JP2018143074A - Control device, control system including control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device that suitably suppresses a decrease in power conversion efficiency in a power supply system, and a control system including the control device and the power supply system. A verification ECU (10) electrically connects a first storage battery (50), a main DDC (20) that steps down an output voltage from the first storage battery (50) and supplies power to a first device (40), and the main DDC (20) and the first device (40). The second storage battery 55 that supplies electric power to the first device 40 is applied to the power supply system 100. The collation ECU 10 puts the main DDC 20 in the stopped state when it does not predict the transition to the operating state in which the first device 40 may operate, and when predicting the transition to the operating state, the first DDC 20 operates as the first device. The main DDC 20 is operated to supply power to 40. [Selection diagram]

Description

  The present invention relates to a control device applied to a power supply system, and a control system including the control device and the power supply system.

  Patent Document 1 discloses a power supply system including a main power storage device and a main power conversion device that steps down the output voltage of the main power storage device. A plurality of devices are connected to the power supply system, and power is supplied from the main power converter to the devices.

JP 2008-5622 A

  In the power supply system described in Patent Literature 1, under a situation where the required power of the device is low, the output power to the device may be significantly lower than the power capacity that can be output by this system. In addition, when the output voltage of the main power storage device is stepped down, the power consumed by the main power conversion device is lost. For this reason, the power conversion efficiency in the system may be reduced under a situation where the required power of the device is low.

  A decrease in power conversion efficiency in the power supply system may cause a decrease in the amount of power that can be supplied from the main power storage device to the device. Further, when the power storage capacity of the main power storage device is increased in order to compensate for the reduction in the amount of power, there is a risk of increasing the size of the main power storage device.

  An object of this invention is to provide the control apparatus which suppresses the fall of the power conversion efficiency in a power supply system suitably, and a control system provided with a control apparatus and a power supply system in view of the said subject.

  In order to solve the above problems, a control device according to a first aspect of the present invention includes a main power storage device, a main power conversion device that steps down the output voltage of the main power storage device and supplies it to a device, the main power conversion device, and the The present invention is applied to a power supply system that includes a sub power storage device that is electrically connected to a device and supplies power to the device. In addition, the control device predicts that the device shifts from the operation stop state to the operation state, and when the device is not predicted to shift from the operation stop state to the operation state, the main power conversion device A supply control unit that operates the main power conversion device to supply power from the main power conversion device to the device when the device is predicted to shift from the operation stop state to the operation state. .

  In the above configuration, when the device is not predicted to shift from the operation stop state to the operation state, the main power conversion device is set to the operation stop state. For this reason, power is not supplied from the main power converter to the device. In this case, power is not supplied from the main power converter to the device during a period when the required power of the device is low. As a result, it is possible to suppress a reduction in power conversion efficiency in the power supply system by supplying power from the sub power storage device to the device. In the above configuration, when the device is predicted to shift from the operation stop state to the operation state, the main power conversion device is operated in order to supply power from the main power conversion device to the device. For this reason, it can suppress that an apparatus runs out of electric power by supplying electric power from a main power converter to an apparatus in the period when the required electric power of an apparatus is high.

  In a second invention, the device is a first device, and the power supply system includes a second device that is electrically connected to the main power storage device and has a higher load than the first device, and the supply control unit includes: If the power is not supplied from the main power storage device to the second device and the first device is not predicted to shift from the operation stop state to the operation state, the main power conversion device is set to the operation stop state. To do.

  When the main power storage device is not supplying power to the second device, the output power of the entire power supply system is low. Therefore, when the main power conversion device converts power under this situation, the power of the power supply system Conversion efficiency is significantly reduced. Therefore, in the above configuration, when power is not supplied from the main power storage device to the second device and the first device is not predicted to shift from the operation stop state to the operation state, the main power conversion device is set to the operation stop state. It was decided that. In this case, a decrease in power conversion efficiency in the entire system can be suppressed.

  In a third aspect of the invention, the apparatus includes a sub power conversion device that steps down the output voltage of the main power storage device and supplies the reduced voltage to the device, and the supply control unit may shift the device from an operation stop state to an operation state. When it is not predicted, power is supplied from the sub power converter to the device.

  In the above configuration, even when one of the sub power storage device and the sub power conversion device cannot supply power to the device in the operation stop state of the device, the other supplies power to the device, Thus, it is possible to prevent the power from being supplied.

  In 4th invention, the power conversion efficiency of the said sub power converter device becomes a value higher than the power conversion efficiency of the said main power converter device in the load current range corresponding to the dark current which flows into the said apparatus. With the above-described configuration, it is possible to increase the power conversion efficiency under a situation where power is supplied to the device by the sub power conversion device.

  In a fifth aspect of the present invention, the apparatus includes a main acquisition unit that acquires a remaining capacity of the main power storage device, and the supply control unit includes a sub power conversion device that has a remaining capacity of the main power storage device that falls below a main threshold. By setting the output voltage command value to a value lower than the output voltage of the sub power storage device, power supply from the sub power converter to the device is stopped.

  When the main power storage device is in an overdischarged state, the main power storage device may be significantly deteriorated. Therefore, in the above configuration, when the remaining capacity of the main power storage device is low, power supply from the main power storage device to the device via the sub power conversion device is stopped, and an overdischarge state of the main power storage device is prevented. As a result, deterioration of the main power storage device due to overdischarge can be suppressed.

  In a sixth aspect of the present invention, the apparatus includes a sub-acquisition unit that acquires the remaining capacity of the sub power storage device, and the supply control unit is configured to control the sub power conversion device when the remaining capacity of the sub power storage device falls below a sub threshold By setting the output voltage command value to a value higher than the output voltage of the sub power storage device, power supply from the sub power storage device to the device is stopped.

  When the sub power storage device is in an overdischarged state, the sub power storage device may be significantly deteriorated. For this reason, in the above configuration, when the remaining capacity of the sub power storage device falls below the sub threshold, the supply of power from the sub power storage device to the device is stopped. In this case, deterioration of the sub power storage device due to overdischarge can be suppressed.

  In a seventh invention, the supply control unit, from the sub power conversion device, when supplying power from the main power conversion device to the device after the device is predicted to shift to an operating state, The power supply to the device is stopped. With the above configuration, power can be prevented from being supplied from the main power storage device to the same device via the main power conversion device and the sub power conversion device, and a decrease in the remaining capacity of the main power storage device can be suppressed.

