

[0095] 2A, when the switch control signal is no longer input from the ECU 211 that has detected the high voltage failure, the switch SW2 cuts off the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open switch.

[0096] 2A, when the switch control signal is no longer input from ECU 111 or ECU 211 that has detected a high-voltage failure (or an external control device that operates by receiving power from high-voltage power supply 31), switch SW3 connects connection line L60 between first power supply system 10 and second power supply system 20. As described above, switch SW3 is a normally closed switch.

[0097] Even if the switch SW4 no longer receives a switching control signal from the ECU 811 that has detected a high-voltage failure, or if it is no longer able to receive power from the third power source 43 due to a high-voltage failure, the switch SW4 maintains the disconnected state between the fourth power source 82 and the power line L80 based on a switching control signal from an external control device that operates by receiving power from the fourth power source 82. Furthermore, when the high voltage failure is resolved, the ECU 811, which receives power from the third power source 43, takes over switching control from an external control device that operates by receiving power from the fourth power source 82, and maintains the switch SW4 in the off state (the disconnected state between the fourth power source 82 and the power line L80).

[0098] In Modification 2, setting the switches SW1, SW2, SW3, and SW4 to the switching states illustrated in FIG. 6A is referred to as a first fail-state setting. In the first fail-state setting, the first power source 41 and the first load 11 are disconnected by the switch SW1 in the OFF state. The second power source 42 and the second load 21 are disconnected by the switch SW2 in the OFF state. Furthermore, the first power source system 10 and the second power source system 20 are connected by the switch SW3 in the ON state. Furthermore, the fourth power source 82 and the power line L80 are disconnected by the switch SW4 in the OFF state. With this first setting in the event of a failure, the first battery 12 connected to the power line L10 of the first power supply system 10 supplies the first load 11 with the power required for its operation, and also supplies the second load 21 of the second power supply system 20 with the power required for its operation via the connection line L60 as a system connection part and the switch SW3. With this configuration, even if the power supply from the high-voltage power supply system 30 to the first power supply system 10 and the second power supply system 20 is stopped due to a high-voltage failure, the vehicle power supply system 1 can be realized with redundancy so that the functions related to the execution of MRM, which is the minimum necessary driving operations, stopping operations, and driving control to safely move the vehicle V to the shoulder of the road or the like and stop it, can be maintained by the functions of the first load 11 or the second load 21, thereby further improving traffic safety.

[0099] The switching states of the switches SW1, SW2, SW3, and SW4 illustrated in FIG. 6A may also be applied to a case where, although 200 V of power is supplied from the high-voltage power supply system 30 to the first power supply 41 of the first power supply system 10 and the second power supply 42 of the second power supply system 20, some abnormality occurs in the first power supply 41 and the second power supply 42, preventing the DC-DC converted voltage of 48 V from being output from the first power supply 41 and the second power supply 42.

[0100] (1st load abnormality) 6B is a schematic diagram illustrating the vehicle power supply system when an abnormality occurs in the first load 11. A state in which a ground fault or short circuit occurs in the first load 11 due to some abnormality occurring in the first load 11 of the first power supply system 10 is called a first load abnormality (or Gr1 ground fault).

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

[0102] 2B, when a switching control signal is continuously input from the ECU 211 (or an external control device that operates by receiving power from the high-voltage power supply 31), the switch SW2 maintains the connection of the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open switch.

[0103] 2B, when a switching control signal is continuously input from ECU 111 or ECU 211 (or an external control device that operates by receiving power from high-voltage power supply 31), switch SW3 maintains the interruption of connection line L60 between first power supply system 10 and second power supply system 20. As described above, switch SW3 is a normally closed switch.

[0104] The switch SW4 is a normally closed switch that maintains a disconnected state between the fourth power supply 82 and the power line L80 in response to a switching control signal from the ECU 811 that operates by receiving power from the third power supply 43.

[0105] In the second modification, setting the switches SW1, SW2, SW3, and SW4 to the switching states illustrated in Fig. 6B is referred to as a second fail-state setting. In the second fail-state setting, the power supply from the first power supply 41 to the first load 11 in which a ground fault or short circuit has occurred is cut off by the switch SW1 being in the OFF state. Meanwhile, the power supply from the second power supply 42 to the second load 21 is maintained by the switch SW2 being in the ON state. Furthermore, the cut-off between the first power supply system 10 and the second power supply system 20 is maintained by the switch SW3 being in the OFF state. With this configuration, even if the function of the first load 11 stops due to an abnormality in the first load, the vehicle power supply system 1 can be provided with redundancy so that the functions related to the execution of MRM, which is the minimum necessary driving operations, stopping operations, and driving control to safely move the vehicle V to the shoulder of the road or the like and stop it, can be maintained by the functions of the second load 21, thereby further improving traffic safety.

