JP2017039389A - Vehicular power supply control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular power supply control device capable of avoiding exhaustion of a battery and charging the battery.SOLUTION: A vehicular power supply control device comprises an IG relay 22 and an ACC relay 24 which connect an auxiliary battery 20 mounted on a vehicle 100 to an IG system electric load 21 and an ACC system electric load 23 or cut off the connection. The vehicular power supply control device comprises an ECU 10 which controls the IG relay and the ACC relay to cut off the connection of the auxiliary battery to the G system electric load and the ACC system electric load, in a preliminary preparation state before the vehicle shifts to a preparation state of being able to output driving force of an engine 101 and in a case that a voltage value of the auxiliary battery is below a first threshold, upon passage of a first limit time from when the auxiliary battery is connected to the IG system electric load and the ACC system electric load.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle power supply control device that avoids battery exhaustion.

  A vehicle is equipped with a battery to supply electric power to an electric load such as an air conditioner. The battery can be charged by driving a charger such as an alternator.

  For example, in a vehicle equipped with an internal combustion engine, if the power supply to an electric load such as an air conditioner is maintained while the engine is stopped, the remaining charge of the battery decreases, so-called battery rise. It may happen. For this reason, Patent Document 1 proposes to cut off the power supply by disconnecting the battery when the remaining charge level required to start the engine is reduced.

JP 2005-247169 A

  However, in the power supply control device for a vehicle as described in Patent Document 1, the battery is disconnected even if the engine is started even though there is a remaining charge enough to start the engine. It will be.

  Also, if there is enough charge remaining to start the engine, maintaining the state where power can be supplied to the electrical load may cause the battery to rise completely, which is inappropriate. Treatment.

  Here, in the following, the fact that the remaining amount of charge of the battery completely disappears so that the engine cannot be started is referred to as “battery rise”, and that the remaining amount of charge of the battery becomes small enough that the engine can be started only once. It's called out of charge.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle power supply control apparatus that can charge a battery while avoiding battery exhaustion.

  One aspect of the invention of a vehicle power supply control device that solves the above problems is a vehicle power supply control device that includes a relay that connects or disconnects a battery mounted on a vehicle and an electrical load. If the vehicle is in a pre-preparation state before transitioning to a preparation state in which the driving force of the drive source can be output, and the voltage value of the battery is less than a first threshold value, the battery and the electrical load are connected. And a control unit that controls the relay so as to cut off the connection between the battery and the electric load when a first time limit has elapsed since then.

  Thus, according to one aspect of the present invention, it is possible to provide a vehicular power supply control device that can take a measure of charging a battery while avoiding battery exhaustion.

FIG. 1 is a diagram showing a vehicular power supply control device according to a first embodiment of the present invention, and is a block diagram showing a schematic overall configuration thereof. FIG. 2 is a flowchart for explaining a control process for controlling connection between the auxiliary battery and the IG electric load or the ACC electric load. FIG. 3 is a diagram showing a vehicle power supply control device according to the second embodiment of the present invention, and is a flowchart for explaining a control process for controlling connection between an auxiliary battery and an IG electric load or an ACC electric load. It is. FIG. 4 is a diagram showing a vehicle power supply control device according to a third embodiment of the present invention, and shows a map referred to when controlling connection between an auxiliary battery and an IG electric load or an ACC electric load. It is a graph to show. FIG. 5 is a flowchart for explaining a control process for controlling connection between the auxiliary battery and the IG electric load or the ACC electric load.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
(First embodiment)
FIG. 1 and FIG. 2 are views showing a vehicle power supply control device according to the first embodiment of the present invention.

  In FIG. 1, a vehicle 100 is equipped with an internal combustion engine type engine 101 as a driving source for traveling. In the vehicle 100, an ECU (Electronic Control Unit) 10 performs overall control of the entire vehicle including the engine 101 and the like based on various parameters according to a control program stored in advance. The ECU 10 is connected to a display panel 102 for displaying and notifying various information related to the vehicle 100.

