JP2009061808A - Vehicle control device - Google Patents

Abstract

A plurality of circuits are linked and operated so that some functions operate even after the ignition is turned off.
When the IGCT relay is off (YES in S100) and the + B voltage is smaller than a predetermined value A (YES in S102), the monitoring microcomputer has elapsed since the IGCT relay was turned off. A step of measuring and storing time (S104), a step of calculating the current learning time (S106), and a step of instructing the power supply control IC to stop the power supplied to the HV control microcomputer (S108) When the + B voltage is equal to or greater than a predetermined value A (NO in S102) and the timer value of the time measurement timer is greater than twice the learning time (YES in S110), the voltage is supplied to the HV control microcomputer. The program is executed including the step (S108) of instructing the power supply control IC to stop the generated power.
[Selection] Figure 3

Description

  The present invention relates to starting and stopping of a microcomputer constituting a vehicle control apparatus using an internal combustion engine and a rotating electrical machine as drive sources, and more particularly to a technique in which a plurality of microcomputers having different start and stop timings are linked to each other.

  2. Description of the Related Art Conventionally, a hybrid vehicle control device (hereinafter also referred to as a hybrid ECU (Electronic Control Unit)) using an internal combustion engine and a rotating electric machine as drive sources is configured by combining a plurality of circuits. Further, a technique for determining an abnormality occurring in a hybrid ECU by operating in cooperation between these circuits is known.

  For example, Japanese Patent Laying-Open No. 2006-129557 (Patent Document 1) discloses a hybrid control system that prevents reset abnormality determination. This hybrid control system is a hybrid control system having a first operation mode that operates through a step-down means using a high-voltage power supply as a power supply, and a second operation mode that operates using a low-voltage power supply as a power supply. A reset means for resetting the CPU when the supply voltage to the processing unit is lower than a predetermined value is provided, and abnormality of reset to the CPU is determined based on an operation mode when the CPU reset occurs.

According to the hybrid control system disclosed in the above-mentioned publication, it is possible to prevent erroneous detection of reset abnormality determination and ECU (Electronic Control Unit) abnormality determination.
JP 2006-129557 A

  However, when the ignition is turned off, the power supplied to each circuit constituting the hybrid ECU is reduced due to the drop in the internal power supply voltage. Therefore, a function that operates after the ignition is turned off is installed in the hybrid ECU. There is a problem that can not be.

  In the hybrid control system disclosed in the above-mentioned publication, since no consideration is given to the function of continuing the operation after the ignition is turned off, such a problem cannot be solved.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control apparatus that operates a plurality of circuits in a linked manner so that some functions operate even after the ignition is turned off. Is to provide.

  A vehicle control apparatus according to a first aspect of the invention is a vehicle control apparatus that uses an internal combustion engine and a rotating electric machine as drive sources. The control device performs either one of first control means for controlling equipment mounted on the vehicle and activation and deactivation of the first control means based on the operating state of the first control means. Second control means for instructing and power control means for controlling power supplied to the first control means from a power source mounted on the vehicle based on an instruction from the second control means . The power supply control means includes means for continuously supplying power to the second control means.

  According to the first invention, the second control means instructs to start or stop the first control means based on the operation state (for example, the ignition state) of the first control means. The power supply control means controls the power supplied to the first control means based on an instruction from the second control means. Further, the power supply control means continuously supplies power to the second control means. As a result, a part of the functions can be continuously operated even after the ignition is turned off by the second control means, and activation or stop of the first control means can be instructed. Therefore, it is possible to provide a vehicle control device that operates a plurality of circuits in a linked manner so that some functions operate even after the ignition is turned off.

  In addition to the structure of 1st invention, the control apparatus of the vehicle which concerns on 2nd invention is the state in any one of conduction | electrical_connection and interruption | blocking in the path | route electrically connected to the electric equipment mounted in a vehicle from a power supply Further included is a relay for switching to. The first control means includes means for controlling the relay according to the ignition state of the vehicle. The second control means includes means for instructing the stop of the first control means based on at least one of the state of the relay and the state of the electric power supplied to the electric device.

  According to the second invention, for example, when the electric power supplied to the electrical equipment decreases, the first control means is instructed to stop the first control means, or when the time elapsed after the relay is cut off is long. If the stop is instructed, it is possible to prevent the state in which the operable power is supplied to the first control means after the ignition is turned off. That is, since the electric power supplied to the first control means can be quickly reduced after the ignition is turned off, the first control means can be shut down quickly. Therefore, it is possible to suppress unstable operations such as restarting after the termination processing of the first control means and shifting to normal control again.

  In the vehicle control apparatus according to the third invention, in addition to the configuration of the second invention, the second control means instructs the stop of the first control means after the relay is switched to the cut-off state. Means for determining whether or not.

  According to the third aspect of the invention, for example, if the power supplied to the electrical device decreases after the relay is switched to the cut-off state, or if the elapsed time after the relay is switched to the cut-off state is long, the first By instructing the stop of the control means, it is possible to prevent the state in which the operable power is supplied to the first control means after the ignition is turned off. That is, since the electric power supplied to the first control means can be quickly reduced after the ignition is turned off, the first control means can be shut down quickly.

  In the vehicle control apparatus according to the fourth aspect of the invention, in addition to the configuration of the third aspect of the invention, the second control means includes the first control means based on an elapsed time after the relay is switched to the cutoff state. Means for determining whether or not to instruct to stop the operation.

  According to the fourth invention, for example, if the elapsed time after the relay is switched to the cut-off state is long, the first control means is instructed after the ignition is turned off by instructing the stop of the first control means. It can suppress that the state where operable electric power is supplied continues. Therefore, the first control unit can be shut down quickly.

  In the vehicle control apparatus according to the fifth aspect of the invention, in addition to the configuration of the second aspect of the invention, the second control means includes means for detecting a voltage value supplied to the electrical equipment, and the detected voltage. Means for instructing to stop the operation of the first control means when the value is smaller than a predetermined value.

  According to the fifth aspect of the invention, for example, when the power supplied to the electric device drops momentarily, the stop of the first control means is instructed regardless of the state of the relay. For this reason, the unstable operation of the first control means can be suppressed and the system can be quickly shut down.

  In the vehicle control apparatus according to the sixth aspect of the invention, in addition to the configuration of the fifth aspect of the invention, the second control means includes a first voltage value for which the voltage value detected when the relay is in the cut-off state is predetermined. Means for instructing to stop the operation of the first control means when the value is smaller than the value, and a predetermined second value in which the detected voltage value regardless of the state of the relay is smaller than the first value. And means for instructing to stop the operation of the first control means.

