In-vehicle power control system

Abstract

The present invention reduces the influence of a drop in an electric power supply voltage that is caused by a smaller electric wire diameter of a wire harness, and ensures a guaranteed-operation voltage for components 501–503 that are connected to the wire harness. An on-vehicle electric power control system 1 comprises a low-voltage battery 50, a first control device 100, and components 501–503. The first control device 100 acquires wiring resistance values of a third electric power supply wire 60, a fourth electric power supply wire 80, and a fifth electric power supply wire 90, acquires an electric current value that is supplied to the components 501–503, and calculates a voltage drop amount in the electric power supply wires on the basis of the acquired wiring resistance values and electric current value. On the basis of the calculated voltage drop amount, the first control device 100 then determines a correction value for correcting an output voltage of a DC-DC converter 30, and transmits a correction request that indicates the determined correction value to a second control device 200.

Description

Technical Field

[0001] The present disclosure relates to an in-vehicle power control system, a control device, and an integrated control device mounted on the in-vehicle power control system.

Background Art

[0002] Conventionally, in an electric and electronic device, a fuse that melts by Joule heat of an electric current is used to prevent overheating due to overcurrent. A fuse that interrupts an electric current by such heat melting requires man-hours for replacing the fuse after melting. In addition, it is necessary to pre-select a thick wire harness (conductive wire) in consideration of variations in the melting characteristics of the fuse. For this reason, using a fuse has been a factor in increasing the weight and cost of the wire harness.

[0003] Therefore, in recent years, a method has been used to realize the overheat protection function of a conventional wire harness by using a semiconductor switch using a power semiconductor and a temperature estimation technology of the wire harness. This method detects the value of the current flowing through the wire harness, estimates the temperature rise of the wire harness by calculation using this current value, and protects the wire harness by interrupting the semiconductor switch.

[0004] In such overheat protection using a semiconductor switch, if the overcurrent is eliminated, the semiconductor switch can be turned on to resume power supply, so that replacement of components such as a fuse can be made unnecessary. In addition, since it is not necessary to consider variations in melting characteristics like a conventional fuse, a thinner wire harness than before can be used, and the weight and cost can be reduced.

[0005] Patent Document 1 describes an overheating protection technology using a semiconductor switch and wire harness temperature estimation. Patent Document 1 states that "at predetermined intervals, the energizing current is detected, the current is used to estimate the current temperature of the wire, and the current temperature is compared with the allowable upper temperature limit of the wire. Even if the wire temperature rises due to a short-circuit current that repeatedly switches on and off, this can be reliably detected, and the current can be cut off before the wire reaches the smoke-generating temperature, thereby preventing smoke from being emitted from the wire." [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2009-130944 [Overview of the project] [Problems that the invention aims to solve]

[0007] However, when the wire diameter of a wire harness is reduced using the technology described in Patent Document 1, the wiring resistance of the wire harness increases, and the voltage drop in the wire harness increases.

[0008] For example, in a wire harness connecting a power supply unit and a load such as a control device, reducing the diameter of the wires in the wire harness increases the voltage drop in the wire harness, which lowers the power supply voltage supplied to the load. As a result, the power supply voltage supplied to the load may fall below the operating voltage required to guarantee the performance of the load.

[0009] In other words, while reducing the wire diameter of a wire harness using the technology described in Patent Document 1 above can reduce the weight of the wires, it is not possible to guarantee the performance of loads such as control devices, which can lead to load redesign and have a significant impact on the vehicle system.

[0010] This disclosure was made to solve such technical problems, and aims to suppress the effects of power supply voltage drop caused by the reduction in wire diameter in wire harnesses, and to appropriately ensure the operating voltage of the load connected to the wire harness. [Means for solving the problem]

[0011] The in-vehicle power control system of the present disclosure comprises a power supply unit, a control device connected to the power supply unit via a first power line, and one or more loads connected to the control device via a second power line, wherein the control device includes: wiring resistance acquisition means for acquiring wiring resistance values ​​of the first power line and the second power line; current acquisition means for acquiring a first current value supplied to the control device via the first power line and a second current value supplied to the loads via the second power line; voltage drop calculation means for calculating a voltage drop amount in the first power line and the second power line based on the wiring resistance value acquired by the wiring resistance acquisition means, the first current value acquired by the current acquisition means, and the second current value acquired by the current acquisition means; correction value determination means for determining a correction value for correcting the output voltage of the power supply unit based on the voltage drop amount calculated by the voltage drop calculation means; and correction request output means for outputting a correction request indicating the correction value determined by the correction value determination means.

[0012] Furthermore, the control device of the present disclosure is a control device for an in-vehicle power control system that is connected to a power supply device via a first power line and to one or more loads via a second power line, and comprises: wiring resistance acquisition means for acquiring wiring resistance values ​​of the first power line and the second power line; current acquisition means for acquiring a first current supplied to the control device via the first power line and a second current supplied to the load via the second power line; voltage drop amount calculation means for calculating a voltage drop amount in the first power line and the second power line based on the wiring resistance values ​​acquired by the wiring resistance acquisition means, the first current acquired by the current acquisition means, and the second current acquired by the current acquisition means; correction value determination means for determining a correction value for correcting the output voltage of the power supply device based on the voltage drop amount calculated by the voltage drop amount calculation means; and correction request output means for outputting a correction request indicating the correction value determined by the correction value determination means.

[0013] Furthermore, the aggregate control device of this disclosure is an aggregate control device that is communicably connected to the above-mentioned plurality of control devices, and outputs a selected correction request from among a plurality of correction requests output from each correction request output means of the plurality of control devices to a power supply voltage control device that controls the output voltage of the power supply device. [Effects of the Invention]

[0014] According to this disclosure, the effects of power supply voltage drop caused by reducing the wire diameter of the wire harness can be suppressed, and the operating voltage of the equipment connected to the wire harness can be appropriately ensured. [Brief explanation of the drawing]

[0015] [Figure 1A] This is a basic configuration diagram of the in-vehicle power control system 1 of the first embodiment. [Figure 1B] This is an internal configuration diagram of the first control device 100 of the first embodiment. [Figure 1C] This is a control flow diagram of the first control device 100 of the first embodiment. [Figure 2A] This is a basic configuration diagram of the in-vehicle power control system 2 of the second embodiment. [Figure 2B] It is an internal configuration diagram of the third control device 300 of the second embodiment. [Figure 2C] It is a diagram showing the correction requests aggregated by the third control device 300 of the second embodiment. [Figure 2D] It is a diagram showing the stored data of the correction requests received by the third control device 300 of the second embodiment. [Figure 2E] It is a control flowchart of the third control device of the second embodiment. [Figure 3A] It is a basic configuration diagram of the in-vehicle power control system 3 of the third embodiment. [Figure 3B] It is an internal configuration diagram of the first control device 100A of the third embodiment. [Figure 4A] It is a basic configuration diagram of the in-vehicle power control system 4 of the fourth embodiment. [Figure 4B] It is an internal configuration diagram of the semiconductor switch 170 of the fourth embodiment. [Figure 4C] It is a diagram showing the in-vehicle power control system 4 when the power line is disconnected in the fourth embodiment. [Figure 5A] It is a diagram showing the correction requests aggregated by the third control device 300 of the fifth embodiment. [Figure 5B] It is a control flowchart of the third control device 300 of the fifth embodiment. [Figure 6A] It is a time chart showing the fluctuation of the output voltage of the DCDC converter 30 in the sixth embodiment. [Figure 6B] It is a control flowchart of the third control device 300 of the sixth embodiment. [Figure 7A] It is a diagram showing the correction requests aggregated by the third control device 300 of the seventh embodiment. [Figure 7B] It is a control flowchart of the third control device 300 of the seventh embodiment. [Figure 7C] It is a diagram showing the stored data of the correction requests received by the third control device 300 of the seventh embodiment.