  In an eighth aspect of the invention, the power supply system is mounted on a vehicle including a receiving device that receives a transmission wave transmitted from a portable device carried by a user, and the motion prediction unit is received by the receiving device. Based on the transmitted wave, when the state where the distance between the portable device and the vehicle is equal to or less than a predetermined distance is detected, it is predicted that the device shifts to the operation state.

  When the user who possesses the portable device approaches the vehicle, the possibility that the device shifts to the operating state increases. Therefore, in the above configuration, when a state where the distance between the portable device and the vehicle is equal to or less than a predetermined distance is detected based on the transmission wave, it is predicted that the device shifts to the operation state.

  In a ninth invention, when the motion prediction unit detects a state in which a distance between the portable device and the vehicle is larger than the predetermined distance based on a reception state of the transmission wave in the reception device. When it is predicted that the device will shift from the operating state to the operation stopped state, and the supply control unit is predicted to shift to the operation stopped state, the main power conversion device to the device Stop power supply to.

  When the device shifts from the operating state to the operation stopped state, the required power of the device decreases. If the power supply of the main power converter is maintained in this state, the power conversion efficiency may be reduced. Therefore, in the above configuration, when a state in which the distance between the portable device and the vehicle is greater than a predetermined distance is detected based on the reception state of the transmission wave in the reception device, the device shifts from the operation state to the operation stop state. Predict what to do. Then, when it is predicted that the device shifts to the operation stop state, the power supply from the main power converter to the device is stopped. Thereby, the fall of power conversion efficiency can be suppressed suitably.

  In a tenth aspect of the invention, the power supply system is mounted on a vehicle including a locking device that switches between an unlocked state and a locked state of a vehicle door, and the motion prediction unit detects the unlocked state, Predict the transition of the device to the operating state.

  When the vehicle is unlocked, there is a high possibility that the device will shift to the operating state. Therefore, in the above configuration, when the unlocked state of the locking device is detected, the transition to the operating state is predicted. In this case, the prediction accuracy of the transition to the operation state of the device can be increased, and a decrease in power conversion efficiency can be suitably suppressed.

  In an eleventh aspect of the invention, the motion prediction unit predicts that when the vehicle door is switched from the unlocked state to the locked state, the device shifts from the operating state to the operation stopped state, A supply control part stops the electric power supply to the said apparatus from the said main power converter device, when it is estimated that the said apparatus transfers to an operation | movement stop state.

  In the above configuration, when the locking state of the locking device is detected, the transition to the operation stop state is predicted. Thereby, the prediction accuracy of the shift to the operation stop state of the device can be increased, and the decrease in power conversion efficiency can be suitably suppressed.

  Moreover, a control system provided with the control apparatus and power supply system which concern on this invention is realizable.

  Specifically, a twelfth invention includes the control device and the power supply system, wherein the device is a first device, and the power supply system includes a main power supply line and the main power storage device with the main power supply. A second device that is electrically connected through the power supply line and has a higher load than the first device, and is provided in the main power supply line, and switches the electrical connection between the main power storage device and the second device. A switching unit, wherein the main power conversion device is connected to the main power storage device side of the switching unit in the main power supply line.

  In the above configuration, the main power conversion device can be supplied with power to the first device even in a situation where the switching unit does not supply power to the second device from the main power storage device. Therefore, it is possible to flexibly implement power supply to the first device by the main power converter.

  In a thirteenth aspect of the present invention, a sub power conversion device that steps down the output voltage of the main power storage device and supplies it to the device, a sub power supply line that electrically connects the main power conversion device and the sub power storage device, An auxiliary line that electrically connects the auxiliary power conversion device and the auxiliary power supply line, and the supply control unit is configured to supply the main power after the apparatus is predicted to shift to an operating state. When power is supplied from the power conversion device to the device, power supply from the sub power conversion device to the device is stopped, provided in the auxiliary line, and from the main power conversion device to the sub power conversion device. A backflow prevention unit for preventing current flow is provided.

  In the above configuration, even when the power supply to the device is stopped after the power is supplied to the main power converter, the main power converter is connected to the sub power converter via the auxiliary line. It is possible to prevent a current from flowing. As a result, it is possible to suppress the deterioration of the sub power converter due to the backflow current.

The lineblock diagram of the power supply system concerning a 1st embodiment. A table explaining the state of the vehicle. The flowchart explaining the electric power supply control implemented by collation ECU. The block diagram of the power supply system which concerns on 2nd Embodiment. The graph explaining transition of the power conversion efficiency of main DDC and a dark current converter. The flowchart explaining the electric power supply control which concerns on 2nd Embodiment. The block diagram of the power supply system which concerns on 3rd Embodiment. The block diagram of the power supply system which concerns on 4th Embodiment. The block diagram of the power supply system which concerns on 5th Embodiment.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram of a control system 100 according to the first embodiment. The control system 100 is mounted on a vehicle. In this embodiment, the vehicle on which the control system 100 is mounted is a hybrid vehicle that includes an engine that is an internal combustion engine and a traveling motor as traveling power sources. Specifically, the vehicle is HV (Hybrid Vehicle) / PHV (Plug-in Hybrid Vehicle).

  The control system 100 includes a first storage battery 50 corresponding to a main power storage device, a second storage battery 55 corresponding to a sub power storage device, a first device 40, a second device 51, and a main DC corresponding to a main power conversion device. / DC converter 20. Hereinafter, the main DC / DC converter is referred to as main DDC. In the first embodiment, the power supply system includes a first storage battery 50, a second storage battery 55, and a main DCC 20.

  The first storage battery 50 supplies electric power necessary for the operation of the devices 40 and 51. In this embodiment, the 1st storage battery 50 is a lithium ion storage battery, and produces the voltage between terminals of 200V-400V, for example.

  The second device 51 includes an input capacitor 52 and an inverter 53 that converts a DC voltage supplied from the first storage battery 50 into an AC voltage. The input side of the inverter 53 is connected to the first high-voltage line HL1 connected to the plus-side terminal of the first storage battery 50 and the second high-voltage line HL2 connected to the minus-side terminal of the first storage battery 50. The input capacitor 52 is connected in parallel to the inverter 53 between the first high-voltage line HL1 and the second high-voltage line HL2. In the present embodiment, each of the high-voltage lines HL1 to HL4 corresponds to a main power supply line.