  According to the sixth aspect of the invention, for example, when the power supplied to the electrical device drops instantaneously, the stop of the first control means is instructed regardless of the state of the relay. For this reason, the unstable operation of the first control means can be suppressed and the system can be quickly shut down.

  In the vehicle control apparatus according to the seventh aspect of the invention, in addition to the configuration of the second aspect of the invention, the second control means includes means for detecting a voltage value supplied to the electrical equipment, and the relay is in an interrupted state. Means for measuring the first time until the detected voltage value becomes smaller than a predetermined value after switching to the second time, and the second time is calculated based on the measured first time When the second time elapses until the detected voltage value becomes smaller than a predetermined value after the relay is switched to the cut-off state, the first control means is instructed to stop. Means for.

  According to the seventh aspect, by measuring the first time, the time until the detected voltage value becomes smaller than a predetermined value after the relay is switched to the cut-off state is accurately measured. be able to. Therefore, when the second time calculated based on the first time elapses until the detected voltage value becomes smaller than a predetermined value, the ignition is instructed to stop the first control means. It is possible to prevent the state in which operable power is supplied to the first control means from being turned off. Therefore, the first control unit can be shut down quickly.

  In the vehicle control device according to the eighth aspect of the invention, in addition to the configuration of the seventh aspect, the calculating means includes means for calculating the second time based on the first time measured a plurality of times. Including.

  According to the eighth invention, by calculating the second time based on the first time measured a plurality of times, it is possible to calculate an appropriate time point for instructing the stop of the first control means with higher accuracy. it can. Therefore, when the second time elapses until the detected voltage value becomes smaller than a predetermined value, the first control means is instructed to stop the first control means after the ignition is turned off. It can suppress that the state where operable electric power is supplied continues. Therefore, the first control unit can be shut down quickly.

  In addition to the configuration of any one of the first to eighth inventions, the vehicle control device according to the ninth invention is based on whether or not the control means is abnormal based on the restart state after a stop instruction to the control means. It further includes an abnormality determining means for determining whether or not.

  According to the ninth invention, for example, when the first control means continues to operate when the first control means is instructed to stop, it can be determined that there is an abnormality. Therefore, it is possible to determine an abnormal state in which the first control unit cannot be stopped.

  In the vehicle control apparatus according to the tenth aspect of the invention, in addition to the configuration of the ninth aspect of the invention, a predetermined time has elapsed since the abnormality determination means instructed the power supply control means to stop power supply. Means for determining that the first control means is abnormal if the power supply to the first control means is not cut off until then.

  According to the tenth invention, when the first control means continues to operate when the first control means is instructed to stop, the first control means continues until a predetermined time elapses after the stop is instructed. If the power supply to the first control means is not interrupted, it can be determined that the first control means is abnormal. Therefore, it is possible to determine an abnormal state in which the first control unit cannot be stopped.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
A control block diagram of a hybrid vehicle to which a control device according to an embodiment of the present invention is applied will be described with reference to FIG.

  The hybrid vehicle includes an internal combustion engine (hereinafter simply referred to as an engine) 120 such as, for example, a gasoline engine or a diesel engine, and a motor generator (MG) 140 that is a rotating electric machine as drive sources. In FIG. 1, for convenience of explanation, the motor generator 140 is expressed as a motor 140A and a generator 140B (or a motor generator 140B). However, depending on the traveling state of the hybrid vehicle, the motor 140A functions as a generator, The generator 140B functions as a motor.

  In the intake passage 122 of the engine 120, an air cleaner 122A that captures dust of intake air, an air flow meter 122B that detects the amount of air sucked into the engine 120 through the air cleaner 122A, and an amount of air sucked into the engine 120 are adjusted. For this purpose, an electronic throttle valve 122C is provided. The electronic throttle valve 122C is provided with a throttle position sensor. The engine ECU 280 receives the intake air amount detected by the air flow meter 122B, the opening degree of the electronic throttle valve 122C detected by the throttle position sensor, and the like.

  Engine 120 is provided with a plurality of cylinders and a fuel injection device 130 that injects fuel into each cylinder. The fuel injection device 130 injects an appropriate amount of fuel to each cylinder at an appropriate time based on a fuel injection control signal from the engine ECU 280.

  Further, in the exhaust passage 124 of the engine 120, a three-way catalytic converter 124B, an air-fuel ratio sensor 124A for detecting an air-fuel ratio (A / F) in the exhaust gas introduced into the three-way catalytic converter 124B, and a three-way catalytic converter 124B. A catalyst temperature sensor 124C for detecting the temperature of the catalyst and a silencer 124D are provided. The engine ECU 280 receives the air-fuel ratio of the exhaust gas introduced into the three-way catalytic converter 124B detected by the air-fuel ratio sensor 124A, the temperature of the three-way catalytic converter 124B detected by the catalyst temperature sensor 124C, and the like.

  Air-fuel ratio sensor 124A is a full-range air-fuel ratio sensor (linear air-fuel ratio sensor) that generates an output voltage proportional to the air-fuel ratio of the air-fuel mixture burned by engine 120. In the present embodiment, air-fuel ratio sensor 124 </ b> A has a detection element, and outputs a signal corresponding to the air-fuel ratio of engine 120 by contacting exhaust gas of engine 120 with the detection element. As the air-fuel ratio sensor 124A, an O2 sensor that detects whether the air-fuel ratio of the air-fuel mixture burned by the engine 120 is rich or lean with respect to the stoichiometric air-fuel ratio may be used. .

  Engine ECU 280 also receives a signal indicating the engine cooling water temperature from water temperature detection sensor 360 that detects the temperature of the cooling water of engine 120. A crank position sensor 380 is provided on the output shaft of the engine 120, and a signal indicating the rotation speed of the output shaft is input from the crank position sensor 380 to the engine ECU 280.

  In addition to this, the hybrid vehicle transmits a power generated by the engine 120 and the motor generator 140 to the drive wheels 160, and a reduction gear 180 that transmits the drive of the drive wheels 160 to the engine 120 and the motor generator 140, and the engine 120. Power split mechanism (for example, planetary gear mechanism) 200 that distributes the generated power to two paths of drive wheel 160 and generator 140B, travel battery 220 that charges power for driving motor generator 140, and travel Inverter 240 that performs current control while converting the direct current of battery 220 for the motor and the alternating current of motor 140A and generator 140B, and a battery control unit (hereinafter referred to as a battery ECU) 260 that manages and controls the charge / discharge state of battery for traveling 220 , Operating state of engine 120 The engine ECU 280 to be controlled, the MG-ECU 300 for controlling the motor generator 140, the battery ECU 260, the inverter 240, etc. according to the state of the hybrid vehicle, and the battery ECU 260, the engine ECU 280, the MG-ECU 300, etc. It includes an HV-ECU 320 that controls the entire hybrid system so that the vehicle can operate most efficiently. In addition, a power storage mechanism such as a capacitor may be used instead of the traveling battery.