Embodiments for Carrying Out the Invention

[0016] Embodiments will be described in detail with reference to the drawings. However, the present invention is not to be construed as being limited to the embodiments described below. It will be readily apparent to those skilled in the art that the specific configuration can be modified without departing from the spirit or intent of the present invention. In the configuration of the invention described below, the same reference numerals are used in common across different drawings for parts that are the same or have similar functions, and redundant explanations may be omitted. When there are multiple elements with the same or similar function, they may be described using the same symbol but with different subscripts. However, if there is no need to distinguish between multiple elements, the subscript may be omitted in the description. In this specification, notations such as "Part 1," "Part 2," and "Part 3" are used to identify components and do not necessarily limit their number, order, or content. Furthermore, the numbers used to identify components are used on a context-by-context basis, and a number used in one context does not necessarily indicate the same component in another context. Moreover, this does not prevent a component identified by one number from also performing the function of a component identified by another number. The positions, sizes, shapes, and ranges of each component shown in drawings, etc., may not represent their actual positions, sizes, shapes, and ranges in order to facilitate understanding of the invention. Therefore, the present invention is not necessarily limited to the positions, sizes, shapes, and ranges disclosed in drawings, etc. The publications, patents, and patent applications cited herein constitute part of the description herein. In this specification, elements expressed in the singular form shall include the plural form unless otherwise clearly indicated in the context.

[0017] Hereinafter, embodiments of the in-vehicle power control system according to the present invention will be described with reference to the drawings.

[0018] (First Embodiment) Figure 1A is a basic configuration diagram of the in-vehicle power control system 1 of the first embodiment. The in-vehicle power control system 1 is an example of a vehicle control system installed in a vehicle.

[0019] The in-vehicle power control system 1 is a system that supplies power voltage from a power supply unit (high-voltage battery 10 or low-voltage battery 50) to various components 501 to 503 (loads). Components 501 to 503 are, for example, an ECU (Electronic Control Unit), sensors, a car navigation system, lamps, an air conditioner, etc. The in-vehicle power control system 1 includes a high-voltage battery 10 (HV battery in the figure), a DC-DC converter 30, a low-voltage battery 50 (LV battery in the figure), a power distributor 70, a first control device 100, a second control device 200, components 501 to 503, and first power lines 20 to fifth power lines 90 connecting them.

[0020] The first power line 20 connects the high-voltage battery 10 to the DC-DC converter 30, the second power line 40 connects the DC-DC converter 30 to the low-voltage battery 50, the third power line 60 connects the low-voltage battery 50 to the power distributor 70, the fourth power line 80 connects the power distributor 70 to the first control device 100, and the fifth power line 90 connects the first control device 100 to each component 501 to 503. At least one of the first power lines 20 to the fifth power lines 90 is a power line of a wire harness having power lines and signal lines.

[0021] The high-voltage battery 10 is the vehicle's main power source and is a high-capacity battery primarily used for vehicle propulsion.

[0022] The low-voltage battery 50 (power supply unit) is mainly used as a power source for the aforementioned components 501 to 503 that are installed in the vehicle.

[0023] The DC-DC converter 30 converts (steps down) the DC voltage supplied from the high-voltage battery 10 to the low-voltage battery 50, thereby supplying power from the high-voltage battery 10 to the low-voltage battery 50. Furthermore, the DC-DC converter 30 has the function of changing the output voltage supplied to the low-voltage battery 50. The output voltage of the low-voltage battery 50 depends on the output voltage of the DC-DC converter 30.

[0024] The power distributor 70 is positioned between the low-voltage battery 50 and the first control device 100 and is connected to the third power line 60 and the fourth power line 80. In Figure 1A, the power distributor 70 supplies power to the first control device 100, but it may also distribute power to loads other than the first control device 100.

[0025] The first control unit 100 supplies the power voltage supplied from the power distributor 70 to one or more downstream components 501 to 503. The first control unit 100 is connected to the low-voltage battery 50 via the third power line 60 and the fourth power line 80. The components 501 to 503 are then connected to the first control unit 100 via the fifth power line 90. Details of the first control unit 100 will be described later.

[0026] The second control unit 200 (power supply voltage control unit) monitors the output voltage of the low-voltage battery 50 via the signal line 51 and aggregates vehicle information related to power generation from various components 501 to 503 on the vehicle (for example, the operating guaranteed voltage of each component 501 to 503). The correction request receiving unit 210 of the second control unit 200 receives correction requests transmitted from the first control unit 100 via the signal line 101. The correction value instruction unit 211 of the second control unit 200 instructs the DCDC converter 30 to change the output voltage via the signal line 201. The second control unit 200 instructs the DCDC converter 30 to change the output voltage according to the correction value indicated by the received correction request. Communication between the first control unit 100, the second control unit 200, and the DCDC converter 30 is made possible by communication protocols used in vehicles, such as CAN (Controller Area Network), LIN (Local Interconnect Network), and Ethernet.

[0027] The details of the first control device 100 will be described below with reference to Figure 1B. Figure 1B is an internal configuration diagram of the first control device 100 according to the first embodiment.

[0028] The first control device 100 includes a semiconductor switch 170 that supplies or cuts off power supply voltage to components 501 to 503, and a microcontroller 180 that controls the semiconductor switch 170.

[0029] The semiconductor switch 170 is composed of, for example, an IPD (Intelligent Power Device) and discrete semiconductor components. The semiconductor switch 170 is connected to the fourth power line 80 connected to the power distributor 70, and to the fifth power line 90 connected to components 501 to 503, and supplies and cuts off power voltage. The semiconductor switch 170 also measures the current and voltage input to the semiconductor switch 170, and the current and voltage output from the semiconductor switch 170. Furthermore, the semiconductor switch 170 has functions for fault diagnosis and self-diagnosis.

[0030] The semiconductor switch 170 includes switch SW1 connected to the fourth power line 80, switch SW2 connected to power line 90-1 of the fifth power line 90, switch SW3 connected to power line 90-2, and switch SW4 connected to power line 90-3. All of these switches SW1 to SW4 are semiconductor switches such as MOSFETs. The semiconductor switch 170 measures the current and voltage supplied to the fourth power line 80. It also measures the current and voltage supplied to each of the power lines 90-1 to 90-3 of the fifth power line 90. The measured current and voltage values ​​are transmitted to the microcontroller 180.