  For example, the ECU 10 operates the alternator 25 mounted as a charger on the basis of the driving force (driving energy) of the engine 101 or the rotational force (regenerative energy) of a drive shaft (not shown) during deceleration, and serves as a power source for the vehicle 100. The auxiliary battery 20 mounted is charged.

  In the vehicle 100, an ignition (IG) electric load 21 including a starter for starting the engine 101 is connected to the auxiliary battery 20 via the IG relay 22. Further, in the vehicle 100, an accessory (ACC) electric load 23 including an air conditioner for air conditioning the vehicle interior is connected to the auxiliary battery 20 via the ACC relay 24.

  The ECU 10 applies an electric power received from the auxiliary battery 20 to the IG relay 22 to be driven, and an ACC relay driving part 12 applies the electric power received from the auxiliary battery 20 to the ACC relay 24 to drive the IG relay 22. , Is connected. The ECU 10 drives the IG relay driving unit 11 and the ACC relay driving unit 12 so as to control conduction connection and conduction interruption between the auxiliary battery 20 and the electric loads 21 and 23 by the IG relay 22 and the ACC relay 24. It has become.

  The vehicle 100 is configured to perform an IG ON operation or an ACC ON operation with an ignition key (not shown). The ECU 10 detects the IG on operation or the ACC on operation to turn on the IG relay 22 or the ACC relay 24, and detects the IG off operation or the ACC off operation to detect the IG relay 22 or the ACC. The relay 24 is turned off (conduction interruption).

  At this time, the ECU 10 controls the operation of the IG electric load 21 and the ACC electric load 23 according to these on and off operations, and executes drive control and stop control of the engine 101 and the like.

  In addition, the ECU 10 is connected to a rotation detection unit 13 that detects the rotation speed of the output shaft of the engine 101 and a voltage detection unit 15 that detects a voltage between the connection terminals 20a and 20b of the auxiliary battery 20.

  And ECU10 functions as a control part which performs various control processing according to a control program stored beforehand.

  For example, the ECU 10 functions as an IG state detection unit that detects the connection state of the IG relay 22 from the drive of the IG relay drive unit 11. The ECU 10 functions as an ACC state detection unit that detects the connection state of the ACC relay 24 from the drive of the ACC relay drive unit 12. Further, the ECU 10 functions as a ready state detection unit that detects whether the engine 101 is started and ready for output from the detection information of the rotation detection unit 13, or a ready state that has not yet been rotated. Further, the ECU 10 functions as an SOC detection unit that detects the remaining charge (SOC) in the auxiliary battery 20 from the voltage between the connection terminals 20a and 20b detected by the voltage detection unit 15.

  The ECU 10 detects the connection of the IG relay 22 by the IG relay driving unit 11 or detects the connection of the ACC relay 24 by the ACC relay driving unit 12 (it may be an IG ON operation or an ACC ON operation detected by an ignition key). The timer function 19 provided is started to start counting. The ECU 10 has a counter threshold value (a second limit threshold value T2 to be described later) in which a state in which the charging process to the auxiliary battery 20 is not possible because the vehicle 100 is stopped and the engine 101 is not operating. ), The IG relay 22 and the ACC relay 24 are turned off. Thereby, the ECU 10 prevents the charging power of the auxiliary battery 20 from being wasted.

  When the ECU 10 detects from the detection information of the rotation detector 13 that the engine 101 is in a ready state (preparation state), the voltage value of the auxiliary battery 20 detected by the voltage detector 15 is detected. In response to this, the alternator 25 is driven to execute a control process for charging the auxiliary battery 20. When the ECU 10 detects from the detection information of the rotation detection unit 13 that the engine 101 is in a pre-preparation state before the operation, the ECU 10 permits or prohibits the on / off of the IG relay 22 and the ACC relay 24. Is supposed to run.