  A traveling motor MG is connected to the output side of the inverter 53. Traveling motor MG is driven by the AC voltage converted by inverter 53. The inverter 53 has a rectifying function for rectifying an alternating current into a direct current. The inverter 53 rectifies an alternating current output from the traveling motor MG by regenerative power generation into a direct current during braking of the vehicle. The first storage battery 50 is charged by supplying the rectified current to the first storage battery 50 through the high-voltage lines HL1 and HL2.

  The first high-voltage line HL1 is provided with a first relay SMR1, and the second high-voltage line HL2 is provided with a second relay SMR2. The first storage battery 50 and the inverter 53 are electrically connected by controlling the relays SMR1 and SMR2 to be closed. As a result, power can be supplied from the first storage battery 50 to the inverter 53. On the other hand, the relays SMR1 and SMR2 are controlled to be in an open state, whereby the first storage battery 50 and the inverter 53 are electrically disconnected. Each relay SMR1, SMR2 corresponds to a switching unit.

  The main DDC 20 is a step-down converter, and includes a main drive unit 21 that steps down a DC voltage supplied from the first storage battery 50 and a main control unit 22 that controls the operation of the main drive unit 21.

  The main drive unit 21 includes a plurality of semiconductor switches, and steps down and outputs an input voltage supplied from the first storage battery 50 by switching each semiconductor switch on and off. The first input terminal Tin1 of the main drive unit 21 is connected to a third high voltage line HL3 connected to the first high voltage line HL1. The second input terminal Tin2 is connected to a fourth high voltage line HL4 that is connected to the second high voltage line HL2. The first output terminal Tout1 of the main drive unit 21 is connected to the low voltage line LL.

  In the present embodiment, the third high-voltage line HL3 is connected to the first high-voltage line HL1 on the first storage battery 50 side than the first relay SMR1. The fourth high-voltage line HL4 is connected to the second high-voltage line HL2 on the first storage battery 50 side with respect to the second relay SMR2. Therefore, even when each relay SMR1, 2 is controlled to be in the open state, the electrical connection between the first storage battery 50 and the main DDC 20 is maintained.

  The main control unit 22 drives each semiconductor switch of the main drive unit 21. The main control unit 22 controls the duty ratio, which is the ratio of the ON period to one switching cycle of each semiconductor switch, in order to control the output voltage of the main drive unit 21 to the output voltage command value. The voltage value output to the low voltage line LL through the first output terminal Tout1 of the main drive unit 21 is changed by the duty ratio control by the main control unit 22.

  A second storage battery 55 is connected to the low voltage line LL. A positive side terminal of the second storage battery 55 is connected to the low voltage line LL, and a negative side terminal is connected to the ground line GND. Therefore, at least one of the output voltage of the main DDC 20 and the output voltage of the second storage battery 55 is applied to the low-voltage line LL. The low voltage line LL corresponds to a sub power supply line.

  In the present embodiment, the storage capacity of the second storage battery 55 is smaller than the storage capacity of the first storage battery 50. Further, the terminal voltage of the second storage battery 55 is lower than the terminal voltage of the first storage battery 50. For example, the terminal voltage of the second storage battery 55 is 12V.

  A first device 40 to which electric power is supplied through the low-pressure line LL is connected to the low-pressure line LL. In the present embodiment, the first device 40 mainly includes a power slide door 41, a power back door 42, and a meter 43. The rated voltages of the power slide door 41, the power back door 42, and the meter 43 are lower than the rated voltage of the second device 51.

  The power slide door 41 includes a vehicle slide door and a door motor that functions as a drive source for sliding the slide door. The sliding door slides back and forth with respect to the vehicle by driving the door motor. The power back door 42 includes a rear gate and a back door motor that functions as a drive source for operating the rear gate. The rear gate is opened and closed by driving the back door motor. The meter 43 displays a vehicle speed display or a display corresponding to the rotational speed of the engine or the traveling motor MG1.

  The first device 40 includes a verification ECU 10, an HV-ECU 11, a door lock ECU 12, and a battery ECU 13. Electric power is supplied to each of the ECUs 10 to 13 through the low-pressure line LL. Further, the ECUs 10 to 13 are connected to be able to communicate with each other via the in-vehicle network interface 14. As the in-vehicle network interface 14, for example, a known interface such as CAN (Controller Area Network) or LIN (Local Interconnect Network) can be used. Hereinafter, the in-vehicle network interface 14 is referred to as an in-vehicle NIF 14.

  The verification ECU 10 performs mutual communication with the electronic key 65 as a portable device carried by the user, and executes a verification process for the electronic key 65. The verification ECU 10 is connected through a vehicle-mounted NIF 14 and a transmission / reception device 60 for detecting an electronic key 65 located within a predetermined distance from the vehicle interior and the vehicle. When the request signal for performing the verification process is transmitted from the verification ECU 10 to the transmission / reception device 60, the transmission / reception device 60 forms an electronic key detection area based on the request signal. This detection area is formed both inside and outside the vehicle interior. When the electronic key 65 enters this detection area, the electronic key 65 transmits a transmission wave to the transmission / reception device 60. The transmission wave received by the transmission / reception device 60 is converted into a digital signal and then output to the verification ECU 10 through the in-vehicle NIF 14. The verification ECU 10 verifies the ID code included in the digital signal. This ID code is assigned a different number for each vehicle. When the collation result of the ID code is the corresponding number, the collation ECU 10 notifies the ECUs 11 to 13 through the in-vehicle NIF 14 that the collation is established.

  Since the user carrying the electronic key 65 enters the detection area, the transmission wave from the electronic key 65 can be received. Therefore, the verification ECU 10 determines that the distance between the user and the vehicle is equal to or less than a predetermined distance. Can be detected. Moreover, since the user carrying the electronic key 65 is located outside the detection area, the transmission wave from the electronic key 65 cannot be received, and therefore the verification ECU 10 has a distance between the user and the vehicle that is greater than a predetermined distance. Can be detected.

  The collation with respect to the electronic key 65 by the collation ECU 10 is performed when the user carrying the electronic key 65 approaches the vehicle and when the user operates the push SW of the vehicle. The push SW shifts the power-on state of the vehicle to each of the ignition-off (IGOFF), accessory-on (ACCON), and ignition-on (IGON) states in order by a user operation.

  IGOFF is a power-on state in which each of the relays SMR1 and SMR2 is open and an AC relay (not shown) is open. ACCON is a power supply state in which power is supplied from the second storage battery 55 to other devices other than the first device 40 and the second device 51 by shifting an AC relay (not shown) from an open state to a closed state. IGON is a power supply state that outputs a request to shift each relay SMR1, 2 from the open state to the closed state.