[0031] The microcontroller 180 is an information processing device having a CPU (Central Processing Unit) and memory, and has functions such as a wiring resistance acquisition unit 110 (wiring resistance acquisition means), a current acquisition unit 120 (current acquisition means), a voltage drop amount calculation unit 130 (voltage drop amount calculation means), a component information unit 135, a correction value determination unit 140 (correction value determination means), and a correction request transmission unit 150 (correction request output means). In addition, the microcontroller 180 has functions for various fault diagnoses and self-diagnoses. A description of each part will be given later.

[0032] The wiring resistance acquisition unit 110 has information such as the wiring resistance value (reference wiring resistance value) from the low-voltage battery 50 to components 501 to 503, and the switching resistance value of the semiconductor switch 170, as shown in Figure 1B. Specifically, the wiring resistance acquisition unit 110 has the wiring resistance value (upstream) from the low-voltage battery 50 to the first control device 100, and the wiring resistance value (downstream) from the first control device 100 to components 501 to 503. For example, the wiring resistance value (upstream) is the combined resistance value of the third power line 60 and the fourth power line 80, and the wiring resistance value (downstream) is the resistance value of each power line 90-1 to 90-3 of the fifth power line 90, but the wiring resistance value is not limited to this and may include, for example, switching resistance values ​​and connector contact resistance values. Furthermore, the information held by the wiring resistance acquisition unit 110 is either written to the microcontroller 180 in advance when the first control device 100 is manufactured, or written to the microcontroller 180 after the first control device 100 is installed in the vehicle. Moreover, the information held by the wiring resistance acquisition unit 110 may be updated as needed.

[0033] Furthermore, the wiring resistance acquisition unit 110 also has the function of calculating an estimated temperature of the wire harness (fourth power line 80, fifth power line 90 (power lines 90-1 to 90-3)) based on the current value and energizing time measured by the semiconductor switch 170 described above, and adding the fluctuation in the wiring resistance value due to the calculated temperature estimate to the wiring resistance value described above. By taking into account the change in wiring resistance value due to temperature changes, it becomes possible to calculate the voltage drop from the low-voltage battery 50 to components 501 to 503 with high accuracy. In this embodiment, the function for taking into account the fluctuation in wiring resistance value due to temperature changes is placed on the microcontroller 180, but it may be placed on a device other than the microcontroller 180.

[0034] The current acquisition unit 120 acquires the current values ​​measured by the semiconductor switch 170. Specifically, the current acquisition unit 120 acquires the current value (upstream) supplied from the low-voltage battery 50 to the first control device 100, and the current values ​​(downstream) supplied from the first control device 100 to components 501 to 503.

[0035] The voltage drop calculation unit 130 calculates the voltage drop from the low-voltage battery 50 to components 501 to 503 based on the wiring resistance values ​​(upstream and downstream) obtained from the wiring resistance acquisition unit 110 and the current values ​​(upstream and downstream) obtained from the current acquisition unit 120.

[0036] The component information unit 135 stores information on the operating voltage of components 501 to 503 connected to the first control device 100. The information stored in the component information unit 135 is either written to the microcontroller 180 when the first control device 100 is manufactured, or written to the microcontroller 180 after the first control device 100 is installed in the vehicle. Furthermore, the information stored in the component information unit 135 may be updated as needed.

[0037] The correction value determination unit 140 calculates a power supply voltage correction value based on the voltage drop from the low-voltage battery 50 to components 501 to 503 calculated by the voltage drop calculation unit 130, and the operating guarantee voltage stored in the component information unit 135. Specifically, the correction value determination unit 140 compares the power supply voltage value supplied by the semiconductor switch 170 with the voltage drop from the low-voltage battery 50 to components 501 to 503 calculated by the voltage drop calculation unit 130 and the operating guarantee voltage stored in the component information unit 135, calculates the minimum power supply voltage required for components 501 to 503, and calculates a power supply voltage correction value.

[0038] The correction request transmission unit 150 transmits a correction request to the second control device 200, indicating the correction value of the power supply voltage calculated by the correction value determination unit 140.

[0039] The power supply voltage correction method of this embodiment will now be described with reference to Figure 1C. Figure 1C is a control flowchart of the first control device 100 of the first embodiment. Each step in the flowchart of Figure 1C is executed by the microcontroller 180's processor executing a program loaded into memory. The flowchart shown in Figure 1C is executed at regular intervals or variable intervals after the startup process and initialization process of the first control device 100 are completed.

[0040] First, in step S110, the microcontroller 180 obtains reference wiring resistance values ​​(upstream and downstream) from the low-voltage battery 50 to components 501-503, without considering temperature changes.

[0041] Next, in step S120, the microcontroller 180 acquires the current values ​​(upstream and downstream) and energizing time measured by the semiconductor switch 170.

[0042] In step S130, the microcontroller 180 estimates the temperature rise in the wire harness (third power line 60, fourth power line 80, and fifth power line 90) based on the above-mentioned reference wiring resistance values ​​(upstream, downstream), current values ​​(upstream, downstream), and energizing time.

[0043] In step S140, the microcontroller 180 acquires the wiring resistance values ​​(upstream and downstream) associated with temperature changes, based on the above-mentioned reference wiring resistance values ​​(upstream and downstream) and temperature rise values.

[0044] In step S150, the microcomputer 180 calculates the voltage drops (upstream and downstream) from the low-voltage battery 50 to the components 501 to 503 based on the above-described current values (upstream and downstream) and the wiring resistance values (upstream and downstream) associated with the temperature change. An example of the calculation formula is shown in Formula (1) and Formula (2) below. Here, with reference to the semiconductor switch 170, the microcomputer 180 calculates the voltage drop (upstream) from the low-voltage battery 50 to the semiconductor switch 170 according to Formula (1), and calculates each voltage drop (downstream) from the semiconductor switch 170 to the components 501 to 503 according to Formula (2). In the example of FIG. 1A, since three components 501 to 503 are connected to the semiconductor switch 170, three voltage drops (downstream) are calculated using Formula (2), and the largest voltage drop is taken as the voltage drop (downstream).

[0045] Voltage drop (upstream) Vf_ba = Current value (upstream) × Wiring resistance value (upstream) ··· Formula (1) Voltage drop (downstream) Vf_ac = Current value (downstream) × Wiring resistance value (downstream) ··· Formula (2)

[0046] In step S160, the microcomputer 180 obtains a power supply voltage that serves as a reference for calculating the correction request.

[0047] In step S170, the microcomputer 180 calculates a correction value of the power supply voltage from the above-described reference power supply voltage, voltage drop (upstream), voltage drop (downstream), and the operation guarantee voltage obtained from the component information unit 135. The following Formulas (4) and (5) are executed when Vc_Pre < Vc_lowlimit to calculate the correction value of the power supply voltage.