  Specifically, when the ECU 10 detects the connection (ON) of the IG relay 22 or the ACC relay 24, the ECU 10 activates the timer function 19 to measure the elapsed time from the connection of the IG relay 22 or the ACC relay 24 (count). To do. When the ECU 101 is in a pre-preparation state before the ready state of the engine 101 and the voltage value of the auxiliary battery 20 is less than a preset first threshold value V1, the count by the timer function 19 is preset. When the first time limit T1 is exceeded, the IG relay 22 and the ACC relay 24 are switched to an off (conduction interruption) state. Here, as the first threshold value V1, for example, a voltage value corresponding to a remaining charge amount sufficient to start the engine 101 only once by the starter is set. Further, as the first time limit T1, a time of about 3 to 5 seconds sufficient to start the engine 101 by the IG on operation of the ignition key is set.

  At this time, when the voltage value of the auxiliary battery 20 is equal to or higher than the first threshold value V1, the ECU 10 counts the second limit that is set in advance by the timer function 19 longer than the first limit time T1. When the time T2 is exceeded, the IG relay 22 and the ACC relay 24 are switched off. Here, the second time limit T2 is set, for example, for the purpose of preventing the charging power of the auxiliary battery 20 from being wasted in a situation where no occupant is present.

  Further, when the voltage value of the auxiliary battery 20 is lower than the first threshold value V1 and less than the preset second threshold value V2, the ECU 10 immediately turns off the IG relay 22 and the ACC relay 24 ( It is designed to switch to the (conduction interruption) state. Here, as the second threshold value V <b> 2, for example, a voltage value corresponding to a remaining charge sufficient for a restoration operation for recharging the auxiliary battery 20 is set.

  And ECU10 performs the switching control process of the IG relay 22 or the ACC relay 24 by performing the control process shown in the flowchart of FIG. 2 according to a control program.

  As shown in FIG. 2, the ECU 10 first repeatedly checks whether or not the IG relay 22 or the ACC relay 24 is connected (step S1), and activates the timer function 19 when it is confirmed that it is in a connected state. Then, counting of the elapsed time from the connection of the IG relay 22 and the ACC relay 24 is started (step S2).

  Next, the ECU 10 confirms whether or not the engine 101 is in a ready state (preparation state) in which the engine 101 is running and can be charged (step S3). Exit.

  In step S3, the ECU 10 detects the voltage value between the connection terminals 20a and 20b of the auxiliary battery 20 when confirming that the engine 101 is not in a ready state and is in a preparatory state where charging is not possible (step S4). ), It is confirmed whether the voltage value of the auxiliary battery 20 is less than the first threshold value V1 (step S5).

  In step S5, when the ECU 10 confirms that the voltage value of the auxiliary battery 20 is equal to or greater than (not less than) the first threshold value V1, has the count by the timer function 19 exceeded the second time limit T2? If it is not confirmed (step S6) and it cannot be confirmed that the count time (standby time) exceeds the second time limit T2, the process returns to step S4 and the same processing is repeated.

  In step S6, when the ECU 10 confirms that the voltage value of the auxiliary battery 20 is equal to or higher than the first threshold value V1 and the remaining charging time has exceeded the second time limit T2, the step 10 is performed. Then, the IG relay drive unit 11 and the ACC relay drive unit 12 turn off the IG relay 22 and the ACC relay 24, and this control process is terminated.

  Thereby, for example, the operating state of the IG electric load 21 and the ACC electric load 23 is maintained and the charging power of the auxiliary battery 20 is wasted in spite of the absence of a passenger. Can be prevented.

  In step S5, when the ECU 10 confirms that the voltage value of the auxiliary battery 20 is less than the first threshold value V1, the voltage value of the auxiliary battery 20 continues to be less than the second threshold value V2. (Step S7).

  In step S7, when the ECU 10 confirms that the voltage value of the auxiliary battery 20 is less than the second threshold value V2, the ECU 10 immediately proceeds to step S9, where the IG relay driving unit 11 and the ACC relay driving unit 12 are operated. Thus, the IG relay 22 and the ACC relay 24 are turned off, and this control process ends.

  As a result, when the remaining charge amount of the auxiliary battery 20 is not sufficient to perform one IG ON operation for starting the engine 101, the IG relay 22 and the ACC relay 24 are immediately turned off, and the auxiliary machine is turned off. It is possible to prevent the battery 20 from being completely discharged.