  The door lock ECU 12 switches the vehicle door between a locked state and an unlocked state. The door lock ECU 12 transmits an unlocking signal through the in-vehicle NIF 14 when the verification by the verification ECU 10 is established in the verification process performed when the user approaches the vehicle. In response to this unlocking signal, the locking device 61 switches the vehicle from the locked state to the unlocked state. In the unlocked state, the sliding door or rear gate of the vehicle is unlocked. Further, the door lock ECU 12 can transmit a door state signal indicating whether the vehicle door is in a locked state or an unlocked state to the verification ECU 10 through the in-vehicle NIF 14.

  The HV-ECU 11 enables the power supply from the first storage battery 50 to the traveling motor MG through the second device 51 by switching the relays SMR1, 2 from the open state to the closed state. In the present embodiment, the HV-ECU 11 switches the SMRs 1 and 2 from the open state to the closed state when the power-on state of the vehicle is IGON and the user operates the brake.

  The HV-ECU 11 calculates a command torque necessary for driving the travel motor MG1 in accordance with the amount of accelerator operation by the user when the vehicle power-on state is ReadyON. The HV-ECU 11 controls the inverter 53 to control the torque of the traveling motor MG to a command torque.

  The battery ECU 13 calculates the remaining capacity of the first storage battery 50 as a first remaining capacity SOC1 (SOC: State Of Charge) based on various information of the first storage battery 50 and the second storage battery 55, and the remaining capacity of the second storage battery 55. Is calculated as the second remaining capacity SOC2. In the present embodiment, the battery ECU 13 calculates the first and second remaining capacities SOC1, SOC2 from the output currents, output voltages, and temperatures of the first storage battery 50 and the second storage battery 55, respectively.

  Next, the transition of the vehicle power-on state will be described with reference to FIG. When both relays SMR1 and SMR2 are controlled to be in the open state, the power-on state of the vehicle is ResdyOFF indicating a state in which the vehicle cannot travel. Therefore, the power from the first storage battery 50 is not supplied to the second device 51. The relays SMR 1 and 2 are maintained in the open state even when the user switches the power-on state of the vehicle from IGOFF to ACC and further to IGON by operating the push SW. In ReadyOFF, power is supplied to the first device 40, and the first device 40 is in a standby state.

  The standby state is a state where the minimum necessary power is supplied to the first device 40. In the standby state, the current flowing through the first device 40 is referred to as dark current. In the present embodiment, the standby state corresponds to the operation stop state of the first device 40. Note that the main DDC 20 is in a state in which the semiconductor switch of the main drive unit 21 is not operating and power is not supplied to the first device 40 in the standby state. The maximum power (for example, several hundred W to several thousand W) that can be output from the main DDC 20 is larger than the maximum required power (for example, 1 W or less) of the first device 40 in the standby state.

  When the state of the vehicle is IGON, the state of the vehicle becomes ReadyON indicating a travelable state by the user's brake operation. In this ReadyON, the relays SMR1 and SMR2 are both controlled to be in a closed state, and power from the first storage battery 50 is supplied to the second device 51.

  In the standby state of the first device 40, the current (dark current) flowing through the first device 40 is kept at a lower value than in the operating state, so the output current in the standby state is compared with the output current in the operating state Is a low value. As a result, the power conversion efficiency of the main DDC 20 in the standby state of the first device 40 is lower than the power conversion efficiency in the operating state. In other words, the standby state of the first device 40 is a factor that reduces the power conversion efficiency in the control system 100.

  Therefore, in the present embodiment, the verification ECU 10 does not supply power from the main DDC 20 to the first device 40 and supplies power from the second storage battery 55 to the first device 40 in the standby state of the first device 40. It was decided. In addition, when it is predicted that the first device 40 shifts from the standby state to the operation state, the power necessary for the operation of the first device 40 is ensured by supplying power from the main DDC 20 to the first device 40. It was decided to. Therefore, the verification ECU 10 corresponds to a control device.

  Next, power supply control performed by the verification ECU 10 will be described with reference to the flowchart of FIG. The process shown in the flowchart of FIG. 3 is repeatedly performed by the verification ECU 10 at a predetermined control cycle.

  In step S11, it is determined whether or not the vehicle state is ReadyOFF. In the present embodiment, when each of the relays SMR1 and SMR2 is in an open state, it is determined that it is ReadyOFF. For example, whether or not ReadyOFF is determined by a notification from the HV-ECU 11 indicating that each of the relays SMR1 and SMR2 is controlled to be in an open state or a closed state. If ReadyOFF is determined, the process proceeds to step S12. On the other hand, when ReadyON is determined, the process shown in FIG. 3 is once ended.

  In step S12, it is determined whether or not power is supplied from the main DDC 20 to the first device 40. For example, if it is determined in the previous control cycle that the first device 40 has shifted to the operating state, it is determined that the main DDC 20 has already supplied power to the first device 40. When it determines with the electric power not being supplied from the main DDC20 to the 1st apparatus 40, it progresses to step S13.

  In steps S13 and S14, the transition of the first device 40 from the standby state to the operating state is predicted. Steps S13, S14, S16, and S17 correspond to the motion prediction unit.

  In step S13, a proximity state indicating a state in which the distance between the user carrying the electronic key 65 and the vehicle is equal to or less than a predetermined distance is detected. Specifically, when the user carrying the electronic key 65 enters the detection area and receives a transmission wave from the electronic key 65, the proximity state is detected. On the other hand, when the transmission wave from the electronic key 65 is not received, the proximity state is not detected. In addition to this, the proximity state may be detected when the transmission wave from the electronic key 65 is received and the collation of the ID code included in the transmission wave is established. When the proximity state is detected, it means that the transition of the first device 40 to the operation state is predicted, and the process proceeds to step S15.

  On the other hand, when the proximity state is not detected, the process proceeds to step S14. In step S <b> 14, the user operates the electronic key 65 to detect the unlocked state of the vehicle by the locking device 61. When the unlocked state of the vehicle is not detected, the transition of the first device 40 to the operating state is not predicted, and the process of FIG. 3 is temporarily terminated. On the other hand, when the unlocked state of the vehicle is detected, it means that the transition of the first device 40 to the operating state is predicted, and the process proceeds to step S15.