  In the present embodiment, converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage of the traveling battery 220 is lower than the rated voltage of the motor 140A or the motor generator 140B, and therefore when the power is supplied from the traveling battery 220 to the motor 140A or the motor generator 140B, the converter 242 boosts the power. To do. This converter 242 has a built-in smoothing capacitor, and when the converter 242 performs a boosting operation, electric charge is stored in this smoothing capacitor.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG-ECU 300 and HV as shown by a dotted line in FIG. 1). -An example is an ECU integrated with the ECU 320).

  The driver's seat is provided with an accelerator pedal (not shown), and an accelerator position sensor (not shown) detects the amount of depression of the accelerator pedal. The accelerator position sensor outputs a signal indicating the amount of depression of the accelerator pedal to the HV-ECU 320. The HV-ECU 320 controls the output of the engine 120 or the power generation amount via the motor 140A, the generator 140B, and the engine ECU 280 according to the required driving force corresponding to the depression amount.

  Furthermore, the vehicle speed sensor 330 is a sensor that detects a physical quantity related to the speed of the vehicle. The “physical quantity related to the vehicle speed” may be, for example, the rotational speed of the wheel shaft or the rotational speed of the output shaft of the transmission. The vehicle speed sensor 330 transmits the detected physical quantity to the engine ECU 280.

  The power split mechanism 200 uses a planetary gear mechanism (planetary gear) in order to distribute the power of the engine 120 to both the drive wheel 160 and the motor generator 140B. By controlling the rotation speed of motor generator 140B, power split device 200 also functions as a continuously variable transmission.

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, the hybrid vehicle travels only by the motor 140 </ b> A of the motor generator 140 when the engine 120 is inefficient, such as when starting or running at a low speed. During normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the generator 140B is driven to generate power. At this time, the motor 140A is driven by the generated electric power to assist driving of the driving wheels 160. Further, at the time of high speed traveling, electric power from the traveling battery 220 is further supplied to the motor 140A to increase the output of the motor 140A and to add driving force to the driving wheels 160.

  On the other hand, at the time of deceleration, motor 140 </ b> A driven by drive wheel 160 functions as a generator to perform regenerative power generation, and the collected power is stored in traveling battery 220. When the amount of charge of traveling battery 220 decreases and charging is particularly necessary, the output of engine 120 is increased to increase the amount of power generated by generator 140B to increase the amount of charge for traveling battery 220. Of course, there is a case where control is performed to increase the driving force of the engine 120 as necessary even during low-speed traveling. For example, it is necessary to charge the traveling battery 220 as described above, to drive an auxiliary machine such as an air conditioner, or to raise the temperature of the cooling water of the engine 120 to a predetermined temperature.

  Furthermore, in a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, engine 120 is stopped in order to improve fuel consumption depending on the driving state of the vehicle and the state of traveling battery 220. And after that, the driving | running state of the vehicle and the state of the battery 220 for driving | running | working are detected, and the engine 120 is restarted. In this way, the engine 120 is intermittently operated, and in a conventional vehicle (a vehicle equipped with only an engine), when the ignition switch is turned to the START position and the engine is started, the ignition switch is switched from the ON position to the ACC position. Or it is different in that the engine does not stop until the position is turned OFF.

  The HV-ECU 320 includes an input interface, an output interface, a storage device such as a ROM (Read Only Memory) or a RAM (Random Access Memory), and an arithmetic processing device such as a CPU. The HV-ECU 320 is connected to a power source such as an auxiliary battery (not shown) mounted on the vehicle, and the auxiliary battery supplies electric power to the HV-ECU 320.

  FIG. 2 shows an internal circuit configuration of HV-ECU 320. As shown in FIG. 2, the HV-ECU 320 includes a microcomputer for hybrid control (hereinafter referred to as HV control microcomputer) 322, a power supply control IC (Integrated Circuit) 324, and a microcomputer for monitoring HV control microcomputer. (In the following description, it is described as a monitoring microcomputer) 326 and an IGCT relay 328.

  Electric power from the auxiliary battery is supplied to an electric device connected to the HV-ECU 320 via the power supply control IC 324 and the IGCT relay 328.

  The power supply control IC 324 is a power supply regulator IC that converts the + B voltage (DC12V) of the auxiliary battery into an internal power supply voltage (for example, DC5V) for each circuit in the HV-ECU 320. The power supply control IC 324 supplies an internal power supply voltage to the HV control microcomputer 322 and the monitoring microcomputer 326.

  The HV control microcomputer 322 controls equipment mounted on the vehicle. Specifically, the HV control microcomputer 322, based on an input signal from each sensor or each ECU, a program for controlling driving of the engine 120 and the motor generator 140, and an SMR (connection / disconnection of the traveling battery 220). Processes the program that controls the System Main Relay (not shown).

  The HV control microcomputer 322 switches the IGCT relay 328 to a cut-off state by the driver's ignition-off operation (hereinafter referred to as turning off the IGCT relay 328), or switches the IGCT relay 328 to the conductive state by the driver's ignition-on operation. (Hereinafter, the IGCT relay 328 is turned on).

  When the ignition is turned on by the driver, the IG relay is turned on and an IG signal is input to the HV-ECU 320. When the IG signal is input, the HV control microcomputer 322 determines that the ignition-on operation has been performed.

  Further, when the driver performs an ignition off operation, the IG relay is turned off, and the input of the IG signal to the HV-ECU 320 is stopped. The HV control microcomputer 322 determines that the ignition-off operation has been performed when the input of the IG signal is stopped.

  When the IGCT relay 328 is turned on, power is supplied from the power source such as an auxiliary battery upstream of the IGCT relay 328 to the electrical equipment downstream of the IGCT relay 328. The electrical device connected to the downstream side of the IGCT relay 328 is an electrical device mounted on a vehicle such as the MG-ECU 300 or an actuator in addition to the HV control microcomputer 322. Hereinafter, a voltage supplied from the auxiliary battery to the above-described electric device via the HV-ECU 320 (that is, the IGCT relay 328) is referred to as a + B voltage.