  In step S7, when the ECU 10 confirms that the voltage value of the auxiliary battery 20 is equal to or greater than (not less than) the second threshold value V2, the count by the timer function 19 sets the first time limit T1. It is confirmed whether or not it has been exceeded (step S8), and if it cannot be confirmed that the count time has exceeded the first time limit T1, the process returns to step S4 and the same processing is repeated.

  In step S8, when the ECU 10 confirms that the voltage value of the auxiliary battery 20 is greater than or equal to the second threshold value V2 and the count time exceeds the first time limit T1, the ECU 10 proceeds to step S9, and the IG relay The IG relay 22 and the ACC relay 24 are turned off by the drive unit 11 and the ACC relay drive unit 12, and this control process is terminated.

  As a result, when the remaining charge amount of the auxiliary battery 20 is sufficient to perform one IG ON operation for starting the engine 101, the ignition is immediately turned off without turning off the IG relay 22 or the ACC relay 24. After waiting for the key operation time, the IG relay 22 and the ACC relay 24 can be turned off.

  Therefore, even when the voltage value of the auxiliary battery 20 is smaller than the first threshold value V1 and the remaining amount of charge is small, the auxiliary battery is started by immediately starting the engine 101 after turning on the IG relay 22 or the ACC relay 24. 20 charging can be started. Further, it is possible to prevent the auxiliary battery 20 from being left in a state where the IG relay 22 and the ACC relay 24 are turned on and being completely discharged.

  As described above, when the IG relay 22 or the ACC relay 24 is connected to the ECU 10 of the present embodiment and the engine 101 is not in a ready state (preparation state), the voltage value of the auxiliary battery 20 is the first value. If it is less than the threshold value V1, the IG relay 22 and the ACC relay 24 are turned off after waiting for the IG ON operation until the first time limit T1 is exceeded. Thereby, before the auxiliary battery 20 is completely discharged, an operation of starting the engine 101 can be permitted, and the auxiliary battery 20 can be charged by driving the engine 101.

  Further, when the voltage value of the auxiliary battery 20 is equal to or higher than the first threshold value V1, the IG relay 22 and the ACC relay 24 are turned on when the second time limit T2 longer than the first time limit T1 is exceeded. Turn off. Thereby, it is possible to prevent the charging power of the auxiliary battery 20 from being wasted.

  Further, when the voltage value of the auxiliary battery 20 is less than the second threshold value V2 lower than the first threshold value V1, the IG relay 22 and the ACC relay 24 are immediately turned off. As a result, the auxiliary battery 20 can be prevented from being completely discharged, and operations such as recharging can be performed.

  Therefore, the auxiliary battery 20 can avoid the battery from running out with the IG relay 22 or the ACC relay 24 turned on, and the remaining charge level that allows a minimum operation such as a single IG on operation. If there is, the engine 101 can be started and charged.

(Second Embodiment)
Next, FIG. 3 is a diagram showing a vehicle power supply control device according to the second embodiment of the present invention. Since the present embodiment is configured in substantially the same manner as the above-described embodiment, the same reference numerals are given to the same configuration, and the features are explained using the drawings (other embodiments described below are also described). The same).

  In FIG. 1, when the voltage value of the auxiliary battery 20 is less than the first threshold value V1 and greater than or equal to the second threshold value V2, the ECU 10 has a first lamp (notification unit) 102a that consumes very little power in the display panel 102. Is lit (may be a message display). The lighting of the first dump 102a informs that the connection between the IG relay 22 and the ACC relay 24 is cut off after waiting for a time to immediately perform the IG ON operation only once for charging the auxiliary battery 20. Means.

  The ECU 10 turns off the IG relay 22 and the ACC relay 24 when the count by the timer function 19 exceeds the first time limit T1 and when the voltage value of the auxiliary battery 20 is less than the second threshold value V2. The first lamp 102a is not turned on by switching to the (conduction interruption) state. At this time, the display panel 102 is provided with a third lamp for notifying that the IG electric load 21 and the ACC electric load 23 are turned off because the auxiliary battery 20 is out of charge (before the battery runs out). The ECU 10 may perform lighting control.