  In step S15, a device operation request for causing the main DDC 20 to start supplying power to the first device 40 is issued. This device operation request is received by the HV-ECU 11 through the in-vehicle NIF 14. When receiving the device operation request, the HV-ECU 11 causes the main control unit 22 of the main DDC 20 to start supplying power from the main DDC 20 to the first device 40. Steps S15 and S18 correspond to a supply control unit.

  In the present embodiment, in order to stop the power supply from the second storage battery 55 to the first device 40, the main control unit 22 sets the output voltage of the main DDC 20 to a voltage value higher than the terminal voltage of the second storage battery 55 (for example, 14V), the output voltage command value of the main DDC 20 is set. Therefore, in the low voltage line LL, a current flows from the main DDC 20 to the second storage battery 55, and power supply to the first device 40 by the second storage battery is stopped.

  On the other hand, if it is determined in step S12 that power is being supplied from the main DDC 20 to the first device 40, the process proceeds to step S16. Even when the transition of the first device 40 to the operating state is predicted, when the user subsequently gets off the vehicle, for example, the possibility that the first device 40 transitions to the standby state increases. Therefore, in step S16, based on the reception state of the transmission wave in the transmission / reception device 60, a state in which the distance between the electronic key 65 carried by the user and the vehicle is greater than a predetermined distance is detected.

  If the proximity state is not detected in step S16, it is predicted that the first device 40 will shift to the standby state, and the process proceeds to step S18. On the other hand, when the proximity state is detected, the process proceeds to step S17. In addition, the process of step S16 is the same process as step S13.

  When the vehicle door is switched from the unlocked state to the locked state, there is a high possibility that the user has got off the vehicle. Therefore, in step S17, the possibility that the user got off is determined by detecting the switching from the unlocked state to the locked state. Specifically, the determination is made based on a change in the door state signal transmitted from the door lock ECU 12 from the unlocked state to the locked state. When switching to the locked state is detected, the process proceeds to step S18. On the other hand, when the switch to the locked state is not detected, the process of FIG. 3 is temporarily terminated.

  In step S18, power supply from the main DDC 20 to the first device 40 is stopped. Specifically, an operation stop request for stopping the power supply of the main DDC 20 is transmitted to the HV-ECU 11 through the in-vehicle NIF 14. When receiving the operation stop request, the HV-ECU 11 causes the main control unit 22 of the main DDC 20 to stop supplying power from the main DDC 20 to the first device 40. Therefore, only the output voltage from the second storage battery 55 is applied to the low-voltage line LL, and power to the first device 40 is supplied by this output voltage.

  According to this embodiment described above, the following effects are obtained.

  If the verification ECU 10 does not predict that the first device 40 will shift from the standby state to the operating state, the main DDC 20 is set to the standby state. For this reason, power is not supplied from the main DDC 20 to the first device 40. In this case, power is not supplied from the main DDC 20 to the first device 40 during a period when the required power of the first device 40 is low. As a result, by supplying power from the second storage battery 55 to the first device 40, it is possible to suppress a decrease in power conversion efficiency in the control system 100. Further, when it is predicted that the first device 40 shifts from the standby state to the operating state, the verification ECU 10 operates the main DDC 20 in order to supply power from the main DDC 20 to the first device 40. For this reason, in the period when the required power of the first device 40 is high, by supplying power from the main DDC 20 to the first device 40, it is possible to suppress the first device 40 from becoming insufficient in power.

  The verification ECU 10 does not allow the main DDC 20 to supply power to the first device 40 when the transition of the first device 40 to the operating state is not predicted when the vehicle is ReadyOFF. In this case, a decrease in power conversion efficiency in the entire control system 100 can be suppressed.

  The verification ECU 10 predicts that the first device shifts to the operation state when the proximity state in which the distance between the electronic key 65 and the vehicle is equal to or less than the predetermined distance is detected based on the transmission wave. . In this case, the prediction accuracy of the transition to the operation state of the first device can be increased, and a decrease in power conversion efficiency can be suitably suppressed.

  When the verification ECU 10 detects a state in which the distance between the electronic key 65 and the vehicle is greater than a predetermined distance based on the reception state of the transmission wave in the transmission / reception device 60, the first device 40 changes from the operating state to the standby state. And predict the transition. When the first device 40 is predicted to shift to the standby state, the power supply from the main DDC 20 to the first device 40 is stopped. In this case, it is possible to suitably suppress a decrease in power conversion efficiency by predicting the transition of the first device to the standby state based on the reception state of the transmission wave.

  The verification ECU 10 predicts the transition of the first device 40 to the operating state when the unlocked state of the locking device 61 is detected. In this case, the prediction accuracy of the transition to the operating state of the first device 40 can be increased, and a decrease in power conversion efficiency can be suitably suppressed.

  The verification ECU 10 predicts the transition of the first device 40 to the standby state when the locking state of the locking device 61 is detected. In this case, by predicting the transition of the first device 40 to the operation stop state based on the locking state of the vehicle door by the locking device 61, it is possible to suitably suppress a decrease in power conversion efficiency.

(Second Embodiment)
In the second embodiment, a description will be given focusing on a configuration different from the first embodiment.

  FIG. 4 is a configuration diagram of the control system 100 according to the second embodiment. In FIG. 4, the same components as those shown in FIG. 1 are given the same reference numerals for the sake of convenience.

  The control system 100 according to the present embodiment includes a dark current converter 70 that supplies power to the first device 40. The dark current converter 70 corresponds to a sub power converter.

  In the present embodiment, the dark current converter 70 steps down the output voltage of the first storage battery 50. The dark current converter 70 includes a sub drive unit 71 and a sub control unit 72 that controls driving of the sub drive unit 71.

  The sub drive unit 71 includes a plurality of semiconductor switches, and steps down the input voltage supplied from the first storage battery 50 by ON / OFF control of each semiconductor switch. The third input terminal Tin3 of the sub drive unit 71 is connected to a fifth high voltage line HL5 connected to the third high voltage line HL3. The fourth input terminal Tin4 is connected to a sixth high voltage line HL6 that is connected to the fourth high voltage line HL4. The second output terminal Tout2 of the sub drive unit 71 is connected to the first end of the auxiliary line LB. The second end of the auxiliary line LB is connected to the low pressure line LL. Therefore, the auxiliary line LB electrically connects the dark current converter 70 and the low voltage line LL.

  The sub control unit 72 drives each semiconductor switch of the sub drive unit 71. By driving the semiconductor switch by the sub control unit 72, the value of the output voltage applied to the low voltage line LL through the second output terminal Tout2 of the sub drive unit 71 is changed.