[0048] Vc_pre = Va - Vf_ac ··· Formula (3) Vreq = Vc_lowlimit - Vc_pre ··· Formula (4) Vreq_total = Vf_ba + Vreq + Va ··· Formula (5) Here, the meanings of the symbols in Formulas (3) to (5) are described as follows. Va: Power supply voltage value recognized by the first control device 100 Vc_pre: Power supply voltage value of downstream components calculated by the first control device 100 Vc_lowlimit: Lower limit of the guaranteed operating voltage for components 501-503 Vreq: Relative power supply voltage correction value required by components 501-503 Vreq_total: Correction value of the correction request sent from the first control unit 100 to the second control unit 200.

[0049] In step S180, the microcontroller 180 sends a correction request to the correction request receiving unit 210 of the second control device 200, indicating the correction value of the power supply voltage calculated in step S170.

[0050] When the second control unit 200 receives a power supply voltage correction request from the microcontroller 180, it sends a change instruction to the DC-DC converter 30 to change the output voltage of the DC-DC converter 30 in accordance with the correction request.

[0051] (Effects of the first embodiment) According to the in-vehicle power control system 1 of this embodiment, the voltage drop in the third power line 60, the fourth power line 80, and the fifth power line 90 can be calculated based on the wiring resistance values ​​(upstream and downstream) and current values ​​(upstream and downstream) from the low-voltage battery 50 to the downstream components 501 to 503. Then, the power supply voltage supplied to components 501 to 503, calculated from the power supply voltage of the low-voltage battery 50 and the calculated voltage drop, can be compared in a timely manner with the operating guarantee voltage values ​​of the downstream components 501 to 503. As a result, if the power supply voltage supplied to components 501 to 503 is lower than the operating guarantee voltage value, a correction value that takes into account the voltage drop from the low-voltage battery 50 to components 501 to 503 can be calculated, and a correction request indicating this correction value can be sent to the DCDC converter 30. As a result, the operating guarantee voltage required by components 501 to 503 can be secured in a timely manner.

[0052] (Second Embodiment) The second embodiment will be described below with reference to Figures 2A to 2D. Figure 2A is a basic configuration diagram of the in-vehicle power control system 2 of the second embodiment. The in-vehicle power control system 2 is an example of a vehicle control system to which the present invention is applied. Explanations that overlap with the first embodiment will be omitted.

[0053] The in-vehicle power control system 2 of this embodiment, in a configuration in which multiple first control devices 100A to 100C are connected in parallel to a single power distribution unit 70, suppresses the complexity of correcting the power supply voltage due to increases or decreases in the number of first control devices 100A to 100C. It differs from the first embodiment described above in that it considers correcting the power supply voltage based on correction requests transmitted from multiple first control devices 100A to 100C.

[0054] Each of the multiple first control devices 100A to 100C is a zone ECU, and one is provided for each zone of the vehicle. The multiple first control devices 100A to 100C are located at the front of the vehicle, the rear of the vehicle, and inside the passenger compartment, and are responsible for supplying power voltage to components 501 to 503 located near each control device. In Figure 2A, three first control devices 100A to 100C are connected, but the number of first control devices installed may increase or decrease depending on the vehicle.

[0055] The third control unit 300 (aggregate control unit) receives and aggregates correction requests transmitted from multiple first control units 100A to 100C and transmits them to the second control unit 200. By aggregating the correction requests, the third control unit 300 can appropriately correct the power supply voltage without changing the communication control of the relatively low-function second control unit 200, even if there are multiple first control units 100A to 100C or if the number of connected components 501 to 503 increases.

[0056] The third control unit 300 is an ECU for integrated control such as autonomous driving of the vehicle. It is connected to the first control units 100A to 100C via CAN or Ethernet communication and communicates with the third control unit 300 using a predetermined communication format. The third control unit 300 has a communication circuit that can accommodate increases or decreases in the number of connections to the first control units 100A to 100C.

[0057] As shown in Figure 2A, multiple first control devices 100A to 100C are connected from the power distributor 70 via the fourth power line 80.

[0058] Each of the first control devices 100A to 100C is connected to one or more components 501 to 503 via the fifth power line 90. Each of the first control devices 100A to 100C also calculates a correction value for the power supply voltage and sends a correction request to the third control device 300 via the signal line 102.

[0059] The third control unit 300 transmits a selected correction request from among the multiple correction requests received from the multiple first control units 100A to 100C to the second control unit 200 via the signal line 301. Upon receiving the selected correction request, the second control unit 200 controls the output voltage of the DC-DC converter 30 according to the correction request.

[0060] Figure 2B is an internal configuration diagram of the third control device 300 of the second embodiment. The third control device 300 includes a microcontroller 181. The microcontroller 181 has a correction request receiving unit 305, a correction request aggregation unit 310, and a correction request transmission unit 150.

[0061] Figure 2C shows the correction requests aggregated by the third control device 300 in the second embodiment. Figure 2D shows the stored data of the correction requests received by the third control device 300 in the second embodiment. For example, as shown in Figure 2D, the third control device 300 receives and stores a correction request indicating 14.5V from the first control device 100A, a correction request indicating 14.7V from the first control device 100B, and a correction request indicating 14.6V from the first control device 100C.

[0062] Then, as shown in Figure 2C, the third control device 300 selects the correction request with the highest voltage value from among the multiple correction requests it has stored. In the example in Figure 2C, the third control device 300 selects the correction request (correction value: 14.7V) received from the first control device 100B. The third control device 300 then transmits the selected correction request (correction value: 14.7V) to the second control device 200 via the signal line 301.

[0063] As shown in Figure 2C, the third control device 300 (warning means) issues a warning as a precursor to failure if the correction values ​​indicated by the received multiple correction requests are outside a predetermined range. The warning method includes displaying a warning on a display device that is communicatively connected to the third control device 300, or emitting a warning sound from an audio output device. The upper limit of the predetermined range is the minimum value of the absolute maximum rating of one or more components 501 to 503, and the lower limit of the predetermined range is the maximum value of the minimum operating guaranteed voltage of one or more components 501 to 503.

[0064] The voltage correction control process of this embodiment will now be described with reference to Figure 2E. Figure 2E is a control flowchart of the third control device 300 of the second embodiment. The flowchart shown in Figure 2E is executed at regular intervals or variable intervals after the startup process and initialization process of the third control device 300 are completed. The power supply voltage correction method executed by the first control devices 100A to 100C is the same as in the first embodiment, so its explanation will be omitted.

[0065] First, in step S200, the microcontroller 181 (correction request receiving unit 305) of the third control device 300 receives correction requests from multiple first control devices 100A to 100C.

[0066] In step S210, the microcontroller 181 stores the received correction requests into the microcontroller's memory.

[0067] In step S220, the microcontroller 181 selects one correction request from among several correction requests stored in memory that has the maximum correction value.

[0068] In step S230, the microcontroller 181 sends a correction request to the second control unit 200 in which the selected correction value is the maximum value. In the examples of Figures 2C and 2D, the correction value of the correction request received from the first control unit 100B is the maximum value, so the microcontroller 181 sends the correction request received from the first control unit 100B to the second control unit 200.

[0069] (Effects of the second embodiment) According to the in-vehicle power control system 2 of this embodiment, even in a system in which multiple first control devices 100A to 100C are connected, the same effects and advantages as those of the first embodiment described above can be obtained.