  In addition, when the voltage value of the auxiliary battery 20 is equal to or higher than the first threshold value V1, the ECU 10 turns on the second lamp (notification unit) 102b with extremely small power consumption in the display panel 102 (may display a message). It is like that. The second lamp 102b is lit because the remaining charge of the auxiliary battery 20 is sufficient but consumed, so that the IG relay 22 and the ACC relay 24 wait after a certain time (second time limit T2). It means notifying that the connection is to be cut off.

  When the count by the timer function 19 exceeds the second time limit T2, the ECU 10 switches the IG relay 22 and the ACC relay 24 to the off (conduction interruption) state, and the second lamp 102b does not light up. . At this time, the display panel 102 is provided with a fourth lamp for notifying that the IG electric load 21 and the ACC electric load 23 are turned off in order to prevent the charging power of the auxiliary battery 20 from being wasted. It may be provided to cause the ECU 10 to perform lighting control.

  Then, as shown in the flowchart of FIG. 3, when the ECU 10 first confirms the connection state of the IG relay 22 or the ACC relay 24 (step S1), the timer function 19 starts counting the elapsed time from the connection. (Step S2).

  Next, the ECU 10 detects a voltage value between the connection terminals 20a and 20b of the auxiliary battery 20 (step S3) when confirming a pre-preparation state in which the engine 101 is stopped and cannot travel (cannot be charged) (step S3). S4), it is confirmed whether the voltage value of the auxiliary battery 20 is less than the first threshold value V1 (step S5).

  In step S5, when the ECU 10 confirms that the voltage value of the auxiliary battery 20 is equal to or greater than (not less than) the first threshold value V1, the second lamp 102b in the display panel 102 is turned on (step S5A). ).

  As a result, the ECU 10 can notify the occupant that the IG electric load 21 and the ACC electric load 23 are in operation by consuming the charging power of the auxiliary battery 20, and turning off the IG and ACC as appropriate. The operation can be prompted.

  Thereafter, the ECU 10 confirms that the count time by the timer function 19 exceeds the second time limit T2 while the voltage value of the auxiliary battery 20 is equal to or higher than the first threshold value V1 and the remaining charge amount is sufficient. (Step S6), the process proceeds to Step S9, the IG relay 22 and the ACC relay 24 are turned off, and this control process is terminated.

  In step S5, after confirming that the voltage value of the auxiliary battery 20 is less than the first threshold value V1, the ECU 10 further determines that the voltage value of the auxiliary battery 20 is less than the second threshold value V2. Is confirmed (step S7), the process immediately proceeds to step S9, the IG relay 22 and the ACC relay 24 are turned off, and this control process is terminated.

  Further, in step S5, the ECU 10 confirms that the voltage value of the auxiliary battery 20 is less than the first threshold value V1, and then the voltage value of the auxiliary battery 20 is equal to or higher than the second threshold value V2 (less than). (Step S7), the first lamp 102a in the display panel 102 is turned on (Step S7A).

  As a result, the ECU 10 informs that the remaining amount of charge of the auxiliary battery 20 is consumed so that it has to be charged immediately, and that there is only time to immediately execute one IG ON operation for starting the engine 101. It is possible to promptly perform an IG-on operation for starting the engine 101.

  Thereafter, the ECU 10 confirms that the count value by the timer function 19 has exceeded the first time limit T1 while the voltage value of the auxiliary battery 20 remains below the first threshold value and above the second threshold value V2. (Step S8), the process proceeds to Step S9, the IG relay 22 and the ACC relay 24 are turned off, and this control process is terminated.

  Therefore, it is possible to notify the occupant whether or not the auxiliary battery 20 needs to be charged, and to prompt the user to perform a necessary operation, so that the auxiliary battery 20 is more surely inadvertently put into a battery-extended state. Can be avoided.

  As described above, the ECU 10 of the present embodiment can more reliably prevent the auxiliary battery 20 from running out of the battery while the IG relay 22 and the ACC relay 24 are turned on in addition to the operational effects of the above-described embodiment. This can be avoided, and can be charged by prompting the engine 101 to start as appropriate.