  The control system 100 includes a voltage detection sensor 56 that detects the terminal voltage VSr of the second storage battery 55. The inter-terminal voltage VSr detected by the voltage detection sensor 56 is output to the verification ECU 10.

  FIG. 5 is a graph for explaining the transition of the power conversion efficiency between the main DDC 20 and the dark current converter 70. In FIG. 5, the horizontal axis represents load current [A], and the vertical axis represents power conversion efficiency [%].

  The power conversion efficiency η1 of the dark current converter 70 is higher than the power conversion efficiency η2 of the main DDC 20 in the first load current range LA1 corresponding to the dark current flowing through the first device 40. In the present embodiment, the first load current range LA1 is a load current range that the first device 40 can take in the standby state. The second load current range LA2 is a load current range that the first device 40 can take in the operating state. In the present embodiment, the minimum value of the second load current range LA2 is a value larger than the maximum value of the first load current range LA1. The peak of the power conversion efficiency η1 of the dark current converter 70 is included in the first load current range LA1. On the other hand, the power conversion efficiency η2 of the main DDC 20 is smaller than the power conversion efficiency η1 in the first load current range LA1. The peak of the power conversion efficiency η2 is included in the second load current range LA2.

Next, power supply control according to the second embodiment will be described with reference to the flowchart of FIG.
The process shown in the flowchart of FIG. 6 is repeatedly performed by the verification ECU 10 at a predetermined control cycle.

  If it is determined in step S11 that the vehicle is ReadyOFF, the process proceeds to step S31. In step S31, the first remaining capacity SOC1 indicating the remaining capacity of the first storage battery 50 is acquired. Step S31 corresponds to a main acquisition unit. The first remaining capacity SOC1 is acquired from the battery ECU 13 through the in-vehicle NIF 14.

  In step S32, a second remaining capacity SOC2 indicating the remaining capacity of the second storage battery 55 is acquired. Step S32 corresponds to a sub-acquisition unit.

  In step S33, the first remaining capacity SOC1 is compared with the main threshold Th1. The main threshold Th1 is a threshold for determining the remaining capacity of the first storage battery 50. For example, the main threshold Th1 is set to a value larger than the first remaining capacity SOC1 that deteriorates the first storage battery 50 when the discharge is repeated. If it is determined that the first remaining capacity SOC1 is greater than or equal to the main threshold Th1, the process proceeds to step S34.

  In step S34, the second remaining capacity SOC2 is compared with the sub-threshold Th2. For example, the sub-threshold Th2 is set to a value larger than the second remaining capacity SOC2 that deteriorates the second storage battery 55 when the discharge is repeated. If it is determined that the second remaining capacity SOC2 is greater than or equal to the sub-threshold Th2, the process proceeds to step S35.

  In the present embodiment, since the storage capacity of the second storage battery 55 is smaller than the storage capacity of the first storage battery 50, the sub-threshold Th2 is set to a value smaller than the main threshold Th1.

  In step S35, since the first remaining capacity SOC1 is greater than or equal to the main threshold Th1 and the second remaining capacity SOC2 is greater than or equal to the subthreshold Th2, the power to the first device 40 is supplied to the second storage battery 55 and the dark current converter 70. Supply.

  If it is determined in step S34 that the second remaining capacity SOC2 is less than the sub-threshold Th2, the process proceeds to step S36. When the storage capacity of the second storage battery 55 is smaller than the storage capacity of the first storage battery 50, the storage capacity of the second storage battery 55 is reduced, and an overdischarge state is likely to occur. Therefore, in step S36, the output voltage command value VL * of the dark current converter 70 is set to a value higher than the inter-terminal voltage VSr of the second storage battery 55, so that only the dark current converter 70 supplies power to the first device 40. To supply.

  Specifically, the correction value ΔV1 is added to the inter-terminal voltage VSr detected by the voltage detection sensor 56. Then, the terminal voltage VSr to which the correction value ΔV1 is added is set to the output voltage command value VL * of the dark current converter 70. Therefore, the output voltage command value VL * causes the output voltage of the dark current converter 70 to be larger than the inter-terminal voltage VSr of the second storage battery 55, so that the low voltage line LL is directed from the dark current converter 70 to the second storage battery 55. Current flows. As a result, the second storage battery 55 stops the power supply to the first device 40.

  If it is determined in step S33 that the first remaining capacity SOC1 is less than the main threshold Th1, the process proceeds to step S37. If it is determined in step S37 that the second remaining capacity SOC2 is greater than or equal to the sub-threshold Th2, the process proceeds to step S38. In step S38, the output voltage command value VL * of the dark current converter 70 is set to a value lower than the terminal voltage VSr of the second storage battery 55, so that the power to the first device 40 can be generated only by the second storage battery 55. Supply.

  Specifically, the correction value ΔV2 is subtracted from the inter-terminal voltage VSr detected by the voltage detection sensor 56. Then, the inter-terminal voltage VSr from which the correction value ΔV2 is subtracted is set to the output voltage command value VL * of the dark current converter 70. Therefore, the output voltage command value VL * causes the output voltage of the dark current converter 70 to be smaller than the inter-terminal voltage VSr of the second storage battery 55, so that the low voltage line LL is directed from the second storage battery 55 to the dark current converter 70. Current flows. As a result, power supply to the first device 40 of the dark current converter 70 is stopped.

  If it is determined in step S37 that the second remaining capacity SOC2 is less than the sub-threshold Th2, the process proceeds to step S15. In this case, the remaining capacities SOC1 and SOC2 of both storage batteries 50 and 55 are not sufficient remaining capacities. In the second embodiment, in order to preferentially use the first storage battery 50 having a large storage capacity, power is supplied from the first storage battery 50 to the first device 40 via the main DDC 20 in step S15.

  In step S15, the main DDC 20 supplies power to the first device 40, and then the process proceeds to step S41. In step S41, when power is supplied by the dark current converter 70 (step S35 or S36), the driving of the dark current converter 70 is stopped in order to suppress a decrease in the storage capacity of the first storage battery 50. Specifically, a stop request for stopping the driving of the dark current converter 70 is output to the HV-ECU 11. When receiving the stop request, the HV-ECU 11 causes the sub-control unit 72 of the dark current converter 70 to stop supplying power from the dark current converter 70 to the first device 40.

  When the process of step S41 or S18 is completed, the process of FIG. 6 is temporarily ended.