[0070] Furthermore, by having the third control device 300 aggregate the correction requests transmitted from multiple first control devices 100A to 100C, even if the number of first control devices 100A to 100C increases or decreases, there is no need to change the communication protocol between the second control device 200 and the third control device 300, and the second control device 200 shown in the first embodiment can be used as is.

[0071] Furthermore, the third control device 300 can supply a power supply voltage to the first control devices 100A-100C that is equal to or greater than the correction value of the correction request received from the first control devices 100A-100C by selecting a correction request for which the correction value is the maximum value. In other words, by aggregating the correction requests, the third control device 300 can shorten the time it takes to determine the power supply voltage to be supplied and the time it takes to actually supply it.

[0072] (Third embodiment) The third embodiment will now be described with reference to Figures 3A and 3B. Figure 3A is a basic configuration diagram of the in-vehicle power control system 3 of the third embodiment. The in-vehicle power control system 3 is an example of a vehicle control system to which the present invention is applied. Explanations that overlap with the embodiments described above will be omitted.

[0073] The in-vehicle power control system 3 of this embodiment differs from the second embodiment described above in that the first control device 100A aggregates the correction requests transmitted by the multiple first control devices 100A to 100C. Therefore, in this embodiment, the third control device 300 of the second embodiment is unnecessary.

[0074] Specifically, each of the multiple first control devices 100A to 100C calculates a correction value. Among the multiple first control devices 100A to 100C, first control device 100A receives correction requests from the other first control devices 100B and 100C via signal line 102. First control device 100A also selects one correction request from its own correction requests and the received correction requests and transmits it to second control device 200 via signal line 301.

[0075] Figure 3B is an internal configuration diagram of the first control device 100A of the third embodiment. Compared to the first control device 100 described in Figure 1B above, it differs in that it has a correction request receiving unit 160 and a correction request aggregation unit 165.

[0076] Correction requests transmitted by the first control devices 100B and 100C, as well as correction requests within the first control device (first control device 100A), are received by the correction request receiving unit 160 and transmitted to the correction request aggregation unit 165. The correction request aggregation unit 165 selects the correction request with the largest correction value from among the multiple correction requests and transmits the selected correction request to the correction request transmission unit 150. The correction request transmission unit 150 transmits the selected correction request to the second control device 200.

[0077] (Effects of the third embodiment) According to the in-vehicle power control system 3 of this embodiment, the same effects and advantages as those of the second embodiment can be obtained even in a system that does not have the third control device 300. In the third embodiment, compared to the second embodiment, the device configuration is simplified and costs can be reduced because the third control device 300 is not included.

[0078] (Fourth Embodiment) The fourth embodiment will now be described with reference to Figures 4A and 4B. Figure 4A is a basic configuration diagram of the in-vehicle power control system 4 of the fourth embodiment. The in-vehicle power control system 4 is an example of a vehicle control system to which the present invention is applied. Explanations that overlap with the embodiments described above will be omitted.

[0079] In the in-vehicle power control system 4 of this embodiment, the power lines of multiple first control devices 100A to 100C are connected in a ring topology. Specifically, the power distributor 70 and two first control devices 100A and 100C are connected by a fourth power line 80, adjacent first control devices 100A and 100B are connected by a sixth power line 81, and adjacent first control devices 100B and 100C are connected by a seventh power line 82. The other configurations are the same as in the second embodiment.

[0080] By splitting the fourth power line 80 from the power distributor 70 into two redundant systems, even if a failure occurs in the fourth power line 80, the sixth power line 81, or the seventh power line 82, power voltage can still be supplied from the power distributor 70 to each of the first control devices 100A to 100C via another power line. As a result, the reliability of the in-vehicle power control system 4 can be improved.

[0081] Figure 4B is an internal configuration diagram of the semiconductor switch 170 of the fourth embodiment. Note that the semiconductor switches 170 of the first control devices 100B and 100C have the same configuration as the semiconductor switch 170 of the first control device 100A, so their explanation is omitted. The semiconductor switch 170 is provided with a semiconductor switch 171 connected to the fourth power line 80, a semiconductor switch 172 connected to the sixth power line 81, and a group of semiconductor switches 173 connected to each component 501 to 503.

[0082] Furthermore, the semiconductor switches 171, 172, and 173 described above are connected to each other by an internal power line 174. In addition, the semiconductor switches 171, 172, and 173 are controlled to be turned on and off by a control signal from the microcontroller.

[0083] The semiconductor switch group 173 is connected to multiple components 501 to 503 via the fifth power line 90. The power supply voltage supplied to the semiconductor switch 170 is supplied to the multiple components 501 to 503 via the semiconductor switch group 173.

[0084] Next, the effects and advantages of this embodiment will be explained using Figure 4C. Figure 4C is a diagram showing the on-board power control system 4 in the fourth embodiment when a power line is disconnected.

[0085] If the fourth power line 80-1 is disconnected, the power supply voltage cannot be directly supplied from the power distributor 70 to the first control device 100A. In this case, the power supply voltage cannot be supplied to components 501 to 503 connected to the first control device 100A.

[0086] In this embodiment, since multiple first control devices 100A to 100C are connected in a ring topology, power voltage can be supplied from the power distributor 70 to the first control device 100A via the first power supply path (fourth power line 80-2, first control device 100C, seventh power line 82, first control device 100B, and sixth power line 81).

[0087] On the other hand, if the fourth power line 80-1 is not broken, power voltage is supplied from the power distributor 70 to the first control device 100A via the second power voltage supply path (fourth power line 80-1).

[0088] Because the power supply voltage path when the fourth power line 80-1 is not disconnected differs from the power supply voltage path when the fourth power line 80-1 is disconnected, the amount of voltage drop in the path also changes between normal and abnormal conditions. Therefore, when the fourth power line 80-1 is not disconnected, the first control device 100A calculates a correction value considering the voltage drop in the third power line 60, the fourth power line 80-1, and the fifth power line 90, and sends a correction request. On the other hand, when the fourth power line 80-1 is disconnected, the first control device 100A calculates a correction value considering the voltage drop in the third power line 60, the fourth power line 80-2, the seventh power line 82, the sixth power line 81, and the fifth power line 90, and sends a correction request.

[0089] Furthermore, the calculation method for the correction value is the same as described above even if the fourth power line 80-2, the sixth power line 81, or the seventh power line 82 is broken, so the explanation for that is omitted.

[0090] (Effects of the fourth embodiment) If the fourth power line 80-1 is disconnected and power voltage cannot be supplied from the power distributor 70 to the first control device 100A, power voltage can be supplied to the first control device 100A and components 501-503 via a bypass power line connected by a ring topology. In this case, the first control device 100A calculates a correction value considering the voltage drop and switching resistance in the bypass power line and sends a correction request, thereby obtaining the same effects as in the first embodiment described above, even when a power line is disconnected.

[0091] (Fifth embodiment) Next, a fifth embodiment will be described with reference to Figures 5A and 5B. Figure 5A shows the correction requests aggregated by the third control device 300.

[0092] The in-vehicle power control system of this embodiment takes into consideration that when the third control device 300 of the second embodiment described above selects a correction request from among a plurality of correction requests, it determines whether the correction value indicated by the received correction request is within a predetermined range.