  The HV control microcomputer 322 transmits information (hereinafter also referred to as IGCT operation notification) indicating the state of the IGCT relay 328 (whether it is a cut-off state or a conduction state) to the monitoring microcomputer 326.

  Further, when the driver performs an ignition-off operation, the HV control microcomputer 322 turns off the IGCT relay 328 after jumping to the initial routine of the program.

  The monitoring microcomputer 326 transmits an instruction to supply power to the HV control microcomputer 322 or an instruction to stop power supply to the power supply control IC 324. The power supply control IC 324 supplies an internal power supply voltage to the HV control microcomputer 322 when receiving a power supply instruction from the monitoring microcomputer 326 to the HV control microcomputer 322.

  The power supply control IC 324 stops the supply of the internal power supply voltage to the HV control microcomputer 322 when receiving a power supply stop instruction from the monitoring microcomputer 326 to the HV control microcomputer 322. The power supply control IC 324 continuously supplies the internal power supply voltage to the monitoring microcomputer 326.

  The monitoring microcomputer 326 detects the + B voltage supplied to the electrical equipment on the downstream side of the IGCT relay 328. The monitoring microcomputer 326 may detect the + B voltage using a known technique such as A / D (analog / digital) conversion using the + B voltage as an input, and will not be described in detail.

  In the above configuration, the present invention determines whether the monitoring microcomputer 326 instructs the HV control microcomputer 322 to stop based on at least one of the state of the IGCT relay 328 and the state of the + B voltage. It has the feature in the point to judge.

  Specifically, the monitoring microcomputer 326 determines whether or not to instruct the HV control microcomputer 322 to stop after the IGCT relay 328 is switched to the cutoff state. In the present embodiment, monitoring microcomputer 326 determines whether to instruct stop of HV control microcomputer 322 based on the elapsed time after IGCT relay 328 is switched to the cut-off state.

  Furthermore, in the present embodiment, monitoring microcomputer 326 determines that when IGCT relay 328 is in a cut-off state, if the + B voltage becomes smaller than a predetermined value, it instructs to stop the operation of HV control microcomputer 322. To do.

  Hereinafter, with reference to FIG. 3, a control structure of a program executed in monitoring microcomputer 326 of HV-ECU 320 which is the vehicle control apparatus according to the present embodiment will be described.

  At step (hereinafter, step is referred to as S) 100, monitoring microcomputer 326 determines whether or not IGCT relay 328 is off. Specifically, when the monitoring microcomputer 326 receives information indicating that the IGCT relay 328 is in the cutoff state from the HV control microcomputer 322, the monitoring microcomputer 326 determines that the IGCT relay 328 is off. If IGCT relay 328 is off (YES in S100), the process proceeds to S102. If not (NO in S100), the process proceeds to S114.

  In S102, monitoring microcomputer 326 determines whether or not the detected + B voltage is smaller than a predetermined value A. The predetermined value A is not particularly limited and may be adapted by experimentation or the like. In the present embodiment, it is assumed that predetermined value A is, for example, 8V. If detected + B voltage is smaller than predetermined value A (YES in S102), the process proceeds to S104. If not (NO in S102), the process proceeds to S110.

  In S104, monitoring microcomputer 326 measures the elapsed time from when IGCT relay 328 is turned off until + B voltage becomes smaller than a predetermined value A. The monitoring microcomputer calculates an elapsed time based on a count value counted by a time measurement timer provided inside as a time measurement circuit. The monitoring microcomputer 326 updates the elapsed time stored in the memory.

  In S106, monitoring microcomputer 326 updates the learning time. Specifically, the monitoring microcomputer 326 calculates the current learning time by the following formula: current learning time = last learning time + (updated elapsed time−last learning time) / N, and is stored in the memory. Update learning time. N is a predetermined value, but is not particularly limited, and is adapted by experiment or the like for each ECU or vehicle type.

  The current learning time may be calculated based on the elapsed time measured a plurality of times, and may be an average value of the elapsed time measured in the past, or a difference between the average value and the updated elapsed time. If is large, the updated elapsed time may not be used for calculating the average value.

  In S108, monitoring microcomputer 326 instructs power supply control IC 324 to stop power supply to HV control microcomputer 322. In S110, monitoring microcomputer 326 determines whether or not the measured elapsed time is longer than twice the learning time stored in the memory. In the present embodiment, it is not limited to twice the learning time. If the measured time is longer than twice the learning value stored in the memory (YES in S110), the process proceeds to S108. If not (NO in S110), the process proceeds to S112.

  In step S112, the monitoring microcomputer 326 instructs the power supply control IC 324 to supply power to the HV control microcomputer 322. In S114, monitoring microcomputer 326 resets the count value of the time measurement timer to an initial value (for example, zero).

  The operation of HV-ECU 320, which is a vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart, will be described with reference to FIGS.

<When HV control microcomputer stops due to + B voltage drop>
For example, assume that the IGCT relay 328 is on. The HV control microcomputer 322 transmits information indicating that the IGCT relay 328 is ON to the monitoring microcomputer 326. Therefore, both the IGCT operation notification and the IGCT relay 328 are turned on. Since the IGCT relay 328 is on, the + B voltage is 12V.

  The monitoring microcomputer 326 instructs the power supply control IC 324 to supply power to the HV control microcomputer 322. Therefore, the HV control microcomputer 322 is supplied with an internal power supply voltage of 5 V from the power supply control IC 324. The power supply control IC 324 also supplies an internal power supply voltage of 5V to the monitoring microcomputer. Therefore, both the monitoring microcomputer 326 and the HV control microcomputer 322 are in an operating state.

  In the above state, IGCT relay 328 is on until time T (0) is reached (NO in S100), so the count value of the time measurement timer is reset to the initial value zero (S114).

  When the driver performs an ignition-off operation at time T (0), the HV control microcomputer 322 jumps the program to the initial routine and indicates that the IGCT relay 328 is turned off while turning off the IGCT relay 328. Information is transmitted to the monitoring microcomputer 326. Therefore, both the IGCT operation notification and the IGCT relay 328 are turned off.

  Monitoring microcomputer 326 determines that IGCT relay 328 is OFF based on the IGCT operation notification received from HV control microcomputer 322 (YES in S100).

  When the IGCT relay 328 is turned off, the + B voltage decreases from 12V with time. Until the + B voltage falls below a predetermined value A (NO in S102), it is determined whether or not the elapsed time measured by the time measurement timer is longer than twice the learning time ( S110). Since the measured elapsed time is equal to or less than twice the learning time (NO in S110), execution of power supply to HV control microcomputer 322 is instructed (S112).