  According to this embodiment described above, the following effects are obtained.

  The control system 100 includes a dark current converter 70 that steps down the output of the first storage battery 50 and supplies power to the first device 40. And collation ECU10 makes the dark current converter 70 supply the electric power to the 1st apparatus 40 in addition to the 2nd storage battery 55, when the transition to the operation state of the 1st apparatus 40 is not estimated. In the above configuration, even when one of the second storage battery 55 and the dark current converter 70 cannot supply power to the first device 40, the other can supply power to the first device 40. As a result, a state where power is not supplied to the first device 40 can be prevented.

  The power conversion efficiency η2 of the dark current converter 70 is higher than the power conversion efficiency η1 of the main DDC 20 in the load current range LA1 corresponding to the dark current flowing through the first device 40. With the above configuration, the power conversion efficiency of the control system 100 in the standby state of the first device 40 can be increased.

  The verification ECU 10 stops power supply from the first storage battery 50 to the first device 40 via the dark current converter 70 when it is determined that the first remaining capacity SOC1 of the first storage battery 50 is lower than the main threshold Th1. And the overdischarge state of the 1st storage battery 50 is prevented. As a result, it is possible to suppress deterioration of the first storage battery 50 due to overdischarge. Further, since the power supply between the dark current converter 70 and the second storage battery 55 can be switched without requiring a component such as a relay for switching electrical connection, the physique of the control system 100 is enlarged. Can be suppressed.

  The verification ECU 10 supplies the dark current converter 70 with power to the first device 40 by setting the output voltage command value VL * of the dark current converter 70 to a value lower than the terminal voltage VSr of the second storage battery 55. Stop. In this case, the deterioration of the second storage battery 55 due to overdischarge can be suppressed. Further, since the power supply between the dark current converter 70 and the second storage battery 55 can be switched without requiring a component such as a relay for switching electrical connection, the physique of the control system 100 is enlarged. Can be suppressed.

  The verification ECU 10 supplies the dark current converter 70 with power to the first device 40 when the main DDC 20 supplies power to the first device 40 after predicting the transition to the operating state of the first device 40. Stop. In this case, it is possible to prevent power from being supplied from the first storage battery 50 to the same device via the main DDC 20 and the dark current converter 70, and to suppress a decrease in the remaining capacity of the first storage battery 50.

(Third embodiment)
In the third embodiment, the description will be focused on a configuration different from that of the second embodiment.

  FIG. 7 is a configuration diagram of a control system 100 according to the third embodiment. The control system 100 according to the third embodiment includes a backflow prevention unit 80 that prevents current flowing in the low-voltage line LL from flowing from the main DDC 20 toward the dark current converter 70.

  In step S15 of FIG. 6, after the power supply from the main DDC 20 to the first device 40 is started, the operation of the dark current converter 70 is stopped in step S41. Here, when the output voltage of the main DDC 20 is higher than the output voltage of the dark current converter 70, current may flow from the main DDC 20 to the dark current converter 70 through the auxiliary line LB. Therefore, in this 3rd Embodiment, the backflow prevention part 80 is provided in the auxiliary line LB.

  In the present embodiment, a diode is used as the backflow prevention unit 80. Specifically, in the auxiliary line LB, the anode of the diode is connected to the second output terminal Tout2 of the dark current converter 70, and the cathode is connected to the low voltage line LL. Therefore, even when the output voltage of the main DDC 20 is higher than the output voltage of the dark current converter 70, the backflow prevention unit 80 prevents current from flowing from the low voltage line LL to the auxiliary line LB.

  According to this embodiment described above, the following effects are obtained.

  Even when the power supply to the first device 40 is stopped after the main DDC 20 is supplied with power to the first device 40, the current is supplied from the main DDC 20 to the dark current converter 70 through the auxiliary line LB. Can be prevented from flowing. As a result, the deterioration of the dark current converter 70 can be suppressed by the current.

(Fourth embodiment)
In the fourth embodiment, a description will be given focusing on a configuration different from the third embodiment.

  FIG. 8 is a configuration diagram of a control system 100 according to the fourth embodiment. The control system 100 according to the fourth embodiment includes a solar power generation device 90 that supplies power to the first device 40. Therefore, in the fourth embodiment, the second storage battery 55 and the solar power generation device 90 correspond to the sub power storage device.

  The solar power generation device 90 includes a solar panel 91 that converts sunlight into electrical energy, and a panel DC / DC converter 92 that transforms the output of the solar panel 91. The panel DC / DC converter 92 transforms the output voltage from the solar panel 91 to an output voltage (for example, 12 V) according to the driving of the first device 40.

  The third output terminal Tout3 of the panel DC / DC converter 92 is connected to the low voltage line LL. Therefore, the output voltage transformed by the panel DC / DC converter 92 is applied to the low voltage line LL. As a result, power is supplied to the first device 40 by the solar power generation device 90.

  According to this embodiment described above, the following effects are obtained.

  Since the solar power generation device 90 is an electric power supply means that does not require the storage capacity of the first storage battery 50, the first storage battery 50 and the second storage device 50 can be used in an environment where the solar power generation device 90 can operate (for example, daytime in fine weather). Consumption of the storage battery 55 can be suppressed. Therefore, improvement in vehicle fuel consumption and deterioration of the storage batteries 50 and 55 can be suppressed.

(Fifth embodiment)
In the fifth embodiment, a description will be given focusing on a configuration different from the first embodiment.

  FIG. 9 is a configuration diagram of a control system 100 according to the fifth embodiment. The control system 100 according to the fifth embodiment includes a housing 95 that houses the first storage battery 50, the main DDC 20, and the relays SMR1 and SMR2.

  In the above configuration, when the vehicle is ReadyOFF, the relays SMR1 and SMR2 are in an open state, and the power from the first storage battery 50 is not supplied to the second device 51. Therefore, even if a mechanic, a user, or the like touches the second device 51 outside the housing 95, an electric shock can be prevented.

(Other embodiments)
In steps S15 and S18 of FIGS. 3 and 6, the verification ECU 10 may directly send a request indicating power supply and power supply stop to the main DDC 20. In this case, for example, in ReadyOFF, even when the HV-ECU 11 is in the sleep mode, the power supply from the main DDC 20 to the first device 40 and the power supply stop are stopped without starting the HV-ECU 11. Can be implemented.

  The main ECU 22 of the main DDC 20 may execute the processing shown in FIGS. 3 and 6 instead of the verification ECU 10. Even in this case, the main control unit 22 acquires necessary information from each of the ECUs 10 to 13 through the in-vehicle NIF 14.