[0106] The switching states of switches SW1, SW2, SW3, and SW4 illustrated in FIG. 6B may also be applied to a case where, even though 200 V of power is being supplied from the high-voltage power supply system 30 to the first power supply 41 of the first power supply system 10, some abnormality occurs in the first power supply 41, preventing the first power supply 41 from outputting a DC-DC converted voltage of 48 V (this may be referred to as a first power supply abnormality), or a case where some abnormality occurs in the first battery 12 or a charge / discharge control circuit (not shown) connected to the first battery 12 (this may be referred to as a first battery abnormality).

[0107] (2nd load abnormality) 6C is a schematic diagram illustrating the vehicle power supply system when an abnormality occurs in second load 21. A state in which a ground fault or short circuit occurs in second load 21 due to some abnormality occurring in second load 21 of second power supply system 20 is called a second load abnormality (or Gr2 ground fault).

[0108] 2C, when the switch SW1 continues to receive the switching control signal from the ECU 111, the switch SW1 maintains the connection of the power line L10 between the first power supply 41 and the first load 11. As described above, the switch SW1 is a normally open switch.

[0109] 2C, when the switch control signal is no longer input from the ECU 211 (or an external control device that operates by receiving power from the high-voltage power supply 31) that has detected the second load abnormality, the switch SW2 cuts off the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open switch.

[0110] 2C, when a switching control signal is continuously input from ECU 111 or ECU 211 (or an external control device that operates by receiving power from high-voltage power supply 31), switch SW3 maintains the interruption of connection line L60 between first power supply system 10 and second power supply system 20. As described above, switch SW3 is a normally closed switch.

[0111] The switch SW4 is a normally closed switch that maintains a disconnected state between the fourth power supply 82 and the power line L80 in response to a switching control signal from the ECU 811 that operates by receiving power from the third power supply 43.

[0112] In the second modification, setting the switches SW1, SW2, SW3, and SW4 to the switching states illustrated in FIG. 6C is referred to as a third fail-state setting. In the third fail-state setting, the power supply from the second power supply 42 to the second load 21 in which a ground fault or short circuit has occurred is cut off by the switch SW2 being in the OFF state. Meanwhile, the power supply from the first power supply 41 to the first load 11 is maintained by the switch SW1 being in the ON state. Furthermore, the disconnection between the first power supply system 10 and the second power supply system 20 is maintained by the switch SW3 being in the OFF state. Furthermore, the connection between the fourth power supply 82 and the power line L80 is cut off by the switch SW4 being in the OFF state. With this configuration, even if the function of the second load 21 stops due to an abnormality in the second load, the function related to the execution of MRM, which is the minimum necessary driving operation, stopping operation, and driving control to safely move the vehicle V to the shoulder of the road or the like and stop it, can be maintained by the function of the first load 11, thereby realizing a vehicle power supply system 1 with redundancy, thereby further improving traffic safety.

[0113] (2nd power supply abnormality) 6D is a schematic diagram illustrating the vehicle power supply system when an abnormality occurs in the second power supply 42. A situation in which some abnormality occurs in the second power supply 42 of the second power supply system 20 and the DC-DC converted voltage of 48 [V] cannot be output from the second power supply 42 is called a second power supply abnormality.

[0114] 2D, when the switch SW1 continues to receive the switching control signal from the ECU 111, the switch SW1 maintains the connection of the power line L10 between the first power supply 41 and the first load 11. As described above, the switch SW1 is a normally open switch.

[0115] 2D , when the switch control signal is no longer input from the ECU 211 (or an external control device that operates by receiving power from the high-voltage power supply 31) that has detected the abnormality in the second power supply, the switch SW2 cuts off the power line L20 between the second power supply 42 and the second load 21. As described above, the switch SW2 is a normally open switch.

[0116] 2D, when the switch control signal is no longer input from ECU 111 or ECU 211 that has detected the second power supply abnormality (or an external control device that operates by receiving power from high-voltage power supply 31), switch SW3 connects connection line L60 between first power supply system 10 and second power supply system 20. As described above, switch SW3 is a normally closed switch.

[0117] The switch SW4 is a normally closed switch that maintains a disconnected state between the fourth power supply 82 and the power line L80 in response to a switching control signal from the ECU 811 that operates by receiving power from the third power supply 43.

[0118] In the second modification, setting the switches SW1, SW2, SW3, and SW4 to the switching states illustrated in Fig. 6D is called a fourth fail-state setting. In the fourth fail-state setting, the second power supply 42 and the second load 21 are disconnected by the switch SW2 in the OFF state. Meanwhile, the power supply from the first power supply 41 to the first load 11 is maintained by the switch SW1 in the ON state. Furthermore, the first power supply system 10 and the second power supply system 20 are connected by the switch SW3 in the ON state. Furthermore, the first power supply 41 supplies the first load 11 with the power required for its operation, and also supplies the second load 21 of the second power supply system 20 with the power required for its operation via the connection line L60 as a system connection unit and the switch SW3 to the second load 21. Furthermore, the disconnection between the fourth power supply 82 and the power line L80 is maintained by the switch SW4 being in the off state. With this configuration, even if the power supply from the second power source 42 to the second power source system 20 is stopped due to an abnormality in the second power source, the vehicle power source system 1 can be provided with redundancy so that the functions related to the execution of MRM, which is the minimum necessary driving operations, stopping operations, and driving control to safely move the vehicle V to the shoulder of the road or the like and stop it, can be maintained by the functions of the first load 11, thereby further improving traffic safety.