  When + B voltage becomes smaller than predetermined value A at time T (2) (YES in S102), the elapsed time measured by the time measurement timer is stored in the memory (S104). The learning time is updated based on the stored elapsed time (S106). Then, the stop of power supply to the HV control microcomputer 322 is instructed (S108). Therefore, the internal power supply voltage supplied to the HV control microcomputer 322 decreases. When the internal power supply voltage drops to a voltage at which the HV control microcomputer 322 cannot operate at time T (3), the operation of the HV control microcomputer 322 stops.

<When HV control microcomputer is stopped based on learning time>
As shown in FIG. 5, after the monitoring microcomputer 326 determines that the IGCT relay 328 is turned off at time T (0) (YES in S100), it is predetermined that the decrease in the + B voltage is slow. A state equal to or greater than value A continues (NO in S102). When the elapsed time measured by the time measurement timer is shorter than twice the learning time stored in the memory (NO in S110), the execution of power supply to the HV control microcomputer 322 is instructed (S112). .

  On the other hand, at time T (4), if the state where the + B voltage is equal to or higher than a predetermined value continues longer than twice the learning time (YES in S110), the supply of power to HV control microcomputer 322 is performed. A stop is instructed (S108).

  Therefore, the internal power supply voltage supplied to the HV control microcomputer 322 decreases. When the internal power supply voltage drops to a voltage at which the HV control microcomputer 322 cannot operate at time T (5), the operation of the HV control microcomputer 322 stops. As a result, the operation of the HV control microcomputer 322 is stopped before the time T (6) when the + B voltage falls below a predetermined value A.

  As described above, according to the vehicle control apparatus of the present embodiment, some functions can be continuously operated even after the ignition is turned off by the monitoring microcomputer, and the start or stop of the HV control microcomputer is instructed. can do.

  In particular, when the + B voltage decreases, the HV control microcomputer is instructed to stop, or the HV control microcomputer is instructed to stop after a long time since the IGCT relay is cut off. It is possible to prevent the state where the operable power is supplied continuously. That is, since the electric power supplied to the HV control microcomputer after the ignition off operation can be quickly reduced, the HV control microcomputer can be shut down quickly. Therefore, it is possible to suppress an unstable operation such as restarting after the termination processing of the HV control microcomputer and shifting to the normal control again.

  Therefore, it is possible to provide a vehicle control device that operates a plurality of circuits in a linked manner so that some functions operate even after the ignition is turned off.

  It should be noted that by measuring the elapsed time from when the IGCT relay is turned off until the + B voltage drops below a predetermined value A, the + B voltage from the predetermined value A after the IGCT relay is turned off is measured. Can be accurately measured. For this reason, when twice the learning time elapses before the + B voltage becomes smaller than the predetermined value A, the HV control microcomputer can be operated after the ignition is turned off by instructing the HV control microcomputer to stop. It can suppress that the state in which the is supplied continues. Therefore, the first control unit can be shut down quickly.

<Second Embodiment>
Hereinafter, the vehicle control apparatus according to the second embodiment will be described. The configuration of the vehicle on which the vehicle control device according to the present embodiment is mounted is executed by monitoring microcomputer 326 in comparison with the configuration of the vehicle on which the vehicle control device according to the first embodiment described above is mounted. The control structure of the program to be executed is different. The other configuration is the same as the configuration of the vehicle on which the vehicle control device according to the first embodiment described above is mounted. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  In the present embodiment, when the monitoring microcomputer 326 has the IGCT relay 328 on, the operation of the HV control microcomputer 322 is continued when the + B voltage is equal to or higher than a predetermined value B smaller than a predetermined value A. The HVCT microcomputer 322 is instructed to stop when the + B voltage becomes smaller than a predetermined value B regardless of the state of the IGCT relay 328.

  Hereinafter, with reference to FIG. 6, a control structure of a program executed in monitoring microcomputer 326 of HV-ECU 320, which is a vehicle control apparatus according to the present embodiment, will be described.

  In S200, monitoring microcomputer 326 determines whether or not IGCT relay 328 is off. If IGCT relay 328 is off (YES in S200), the process proceeds to S202. If not (NO in S200), the process proceeds to S206.

  In S202, monitoring microcomputer 326 determines whether or not the detected + B voltage is smaller than a predetermined value A. The predetermined value A is not particularly limited and may be adapted by experimentation or the like. In the present embodiment, it is assumed that predetermined value A is, for example, 8V. If the detected + B voltage is smaller than predetermined value A (YES in S202), the process proceeds to S204. If not (NO in S202), the process proceeds to S208.

  In S204, monitoring microcomputer 326 instructs power supply control IC 324 to stop power supply to HV control microcomputer 322.

  In S206, monitoring microcomputer 326 determines whether or not the detected + B voltage is smaller than a predetermined value B. In the present embodiment, the predetermined value B is not particularly limited as long as it is smaller than the predetermined value A, but is assumed to be 4V, for example. If the detected + B voltage is smaller than predetermined value B (YES in S206), the process proceeds to S204. If not (NO in S206), the process proceeds to S208.

  In S208, monitoring microcomputer 326 instructs power supply control IC 324 to execute power supply to HV control microcomputer 322.

  The operation of HV-ECU 320, which is a vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart, will be described with reference to FIGS.

  The operation of HV-ECU 320 until time T (0) in FIGS. 7 and 8 is the same as that of HV-ECU 320 until time T (0) in FIG. 4 or FIG. 5 described in the first embodiment. The operation is the same. Therefore, detailed description thereof will not be repeated.

  Until time T (0), IGCT relay 328 is on (NO in S200), and the detected + B voltage is equal to or higher than a predetermined value B (NO in S206), so HV control microcomputer 322 Implementation of power supply to is instructed (S208).

<When HV control microcomputer stops due to + B voltage drop>
When the driver performs an ignition-off operation at time T (0), the HV control microcomputer 322 jumps the program to the initial routine and indicates that the IGCT relay 328 is turned off while turning off the IGCT relay 328. Information is transmitted to the monitoring microcomputer 326. Therefore, both the IGCT operation notification and the IGCT relay 328 are turned off.

  Monitoring microcomputer 326 determines that IGCT relay 328 is OFF based on the IGCT operation notification received from HV control microcomputer 322 (YES in S200).

  When the IGCT relay 328 is turned off, the + B voltage decreases from 12V with time. Until the + B voltage falls below a predetermined value A (NO in S202), execution of power supply to HV control microcomputer 322 is instructed (S208).