[0093] Specifically, multiple upper and lower limits are set for the correction value of the correction request. Since the correction request is used to control the output voltage of the DC-DC converter 30, the upper limit is the maximum output voltage of the DC-DC converter 30, or the minimum of the absolute maximum ratings of the components 501 to 503 connected to the DC-DC converter 30. Here, the maximum output voltage of the DC-DC converter 30 is set lower than the minimum of the absolute maximum ratings of the components 501 to 503, so as not to exceed the absolute maximum ratings of each component 501 to 503.

[0094] Similar to the upper limit, the correction request is used to control the output voltage of the DC-DC converter 30, so the lower limit is the minimum output voltage of the DC-DC converter 30, or the maximum operating voltage of components 501-503 connected to the DC-DC converter 30. Here, the minimum output voltage of the DC-DC converter 30 is set higher than the maximum operating voltage of all components 501-503, and is not set lower than the operating voltage of all components 501-503.

[0095] For example, if the correction request is greater than the upper limit, it is possible that the power voltage output from the DCDC converter 30 and supplied to the low-voltage battery 50, power distributor 70, first control unit 100A~100C, and components 501~503 has dropped significantly. In other words, the third control unit 300 can determine that a fault has occurred somewhere in the in-vehicle power control system.

[0096] Furthermore, if the correction request is smaller than the lower limit, the third control device 300 can determine that the correction value calculated by the first control devices 100A to 100C is abnormal and determine that a malfunction has occurred in the first control devices 100A to 100C.

[0097] In other words, by comparing the correction value indicated by the correction request with the upper and lower limits, fault conditions within the in-vehicle power control system can be detected in a timely manner, thereby improving reliability.

[0098] Figure 5A shows the correction requests aggregated by the third control device 300 in the fifth embodiment. The third control device 300 receives correction requests from the first control devices 100A and 100B indicating correction values ​​within a predetermined range. On the other hand, the third control device 300 receives a correction request from the first control device 100C that is outside the predetermined range. The correction value indicated by this correction request is below the maximum value of the operating guarantee voltage for all components 501 to 503, indicating that the correction request indicating the correction value calculated by the first control device 100C is abnormal. The third control device 300 functions as a warning means that issues a warning as a precursor to failure when the value indicated by the correction request is outside the predetermined range.

[0099] The fault diagnosis process of this embodiment will now be described with reference to Figure 5B. Figure 5B is a control flow diagram of the third control device 300 of the fifth embodiment.

[0100] The flowchart shown in Figure 5B is executed at regular or variable intervals after the startup and initialization processes of the third control device 300 are completed. The power supply voltage correction method executed by the first control devices 100A to 100C is the same as in the first embodiment, so its explanation is omitted.

[0101] First, in step S500, the third control device 300 stores the correction value indicated by the correction request determined in the previous task into memory. In the case of the first task, it stores a pre-set value.

[0102] Next, in step S510, the correction request receiving unit 305 of the third control device 300 receives correction requests transmitted from the multiple first control devices 100A to 100C.

[0103] In step S520, the third control device 300 determines whether the correction value indicated by each correction request received from the first control devices 100A to 100C exceeds the upper limit. If the correction value indicated by the correction request does not exceed the upper limit, the process proceeds to step S530. If the correction value indicated by the correction request exceeds the upper limit, the process proceeds to step S560.

[0104] In step S530, the third control device 300 determines whether the correction value indicated by each correction request received from the first control devices 100A to 100C falls below the lower limit. If the correction value indicated by the correction request does not fall below the lower limit, the process proceeds to step S540. If the correction value indicated by the correction request falls below the lower limit, the process proceeds to step S560.

[0105] The process in step S540 is executed when the correction value indicated by the correction request falls within a predetermined range. Specifically, in step S540, the third control device 300 selects the correction request with the largest correction value from among multiple correction requests.

[0106] Then, in step S550, the third control device 300 transmits the correction request selected in step S540 to the second control device 200.

[0107] On the other hand, step S560 is executed when the correction value indicated by each correction request is not within a predetermined range. In step S560, the third control device 300 stores the status information of the fault state or the pre-fault state in memory.

[0108] Step S570 indicates a normal state, meaning the correction value (previous value) from the previous task is determined as the correction value for the current task.

[0109] (Effects of the fifth embodiment) According to the fifth embodiment using the method described above, by comparing the correction value indicated by the correction request with the upper and lower limits, a fault condition or a precursor to a fault in the in-vehicle power control system can be detected in a timely manner, thereby improving reliability.

[0110] (Sixth Embodiment) Next, the sixth embodiment will be described with reference to Figures 6A and 6B. Figure 6A is a time chart showing the fluctuation of the output voltage of the DC-DC converter 30 of the sixth embodiment.

[0111] The in-vehicle power control system of this embodiment differs from the second embodiment in that, when the third control device 300 of the second embodiment aggregates the correction requests transmitted from each of the first control devices 100A to 100C, a period is set for which correction requests can be received.

[0112] Specifically, the second control device 200 sends an instruction to the DC-DC converter 30 to change the output voltage, and the DC-DC converter 30 changes the output voltage until it is set to the target power supply voltage. At this time, the third control device 300 does not accept correction requests from the first control devices 100A to 100C during the mask period, which is defined as the period from when the change instruction is sent to the DC-DC converter 30 until the output voltage of the DC-DC converter 30 is set.

[0113] By setting the mask period described above, the acceptance of new correction requests can be interrupted during the transient response period in which the DC-DC converter 30 is changing its output voltage. This shortens the settling time of the output voltage of the DC-DC converter 30 and improves the stability of the DC-DC converter 30.

[0114] Figure 6A shows the period from the receipt of the correction request to the setting of the output voltage of the DC-DC converter 30, during which the DC-DC converter 30 repeatedly performs control to change the output voltage in accordance with the change instruction.

[0115] The control period A up to time T100 represents the period during which the third control device 300 receives multiple correction requests transmitted from the first control devices 100A to 100C.

[0116] Control period B, from time T100 to time T110, represents the period during which the third control device 300 suspends receiving correction requests transmitted from the first control devices 100A to 100C. During this control period B, the third control device 300 selects correction requests, sends correction requests to the second control device 200, and the second control device 200 sends change instructions to the DCDC converter 30.

[0117] The control period C from time T110 to T120 is the period required for the output voltage of the DC-DC converter 30 to be set, and represents the period until the output voltage converges to / settles to the final correction value. During this control period C, the third control device 300 also suspends the reception of correction requests transmitted from the first control devices 100A to 100C. In other words, control periods B and C are mask periods.

[0118] The mask period setting process of this embodiment will now be described with reference to Figure 6B. Figure 6B is a control flowchart of the third control device 300 of the sixth embodiment. The flowchart shown in Figure 6B is executed at regular intervals or variable intervals after the startup process and initialization process of the third control device 300 are completed. The power supply voltage correction method executed by the first control devices 100A to 100C is the same as in the first embodiment, so its explanation will be omitted.