[0119] According to the above-described second modification, in addition to the effects and advantages obtained by the vehicle power supply system 1 according to the embodiment, the following effects and advantages are obtained. (1) In the vehicle power supply system 1, the first power supply system 10 includes a first battery 12 capable of supplying power, a third power supply system 80 that supplies power to a third load 81 that is not involved in the driving control of the vehicle V, and a fourth power supply 82 that is provided between the first power supply system 10 and the third power supply system 80 and serves as a power supply unit that converts the power of the first power supply system 10 to generate power to be supplied to the third load 81. With this configuration, even if a load that is not involved in the driving control of the vehicle V is separated from the first load 11 as the third load 81, it is possible to operate the third load 81 using the power supplied from the first power supply system 10 without installing a new battery in the third power supply system 80. Vehicle power supply system 1 according to Modification 2 can reduce the number of batteries compared to when third power supply system 80 is also provided with a battery, which can contribute to a smaller system and lower costs.

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

[0121] The above description is merely an example, and the present invention is not limited to the above-described embodiment and modifications as long as the features of the present invention are not impaired. One or more of the above-described embodiment and modifications can be arbitrarily combined, and modifications can also be combined with each other. [Explanation of symbols]

[0122] 1 vehicle power supply system, 10 first power supply system, 11 first load, 12 first battery, 20 second power supply system, 21 second load, 22 capacitor, 23 switch, 30 high-voltage power supply system, 31 high-voltage power supply, 41 first power supply, 42 second power supply, 80 third power supply system, 81 third load, 82 fourth power supply, 117 emergency non-priority auxiliary load, L60 connecting line, SW1~4 switches, V vehicle

Claims

1. A vehicle power supply system including: a first power supply system that supplies power from a first power source to a first load related to vehicle driving control; and a second power supply system that supplies power from a second power source to a second load related to vehicle driving control, a system connection unit capable of connecting and disconnecting the first power supply system and the second power supply system; a second power supply connection section that can connect and disconnect the second power supply and the second load; a control unit included in the second load, the control unit controlling switching between a disconnected state and a connected state of the second power supply connection unit and the grid connection unit; Equipped with The control unit outputting a first control signal to the system connection unit, the first control signal instructing connection or disconnection between the first power supply system and the second power supply system; outputting a second control signal to the second power supply connection unit to instruct connection or disconnection between the second power supply and the second load; the grid connection unit is configured to maintain a connection state when the first control signal is not input; The second power supply connection unit is configured to maintain a cut-off state when the second control signal is not input. A vehicle power supply system comprising:

2. In the vehicle power supply system according to claim 1, the grid connection unit is a normally closed switch, The second power supply connection is a normally open switch. A vehicle power supply system comprising:

3. 3. The vehicle power supply system according to claim 1, the control unit is a second control unit, a first power supply connection section that can connect and disconnect the first power supply and the first load; a first control unit included in the first load and configured to control switching between a disconnected state and a connected state of the first power supply connection unit; the first power supply system includes a first battery capable of supplying power; The first control unit outputting a third control signal to the first power supply connection unit to instruct connection or disconnection between the first power supply and the first load; The first power supply connection unit is configured to maintain a cut-off state when the third control signal is not input. A vehicle power supply system comprising:

4. In the vehicle power supply system according to claim 3, The first power connection is a normally open switch. A vehicle power supply system comprising:

5. In the vehicle power supply system according to claim 3, the first load includes a first control device related to a steering operation or a braking operation of the vehicle, The second load includes a second control device related to driving assistance of the vehicle. A vehicle power supply system comprising:

6. In the vehicle power supply system according to claim 5, the first power source and the second power source convert electric power from a second battery that supplies driving power to the vehicle to generate electric power to be supplied to the first load and the second load, respectively; A vehicle power supply system comprising:

7. In the vehicle power supply system according to claim 6, the system connection unit is controlled by power from the second battery and one of the first power supply system and the second power supply system; the second power supply connection unit is controlled by power from one of the second battery and the second power supply system; A vehicle power supply system comprising:

8. In the vehicle power supply system according to claim 1 or 2, the second power supply system further includes a capacitor capable of supplying power to the second load during a transition time from a disconnected state to a connected state of the system connection unit. A vehicle power supply system comprising:

9. In the vehicle power supply system according to claim 1 or 2, the first power supply system includes a first battery capable of supplying power; a third power supply system that supplies power to a third load that is not involved in driving control of the vehicle; a power supply unit provided between the first power supply system and the third power supply system, which converts power from the first power supply system to generate power to be supplied to the third load; Further provided with A vehicle power supply system comprising:

10. In the vehicle power supply system according to claim 9, the power supply unit includes a power conversion unit that converts power from the first battery to generate power to be supplied to the third load. A vehicle power supply system comprising:

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