  If the + B voltage becomes smaller than predetermined value A at time T (2) (YES in S202), an instruction to stop power supply to HV control microcomputer 322 is issued (S204). Therefore, the internal power supply voltage supplied to the HV control microcomputer 322 decreases. When the internal power supply voltage drops to a voltage at which the HV control microcomputer 322 cannot operate at time T (3), the operation of the HV control microcomputer 322 stops.

<When HV control microcomputer is stopped due to instantaneous drop of + B voltage>
As shown in FIG. 8, when IGCT relay 328 continues to be turned on (NO in S200), if + B voltage is larger than a predetermined value B (NO in S206), HV control microcomputer 322 is entered. The execution of the power supply is instructed continuously (S208). Therefore, the HV control microcomputer 322 continues the operation state.

  At time T (7), the IGCT relay 328 remains on and the + B voltage starts to decrease. At time T (8), when the + B voltage decreases below a predetermined value B (at S206). YES), the stop of power supply to the HV control microcomputer 322 is instructed (S204). Therefore, the internal power supply voltage supplied to the HV control microcomputer 322 decreases. When the internal power supply voltage drops to a voltage at which the HV control microcomputer 322 cannot operate at time T (9), the operation of the HV control microcomputer 322 stops.

  As described above, according to the vehicle control apparatus of the present embodiment, the driving of the HV control microcomputer is stopped when the + B voltage drops below the predetermined value A after the IGCT relay is cut off. Continuation of the state in which operable power is supplied to the HV control microcomputer after the ignition-off operation of the person is suppressed. That is, since the electric power supplied to the HV control microcomputer after the ignition off operation can be quickly reduced, the HV control microcomputer can be shut down quickly. Therefore, it is possible to suppress an unstable operation such as restarting after the termination processing of the HV control microcomputer and shifting to the normal control again.

  When the + B voltage drops momentarily, stop of the HV control microcomputer is instructed regardless of the state of the IGCT relay. Therefore, it is possible to promptly shut down by suppressing the unstable operation of the HV control microcomputer.

  Therefore, it is possible to provide a vehicle control device that operates a plurality of circuits in a linked manner so that some functions operate even after the ignition is turned off.

<Third Embodiment>
Hereinafter, the vehicle control apparatus according to the third embodiment will be described. The configuration of the vehicle on which the vehicle control device according to the present embodiment is mounted is different from that of the vehicle on which the vehicle control device according to the first embodiment described above is mounted on the HV control microcomputer 322. A difference is that a power supply stop request is transmitted to the monitoring microcomputer 326 after the operation is started. The other configuration is the same as the configuration of the vehicle on which the vehicle control device according to the first embodiment described above is mounted. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  As shown in FIG. 9, the HV control microcomputer 322 of the HV-ECU 320 which is the vehicle control apparatus according to the present embodiment transmits a power supply stop request to the monitoring microcomputer 326 in addition to the IGCT operation notification.

  The present embodiment is characterized in that the monitoring microcomputer 326 determines whether or not the HV control microcomputer 322 is abnormal based on the restart state after the stop instruction to the HV control microcomputer 322.

  Specifically, when receiving the power supply stop request from the HV control microcomputer 322, the monitoring microcomputer 326 instructs the power supply control IC 324 to stop the power supply to the HV control microcomputer 322. The monitoring microcomputer 326 determines that the HV control microcomputer 322 is abnormal if the power supply to the HV control microcomputer 322 is not shut off until a predetermined time elapses after the stop of the power supply is instructed.

  Hereinafter, with reference to FIG. 10, a control structure of a program executed in monitoring microcomputer 326 of HV-ECU 320, which is a vehicle control apparatus according to the present embodiment, will be described.

  In S300, monitoring microcomputer 326 determines whether or not IG is on. Monitoring microcomputer 326 determines that IG is on when it receives the IG signal input to HV-ECU 320 together with the ignition on operation. If IG is on (YES in S300), the process proceeds to S302. If not (NO in S300), the process proceeds to S308.

  In S302, monitoring microcomputer 326 determines whether or not the status of monitoring microcomputer 326 (hereinafter referred to as status (1)) is “initial”. If status (1) is “initial” (YES in S302), the process proceeds to S304. If not (NO in S302), the process proceeds to S312.

  In S304, monitoring microcomputer 326 instructs power supply control IC 324 to execute power supply to HV control microcomputer 322. In S306, monitoring microcomputer 326 changes status (1) to “power on”.

  In S308, monitoring microcomputer 326 changes status (1) to “initial”. In S310, monitoring microcomputer 326 instructs power supply control IC 324 to stop power supply to HV control microcomputer 322.

  In S312, the monitoring microcomputer 326 determines whether or not the status (1) is “power on”. If status (1) is “power on” (YES in S312), the process proceeds to S314. If not (NO in S312), the process proceeds to S320.

  In S314, it is determined whether or not status information indicating that the status of the HV control microcomputer 322 (hereinafter referred to as status (2)) is “initial” has been received. If status information is received from HV control microcomputer 322 (YES in S314), the process proceeds to S316. If not (NO in S314), this process ends. In the present embodiment, the status information indicating that the status (2) is “initial” transmitted to the monitoring microcomputer 326 first after the IG is turned on corresponds to the “power stop request”.

  In S316, monitoring microcomputer 326 instructs power supply control IC 324 to stop power supply to HV control microcomputer 322. In S318, monitoring microcomputer 326 changes status (1) to “power off”.

  In S320, monitoring microcomputer 326 determines whether status (1) is “power off” or not. If status (1) is “power off” (YES in S320), the process proceeds to S322. If not (NO in S320), the process proceeds to S328.

  In S322, monitoring microcomputer 326 determines whether or not a predetermined time has elapsed since status (1) was changed to “power off”. If the predetermined time has elapsed (YES in S322), the process proceeds to S324. If not (NO in S322), this process ends.

  In S324, monitoring microcomputer 326 instructs power supply control IC 324 to supply power to HV control microcomputer 322. In S326, monitoring microcomputer 326 changes status (1) to “restart”.

  In S328, monitoring microcomputer 326 determines whether status (1) is “restart” or not. If status (1) is “restart” (YES in S328), the process proceeds to S330. If not (NO in S328), this process ends.

  In S330, monitoring microcomputer 326 determines whether status information indicating that status (2) is “initial” has been received from HV control microcomputer 322 or not. When status information is received from HV control microcomputer 322 (YES in S330), the process proceeds to S332. If not (NO in S330), the process proceeds to S334.