[0119] First, in step S600, the third control device 300 stores the control period information for the centralized control and proceeds to step S610. The control period can be switched between control period A, control period B, and control period C, for example, using a timer function installed in the microcontroller and a control period determination process described later.

[0120] In step S610, the third control device 300 checks the control period information. If it is control period A, it proceeds to step S615. If it is control period B or control period C, it proceeds to step S630.

[0121] Next, in step S615, the third control device 300 sets the permission to receive correction requests and proceeds to step S620.

[0122] In step S620, the third control device 300 performs a correction request selection process, for example, the correction request aggregation function operation in the second embodiment described above is performed, and the device proceeds to step S625.

[0123] In step S625, the third control device 300 changes the control period information to period B and terminates the task processing.

[0124] Meanwhile, in step S630, the third control unit 300 is configured to disable the reception of correction requests, and is set not to receive correction requests transmitted from the first control units 100A to 100C. After this setting, the process proceeds to step S635.

[0125] In step S635, the third control unit 300 determines whether or not it has sent a correction request to the second control unit 200. If the correction request has been sent, the third control unit 300 proceeds to step S640; otherwise, it proceeds to step S655.

[0126] Next, in step S640, the third control device 300 acquires information on the output control status of the DC-DC converter 30. The information from the DC-DC converter 30 may be transmitted to the third control device 300 via the second control device 200, or it may be transmitted directly from the DC-DC converter 30 to the third control device 300. After that, the process proceeds to step S645.

[0127] In step S645, the third control device 300 checks the output control status of the DC-DC converter 30 and confirms whether output control is complete and whether the output voltage stabilization time has elapsed. If output control is complete and the output stabilization time has elapsed, the process proceeds to step S650. If output control is not complete or the output stabilization time has not elapsed, the process does not proceed to step S650 and the task processing is terminated.

[0128] In step S650, the third control device 300 changes the control period information to period A and terminates the task processing.

[0129] In step S655, the third control unit 300 sends a correction request to the second control unit 200 and terminates the task processing.

[0130] (Effects of the sixth embodiment) According to the sixth embodiment using the method described above, the acceptance of new correction requests can be interrupted during the transient response period in which the DC-DC converter 30 controls the increase or decrease of the output voltage, the settling time of the output voltage of the DC-DC converter 30 can be shortened, and stability can be improved.

[0131] (Seventh Embodiment) Next, the seventh embodiment will be described with reference to Figures 7A to 7C. Figure 7A is a diagram showing the correction requests aggregated by the third control device 300 of the seventh embodiment.

[0132] In this embodiment, the in-vehicle power control system 2 uses information on priority requests and general requests of correction requests transmitted from the first control devices 100A to 100C when the third control device 300 of the second embodiment described above selects a correction request from among a plurality of correction requests.

[0133] Multiple components 501 to 503 are connected to the first control unit 100A to 100C. Each component 501 to 503 is classified into critical components (priority loads) that are directly related to the vehicle's basic performance, such as external environment recognition functions related to vehicle drive, braking, steering, and autonomous driving, and general components (general loads) related to functions such as audio and power seat functions. The power supply voltage supplied to each component is prioritized for critical components.

[0134] Specifically, the correction requests transmitted from the first control devices 100A to 100C include high-priority and low-priority correction requests. In the function of receiving and aggregating correction requests of the third control device 300, the third control device 300 first aggregates the high-priority correction requests from the received high-priority and low-priority correction requests, selects correction requests from among them, and transmits them to the second control device 200. Subsequently, the third control device 300 aggregates the low-priority correction requests, selects correction requests from among them, and transmits them to the second control device 200.

[0135] By using the function that aggregates the correction requests mentioned above, it is possible to prioritize supplying power voltages that match the critical components, thereby maintaining and suppressing the deterioration of the vehicle's basic performance.

[0136] As shown in Figure 7A, high-priority and low-priority correction requests are sent from each of the three first control devices 100A to 100C. STEP0 shows the current control voltage of the DCDC converter 30, STEP1 aggregates the high-priority correction requests and shows the correction value indicated by the highest-priority correction request among them, and STEP2 aggregates the low-priority correction requests and shows the low-priority correction request indicated by the highest-priority correction request among them. Note that if the highest correction value of the low-priority correction request is lower than the highest correction value of the high-priority correction request, the correction request in STEP2 is not sent.

[0137] The detailed aggregation operation of correction requests in this embodiment will be explained using Figures 7B and 7C. Figure 7B is a control flow diagram of the third control device 300 of the seventh embodiment. The flowchart shown in Figure 7B is executed at regular intervals or variable intervals after the startup process and initialization process of the third control device 300 are completed. Figure 7C is a diagram showing the stored data of correction requests received by the third control device 300 of the seventh embodiment.

[0138] In step S700, the third control unit 300 receives multiple correction requests transmitted from the first control units 100A to 100C and proceeds to step 710.

[0139] In step S710, the third control device 300 stores the received correction requests in memory and proceeds to step S720. As shown in Figure 7C, the received correction requests are stored in memory.

[0140] In step S720, the third control device 300 obtains the maximum value from the stored high-priority correction requests and proceeds to step S730.

[0141] In step S730, the third control unit 300 sends the high-priority correction request obtained in step S720 to the second control unit 200. Then, the process proceeds to step S740.

[0142] Next, in step S740, the third control device 300 obtains the maximum value from the stored low-priority correction requests and proceeds to step S750.

[0143] In step S750, the third control device 300 compares the maximum value of high-priority correction requests obtained in step S720 with the maximum value of low-priority correction requests obtained in step S740. If the maximum value of low-priority correction requests is larger, the device proceeds to step S760. If the maximum value of high-priority correction requests is larger, the device terminates the task processing without executing step S760.

[0144] In step S760, the third control unit 300 sends the low-priority correction request obtained in step S740 to the second control unit 200, and terminates the task processing.

[0145] (Effects of the 7th embodiment) In the seventh embodiment, the power supply voltage required by critical components directly related to the vehicle's basic performance can be prioritized. This makes it possible to construct a highly safe system that prioritizes the vehicle's basic performance.

[0146] (modified version) This disclosure is not limited to the embodiments described above, but includes various modifications. For example, the embodiments described above are described in detail for the purpose of explaining this disclosure and are not necessarily limited to those having all the configurations described. Furthermore, it is possible to replace parts of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add configurations from other embodiments to the configuration of one embodiment. In addition, it is possible to add, delete, or replace parts of the configuration of each embodiment with other configurations.