  The control system 100 may be mounted on a device other than the vehicle.

  As the power storage device, a capacitor may be used instead of the storage battery.

  Instead of making the storage capacity of the second storage battery 55 smaller than the storage capacity of the first storage battery 50, the second storage battery 55 and the first storage battery 50 may have the same storage capacity.

  The switching unit provided in the high voltage lines HL1 and HL2 is not limited to a relay.

  The provision of the relays SMR1 and SMR2 in the high-voltage lines HL1 and HL2 connecting the first storage battery 50 and the second device 51 is merely an example. Good. Specifically, the processing shown in FIGS. 3 and 6 may be performed in a state where the vehicle is not traveling. In this case, in FIG. 3 and FIG. 6, the verification ECU 10 does not need to perform the process of step S <b> 11 for determining ReadyOFF in which the relays SMR <b> 1 and 2 are opened.

  The element used for the backflow prevention unit 80 only needs to have characteristics in the direction in which current flows. Therefore, instead of the diode, an element such as a thyristor, GTO, or IGBT may be used.

  In the first embodiment, a mobile terminal such as a mobile phone may be used instead of the electronic key 65. In this case, in steps S13 and S16 in FIGS. 3 and 6, the proximity state is detected based on the transmission wave transmitted from the portable terminal. Moreover, when it is set as the structure which can switch the unlocking state and locking state of a vehicle door with the signal from a portable terminal, in step S14, S17, according to the signal from a portable terminal, a vehicle door is in an unlocked state or a locking state. It detects that it became.

  In the first embodiment, the storage capacity of the second storage value 55 may be larger than the storage capacity of the first storage battery 50.

  DESCRIPTION OF SYMBOLS 10 ... Verification ECU, 20 ... Main DC / DC converter, 40 ... 1st apparatus, 50 ... 1st storage battery, 55 ... 2nd storage battery, 100 ... Control system.

Claims (13)

A main power storage device (50), a main power conversion device (20) for stepping down the output voltage of the main power storage device and supplying it to the device (40), and the main power conversion device and the device are electrically connected; Sub power storage device (55) for supplying power to the device, and a power supply system (100) comprising:
An operation prediction unit (S13, S14) for predicting that the device shifts from the operation stop state to the operation state;
When the device is not predicted to shift from the operation stop state to the operation state, the main power conversion device is set to the operation stop state, and when the device is predicted to shift from the operation stop state to the operation state, And a supply control unit (S15) for operating the main power conversion device to supply power to the equipment. The device is a first device,
The power supply system includes a second device (51) electrically connected to the main power storage device and having a higher load than the first device,
When the supply control unit is not supplied with power from the main power storage device to the second device and the first device is not predicted to shift from the operation stop state to the operation state, the main power conversion device The control device according to claim 1, wherein the operation is stopped. A sub-power converter (70) for stepping down the output voltage of the main power storage device and supplying it to the device;
The control device according to claim 1, wherein the supply control unit causes power to be supplied from the sub power converter to the device when the device is not predicted to shift from the operation stop state to the operation state. .   The control according to claim 3, wherein the power conversion efficiency of the sub power conversion device is higher than the power conversion efficiency of the main power conversion device in a load current range corresponding to a dark current flowing through the device. apparatus. A main acquisition unit (S31) for acquiring the remaining capacity of the main power storage device;
The supply control unit sets the output voltage command value of the sub power conversion device to a value lower than the output voltage of the sub power storage device when the remaining capacity of the main power storage device falls below a main threshold. The control device according to claim 3, wherein power supply from the sub power conversion device to the device is stopped. A sub-acquisition unit (S32) that acquires the remaining capacity of the sub power storage device;
The supply control unit sets the output voltage command value of the sub power conversion device to a value higher than the output voltage of the sub power storage device when the remaining capacity of the sub power storage device falls below a sub threshold. The control device according to claim 3, wherein power supply from the sub power storage device to the device is stopped.   The supply control unit supplies power from the sub power converter to the device when power is supplied from the main power converter to the device after the device is predicted to shift to an operating state. The control device according to any one of claims 3 to 6, wherein the control is stopped. The power supply system is mounted on a vehicle including a receiving device (60) that receives a transmission wave transmitted from a portable device (65) carried by a user,
When the motion prediction unit detects a state in which the distance between the portable device and the vehicle is equal to or less than a predetermined distance based on the transmission wave received by the reception device, the device shifts to the operation state. The control device according to any one of claims 1 to 7, which predicts to perform. When the operation prediction unit detects a state in which the distance between the portable device and the vehicle is greater than the predetermined distance based on a reception state of the transmission wave in the reception device, the device is moved from the operation state. Predicting the transition to the operation stop state,
The control device according to claim 8, wherein the supply control unit stops power supply from the main power conversion device to the device when the device is predicted to shift to an operation stop state. The power supply system is mounted on a vehicle including a locking device (61) that switches between an unlocked state and a locked state of a vehicle door,
The control device according to any one of claims 1 to 9, wherein the operation predicting unit predicts transition of the device to the operation state when the unlocked state is detected. The operation prediction unit predicts that the device shifts from an operation state to an operation stop state when the vehicle door is switched from the unlocked state to the locked state,
The control device according to claim 10, wherein the supply control unit stops power supply from the main power conversion device to the device when the device is predicted to shift to an operation stop state. The control device according to any one of claims 1 to 11,
The power supply system,
The device is a first device,
The power supply system includes:
Main power supply lines (HL1 to HL4);
A second device electrically connected to the main power storage device through the main power supply line and having a higher load than the first device;
A switching unit (SMR1, SMR2) that is provided in the main power supply line and switches electrical connection between the main power storage device and the second device;
The said main power converter device is a control system connected to the said main electrical storage apparatus side rather than the said switch part among the said main power supply lines. A sub-power converter (70) that steps down the output voltage of the main power storage device and supplies it to the device;
A sub power supply line (LL) for electrically connecting the main power converter and the sub power storage device;
An auxiliary line (LB) for electrically connecting the sub power converter and the sub power supply line;
With
The supply control unit supplies power from the sub power converter to the device when power is supplied from the main power converter to the device after the device is predicted to shift to an operating state. Stop
The control system according to claim 12, further comprising a backflow prevention unit (80) provided in the auxiliary line and preventing current flow from the main power converter to the sub power converter.

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