  In S332, monitoring microcomputer 326 changes status (1) to “normal”. In S334, monitoring microcomputer 326 determines whether or not status information indicating that status (2) is “steady” has been received from HV control microcomputer 322. When status information is received from HV control microcomputer 322 (YES in S334), the process proceeds to S336. If not (NO in S334), this process ends.

  In S336, monitoring microcomputer 326 changes status (1) to “abnormal”. In S338, monitoring microcomputer 326 transmits status information indicating that status (1) is “abnormal” to HV control microcomputer 322.

  Hereinafter, referring to FIG. 11, a control structure of a program executed when operation is started by supplying an internal power supply voltage in HV control microcomputer 322 of HV-ECU 320 which is a vehicle control apparatus according to the present embodiment. explain.

  In S400, HV control microcomputer 322 activates the CPU when supplied with the internal power supply voltage. In S402, HV control microcomputer 322 changes status (2) to “initial”. For example, the HV control microcomputer 322 may turn on a flag indicating that the status (2) is “initial”.

  Next, a control structure of a program executed after the CPU is activated in the HV control microcomputer 322 and the status (2) is changed to “initial” will be described with reference to FIG.

  In S500, HV control microcomputer 322 determines whether status (2) is “initial” or not. For example, the HV control microcomputer 322 may determine that the status (2) is “initial” when the flag indicating that the status (2) is “initial” is on. If status (2) is “initial” (YES in S500), the process proceeds to S502. If not (NO in S500), the process proceeds to S508.

  In S502, the HV control microcomputer 322 determines whether or not the status information indicating that the status (2) is “initial” has been transmitted to the monitoring microcomputer 326. For example, when the HV control microcomputer 322 turns on the transmitted flag after information indicating that the status (2) is “initial” is transmitted, the HV control microcomputer 322 determines that the status is on if the transmitted flag is on. It may be determined that information has been transmitted to the monitoring microcomputer 326.

  If status information has been transmitted to monitoring microcomputer 326 (YES in S502), the process proceeds to S504. If not (NO in S502), the process proceeds to S506.

  In S504, the HV control microcomputer 322 changes the status (2) to “steady”. For example, the HV control microcomputer 322 may turn on a flag indicating that the status (2) is “steady”. In S506, status information indicating that the status (2) is “initial” is transmitted to the monitoring microcomputer 326.

  In S508, the HV control microcomputer 322 determines whether the status (2) is “steady”. For example, the HV control microcomputer 322 may determine that the status (2) is “steady” when the flag indicating that the stator (2) is “steady” is on. If status (2) is “steady” (YES in S508), the process proceeds to S510. Otherwise (NO in S508), this process ends.

  In S510, the HV control microcomputer 322 transmits information indicating that the status (2) is “steady” to the monitoring microcomputer 326.

  The operation of HV-ECU 320, which is the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart, will be described with reference to FIGS.

<When HV control microcomputer is normal>
As shown in FIG. 13, for example, a case is assumed where the ignition is off. At this time, the monitoring microcomputer 326 operates by receiving the supply of the internal power supply voltage from the power supply control IC 324. Since the ignition is off (NO in S300), status (1) is changed to “initial” (S308), and an instruction to stop power supply to HV control microcomputer 322 is issued (S310).

  When the ignition is turned on by the driver at time T (10) (YES at S300), at time T (11), execution of power supply to HV control microcomputer 322 is instructed (S304). ), Status (1) is changed to “power on” (S306).

  At time T (12), the internal power supply voltage is supplied to the HV control microcomputer 322 to start the CPU (S400), and the status (2) is changed to “initial” (S402). When status (2) is changed to “initial” (YES in S500), status information indicating that status (2) is “initial” has not been transmitted (NO in S502). Status information is transmitted from the HV control microcomputer 322 to the monitoring microcomputer 326 (S506). Then, the status (2) is changed to “steady” (S504). When status (2) is changed to “steady” (NO in S500, YES in S508), status (2) is “steady” for each calculation cycle from HV control microcomputer 322 to monitoring microcomputer 326. Status information indicating this is transmitted (S510).

  Since status (1) is “power on” (YES in S312), monitoring microcomputer 326 receives status information indicating that status (2) is “initial” from HV control microcomputer 322 (in S314). YES), at time T (13), an instruction to stop power supply to the HV control microcomputer 322 is issued (S316), and the status (1) is changed to “power off” (S318).

  Therefore, at time T (14), the internal power supply voltage supplied to the HV control microcomputer 322 starts decreasing, and at time T (15), the internal power supply voltage becomes a voltage at which the HV control microcomputer 322 becomes inoperable. The operation of the HV control microcomputer 322 stops when the voltage drops to the maximum.

  Since status (1) is “power off” (YES in S320), when a predetermined time elapses after an instruction to stop power supply to HV control microcomputer 322 is issued at time T (16). (YES in S322), execution of power supply to HV control microcomputer 322 is instructed (S324), and status (1) is changed to “restart” (S326).

  Therefore, the internal power supply voltage supplied to the HV control microcomputer 322 rises at time T (17). When the internal power supply voltage rises to a voltage at which the HV control microcomputer 322 can operate at time T (18), the HV control microcomputer 322 starts operating.

  When the internal power supply voltage is supplied to the HV control microcomputer 322, the CPU is activated (S400), and the status (2) is changed to "initial" (S402). When status (2) is changed to “initial” (YES in S500), status information indicating that status (2) is “initial” is transmitted to monitoring microcomputer 326 (S506).

  Since status (1) is “restart” (YES in S328), monitoring microcomputer 326 receives status information indicating that status (2) is “initial” from HV control microcomputer 322 (in S330). YES), the status (1) is changed to “normal” (S332). That is, the monitoring microcomputer 326 determines that the HV control microcomputer 322 is normal.

<When HV control microcomputer is abnormal>
In FIG. 14, the operation of HV-ECU 320 up to time T (13) is the same as the operation of HV-ECU 320 up to time T (13) in FIG. Therefore, detailed description thereof will not be repeated.

  Although the power supply to the HV control microcomputer 322 is instructed to stop at time T (13) (S316), if the internal power supply voltage does not decrease, the HV control microcomputer 322 continues the operation. Will be. Therefore, the status (2) of the HV control microcomputer 322 is “steady” even after the time T (13).

  When the status (1) is “power off” (S320), at a time T (19), when a predetermined time has elapsed since the stop of power supply to the HV control microcomputer 322 was instructed. (YES in S322), execution of power supply to HV control microcomputer 322 is instructed (S324), and status (1) is changed to “restart” (S326).