[0147] For example, the first control devices 100, 100A, 100B, and 100C in the above-described embodiment may be zone ECUs provided for each zone of the vehicle, domain ECUs provided for each function of the vehicle, or a central ECU that is communicatively connected to each zone ECU and each domain ECU and comprehensively controls each zone ECU. [Explanation of Symbols]

[0148] 1, 2, 3, 4… In-vehicle power control systems 10…High-voltage battery 20...1st power line 30…DC-DC converter 40...Second power line 50... Low-voltage battery 51, 101, 102, 201, 301… signal lines 60...Third power line 70...Power distributor 80…4th power line 81…6th power line 82...7th power line 90…5th power line 80-1,80-2,90-1,90-2,90-3…Power line 100, 100A, 100B, 100C… First control unit 110…Wiring resistance acquisition section 120…Current acquisition section 130... Voltage drop calculation unit 135...Component Information Department 140... Correction value determination unit 150... Correction Request Transmission Unit 160... Correction Request Receiving Unit 165... Correction Request Aggregation Department 170... Semiconductor switches 171... Semiconductor switches 172... Semiconductor switches 173...Semiconductor switch group 180... Microcontroller 200...Second control unit 210... Correction Request Receiving Unit 211... Correction value indicator 300...Third control unit 305... Correction Request Receiving Unit 310... Correction Request Aggregation Unit 501, 502, 503… Components SW1, SW2, SW3, SW4… Switches

Claims

1. Power supply unit, A control device connected to the power supply device via a first power line, The control device is connected via a second power line to one or more loads, The control device is Wiring resistance acquisition means for acquiring the wiring resistance values ​​of the first power line and the second power line; Current acquisition means for acquiring a first current value supplied to the control device via the first power line and a second current value supplied to the load via the second power line; A voltage drop calculation means calculates the voltage drop amount in the first power line and the second power line based on the wiring resistance value obtained by the wiring resistance acquisition means, the first current value obtained by the current acquisition means, and the second current value obtained by the current acquisition means. A correction value determination means that determines a correction value for correcting the output voltage of the power supply based on the voltage drop amount calculated by the voltage drop amount calculation means, and The system includes a correction request output means that outputs a correction request indicating the correction value determined by the correction value determination means, The power supply voltage control device further comprises a power supply voltage control device that controls the output voltage of the power supply device, The correction request output means outputs the correction request to the power supply voltage control device. The power supply voltage control device controls the output voltage of the power supply device in accordance with the correction request. Multiple control devices are provided for each zone of the vehicle. Each of the correction request output means of the plurality of control devices outputs the correction request for correcting the output voltage of the power supply device. An in-vehicle power control system characterized by the following:

2. Power supply unit, A control device connected to the power supply device via a first power line, The control device is connected via a second power line to one or more loads, The control device is Wiring resistance acquisition means for acquiring the wiring resistance values ​​of the first power line and the second power line; Current acquisition means for acquiring a first current value supplied to the control device via the first power line and a second current value supplied to the load via the second power line; A voltage drop calculation means calculates the voltage drop amount in the first power line and the second power line based on the wiring resistance value obtained by the wiring resistance acquisition means, the first current value obtained by the current acquisition means, and the second current value obtained by the current acquisition means. A correction value determination means that determines a correction value for correcting the output voltage of the power supply based on the voltage drop amount calculated by the voltage drop amount calculation means, and The system includes a correction request output means that outputs a correction request indicating the correction value determined by the correction value determination means, The power supply voltage control device further comprises a power supply voltage control device that controls the output voltage of the power supply device, The correction request output means outputs the correction request to the power supply voltage control device. The power supply voltage control device controls the output voltage of the power supply device in accordance with the correction request. The aggregate control device further comprises a device that receives a plurality of correction requests output from each of the plurality of correction request output means of the plurality of control devices, The aggregate control device, after receiving the correction request, masks new correction requests until the output voltage of the power supply device stabilizes due to the correction request. Multiple control devices are provided for each zone of the vehicle. The aggregate control device outputs the selected correction request from among the multiple correction requests to the power supply voltage control device. The power supply voltage control device controls the output voltage of the power supply device according to the correction request selected by the centralized control device. An in-vehicle power control system characterized by the following:

3. The voltage drop calculation means calculates the voltage drop based on the temperature estimate of the first power line or the second power line. The in-vehicle power control system according to claim 1 or 2, characterized in that it is the same as described in claim 1 or 2.

4. The aggregate control device further comprises a device that receives a plurality of correction requests output from each of the plurality of correction request output means of the plurality of control devices, The aggregate control device outputs the selected correction request from among the multiple correction requests to the power supply voltage control device. The power supply voltage control device controls the output voltage of the power supply according to the selected correction request. The in-vehicle power control system according to feature 1.

5. The aggregate control device selects the correction request that shows the highest voltage value from among the multiple correction requests. The in-vehicle power control system according to feature 4.

6. One of the multiple control devices receives one or more correction requests output from the correction request output means of one or more other control devices. The first control device outputs to the power supply voltage control device a correction request selected from the correction request output from the correction request output means of the first control device and the correction request output from the correction request output means of the other one or more control devices. The power supply voltage control device controls the output voltage of the power supply according to the selected correction request. The in-vehicle power control system according to feature 1.

7. The control device selects the correction request that shows the highest voltage value from among the multiple correction requests. The in-vehicle power control system according to claim 6, characterized in that it is as described above.

8. The plurality of control devices and the power supply unit are connected in a ring topology using power lines including the first power line. The in-vehicle power control system according to feature 1.

9. The multiple control devices connected in a ring topology output a first correction request indicating a correction value determined based on the voltage drop in the first power supply path, and a second correction request indicating a correction value determined based on the voltage drop in a second power supply path different from the first power supply path. The in-vehicle power control system according to feature 8.

10. The system further includes a warning means that issues a warning as a sign of impending failure if the value indicated by the correction request falls outside a predetermined range. The in-vehicle power control system according to claim 1 or 2, characterized in that it is the same as described in claim 1 or 2.

11. The upper limit of the predetermined range is the minimum value of the absolute maximum rating of the one or more loads, and the lower limit of the predetermined range is the maximum value of the minimum operating voltage guaranteed for the one or more loads. The in-vehicle power control system according to claim 10, characterized in that it is the same as described in claim 10.

12. The aforementioned loads include priority loads related to the basic performance of the vehicle. The correction value determination means determines the correction value based on the voltage drop and the operating guarantee voltage of the priority load. The in-vehicle power control system according to claim 1 or 2, characterized in that it is the same as described in claim 1 or 2.

13. A control device for an in-vehicle power control system, connected to a power supply via a first power line and to one or more loads via a second power line. A centralized control device that is communicatively connected to the aforementioned control device, An in-vehicle power control system having, The in-vehicle power control system has a plurality of the control devices, The aforementioned integrated control device is connected to the plurality of control devices in a manner that enables communication, The control device is Wiring resistance acquisition means for acquiring the wiring resistance values ​​of the first power line and the second power line, and current acquisition means for acquiring the first current supplied to the control device via the first power line and the second current supplied to the load via the second power line, A voltage drop calculation means calculates the voltage drop amount in the first power line and the second power line based on the wiring resistance value obtained by the wiring resistance acquisition means, the first current obtained by the current acquisition means, and the second current obtained by the current acquisition means. A correction value determination means that determines a correction value for correcting the output voltage of the power supply based on the voltage drop amount calculated by the voltage drop amount calculation means, The system includes a correction request output means that outputs a correction request indicating the correction value determined by the correction value determination means, The aggregate control device outputs a selected correction request from among the multiple correction requests output from each of the multiple control devices to a power supply voltage control device that controls the output voltage of the power supply device. An in-vehicle power control system characterized by the following:

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