  Even if the status (1) becomes “restart” (YES in S328), the power supply to the HV control microcomputer 322 is not cut off and the status (2) is “steady” (NO in S330). The status (1) is changed to “abnormal” (YES at 334) (S336). Then, status information indicating that the status (1) is “abnormal” is transmitted to the HV control microcomputer 322 (S338). Therefore, at time T (20), the operation mode of the HV control microcomputer 322 is changed from the normal mode to the fail safe mode.

  When the operation mode of the HV control microcomputer 322 becomes the fail safe mode, the diagnosis code corresponding to the abnormality is stored, and the system waits until the CPU is reset.

  As described above, according to the vehicle control apparatus of the present embodiment, after the monitoring microcomputer instructs the HV control microcomputer to stop, after the HV control microcomputer continues to operate, the stop is instructed. It can be determined that the HV control microcomputer is abnormal because the power supply to the HV control microcomputer is not cut off until a predetermined time elapses. Therefore, it can be determined that the HV control microcomputer is in an abnormal state that cannot be stopped. Thereby, for example, the increase in power consumption can be suppressed by continuing the operation of the HV control microcomputer.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of a vehicle on which a control device according to a first embodiment is mounted. It is a block diagram which shows the structure of the internal circuit of HV-ECU320 in 1st Embodiment. It is a flowchart which shows the control structure of the program performed with the monitoring microcomputer of HV-ECU which is the control apparatus of the vehicle which concerns on 1st Embodiment. It is a timing chart (the 1) which shows operation of HV-ECU which is a control device of vehicles concerning a 1st embodiment. It is a timing chart (the 2) which shows operation | movement of HV-ECU which is the control apparatus of the vehicle which concerns on 1st Embodiment. It is a flowchart which shows the control structure of the program performed with the monitoring microcomputer of HV-ECU which is the control apparatus of the vehicle which concerns on 2nd Embodiment. It is a timing chart (the 1) which shows operation | movement of HV-ECU which is a control apparatus of the vehicle which concerns on 2nd Embodiment. It is a timing chart (the 2) which shows operation | movement of HV-ECU which is a control apparatus of the vehicle which concerns on 2nd Embodiment. It is a block diagram which shows the structure of the internal circuit of HV-ECU320 in 3rd Embodiment. It is a flowchart which shows the control structure of the program performed with the monitoring microcomputer of HV-ECU which is a vehicle control apparatus which concerns on 3rd Embodiment. It is a flowchart (the 1) which shows the control structure of the program performed with the HV control microcomputer of HV-ECU which is a vehicle control apparatus which concerns on 3rd Embodiment. It is a flowchart (the 2) which shows the control structure of the program performed with the HV control microcomputer of HV-ECU which is a vehicle control apparatus which concerns on 3rd Embodiment. It is a timing chart (the 1) which shows operation | movement of HV-ECU which is the control apparatus of the vehicle which concerns on 3rd Embodiment. It is a timing chart (the 2) which shows operation | movement of HV-ECU which is the control apparatus of the vehicle which concerns on 3rd Embodiment.

Explanation of symbols

  120 engine, 122 intake passage, 122A air cleaner, 122B air flow meter, 122C electronic throttle valve, 124 exhaust passage, 124A air-fuel ratio sensor, 124B three-way catalytic converter, 124C catalyst temperature sensor, 124D silencer, 130 fuel injection device, 140 motor Generator, 140A motor, 140B generator, 160 drive wheel, 180 reducer, 200 power split mechanism, 220 travel battery, 240 inverter, 242 converter, 260 battery ECU, 280 engine ECU, 300 MG-ECU, 320 HV-ECU, 322 HV control microcomputer, 324 power control IC, 326 monitoring microcomputer, 328 IGCT relay, 330 vehicle speed sensor, 360 water temperature detection sensor, 380 Link position sensor.

Claims (10)

A control device for a vehicle using an internal combustion engine and a rotating electric machine as drive sources,
First control means for controlling equipment mounted on the vehicle;
Second control means for instructing either of starting and stopping of the first control means based on an operating state of the first control means;
Power control means for controlling power supplied to the first control means from a power supply mounted on the vehicle based on an instruction from the second control means,
The power control means includes a means for continuously supplying power to the second control means. The control device further includes a relay that switches a path electrically connected from the power source to an electric device mounted on the vehicle to any one of conduction and interruption,
The first control means includes means for controlling the relay according to an ignition state of the vehicle,
The second control means includes means for instructing the stop of the first control means based on at least one of a state of the relay and a state of power supplied to the electrical device. The vehicle control device according to claim 1.   3. The vehicle control according to claim 2, wherein the second control means includes means for determining whether or not to instruct to stop the first control means after the relay is switched to a cut-off state. 4. apparatus.   The said 2nd control means includes a means for determining whether to instruct | indicate the stop of the said 1st control means based on the elapsed time after the said relay was switched to the interruption | blocking state. The vehicle control device described in 1. The second control means includes
Means for detecting a voltage value supplied to the electrical device;
The vehicle control device according to claim 2, further comprising means for instructing to stop the operation of the first control means when the detected voltage value becomes smaller than a predetermined value. The second control means includes
Means for instructing to stop the operation of the first control means when the detected voltage value becomes smaller than a predetermined first value when the relay is in a cut-off state;
Regardless of the state of the relay, when the detected voltage value becomes smaller than a predetermined second value smaller than the first value, an instruction to stop the operation of the first control means is given. The vehicle control device according to claim 5, comprising: means. The second control means includes
Means for detecting a voltage value supplied to the electrical device;
Means for measuring a first time from when the relay is switched to a cut-off state until the detected voltage value becomes smaller than a predetermined value;
Calculating means for calculating a second time based on the measured first time;
Means for instructing to stop the first control means when the second time elapses from when the relay is switched to the cut-off state until the detected voltage value becomes smaller than a predetermined value. The vehicle control device according to claim 2, comprising:   The vehicle control device according to claim 7, wherein the calculating means includes means for calculating the second time based on the first time measured a plurality of times.   The control device further includes an abnormality determination unit for determining whether or not the first control unit is abnormal based on a restart state after a stop instruction to the first control unit. Item 9. The vehicle control device according to any one of Items 1 to 8.   The abnormality determination means is configured to supply power to the first control means unless the power supply to the first control means is interrupted until a predetermined time elapses after the power supply control means is instructed to stop the power supply. The vehicle control device according to claim 9, further comprising means for determining that the control means is abnormal.

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