(Third embodiment)
Next, FIG. 4 and FIG. 5 are diagrams showing a vehicle power supply control device according to a third embodiment of the present invention.

  In FIG. 1, when the engine 101 is in the pre-preparation state before the ready state, the ECU 10 waits with the IG relay 22 and the ACC relay 24 turned on according to the voltage value of the auxiliary battery 20. Time T3 is determined.

  As shown in the map (graph) in FIG. 4, when the voltage value of the auxiliary battery 20 is equal to or higher than the first threshold value V1, the ECU 10 has a third waiting time that increases according to the voltage value. A time limit T3 is set. Further, when the voltage value of the auxiliary battery 20 is not more than the first threshold value V1 and not less than the second threshold value V2, the ECU 10 sets the first limit time T1 as the third limit time T3 of the standby time. . Furthermore, when the voltage value of the auxiliary battery 20 is less than the second threshold value V2, the ECU 10 sets no standby time (T3 = 0) as the third time limit T3.

  In addition, the ECU 10 lights the second lamp 102b in the display panel 102 during the standby time of the third time limit T3 when the voltage value of the auxiliary battery 20 is equal to or greater than the first threshold value V1. The ECU 10 detects the first lamp in the display panel 102 during the standby time of the third time limit T3 when the voltage value of the auxiliary battery 20 is not more than the first threshold value V1 and not less than the second threshold value V2. 102a is turned on.

  Then, as shown in the flowchart of FIG. 5, when the ECU 10 first confirms the connection state of the IG relay 22 or the ACC relay 24 (step S1), the timer function 19 starts counting the elapsed time from the connection. (Step S2).

  Next, the ECU 10 detects the voltage value between the connection terminals 20a and 20b of the auxiliary battery 20 when confirming the pre-preparation state in which the engine 101 is stopped and the vehicle cannot travel (cannot be charged) (step S3) (step S3). S4).

  After that, the ECU 10 sets a third time limit T3 corresponding to the voltage value of the auxiliary battery 20 with reference to the map of FIG. 4 (step S11), and displays according to the third time limit T3. A control process for turning on or off the first lamp 102a or the second lamp 102b in the panel 102 is executed (step S12).

  As a result, the ECU 10 indicates that the auxiliary battery 20 has only a sufficient remaining charge amount to immediately execute one IG ON operation for starting the engine 101 by the lighting of the first lamp 102a, or the lighting of the second lamp 102b. Thus, the passenger can be notified that the remaining charge of the auxiliary battery 20 is being consumed.

  Thereafter, when the ECU 10 confirms that the count time by the timer function 19 has exceeded the third time limit T3 (step S13), the ECU 10 proceeds to step S14 as in step S9 and proceeds to the IG relay 22 and the ACC relay. 24 is turned off and the control process is terminated.

  Therefore, the standby time (third time limit T3) according to the remaining charge of the auxiliary battery 20 can be set, and the IG or ACC is turned off before the standby time elapses, or before the charge is exhausted. It is possible to prompt the user to turn on the IG and to avoid the auxiliary battery 20 being out of charge.

  As described above, the ECU 10 according to the present embodiment can wait for a necessary operation with a length corresponding to the remaining charge amount of the auxiliary battery 20 in addition to the operational effects of the above-described embodiment. The control process for notifying the passenger of the necessity of charging and prompting the necessary operation can be realized by a simple step process.

  Here, in the above-described embodiment, as a case where the auxiliary battery 20 is charged by driving the mounted engine 101, whether the engine 101 is in a ready state (preparation state) in operation or in a preparation state in which it is stopped. The control process according to the above will be described as an example, but the present invention is not limited to this. For example, in the case where the mounted high voltage battery is connected to the auxiliary battery via the high voltage relay and can be charged without depending on the driving of the engine 101, such as an electric vehicle or a hybrid vehicle, The connection state of the voltage relay becomes a ready state (preparation state) in which traveling is possible, and the non-connection state of the high voltage relay becomes a preparation state in which traveling is impossible. Even in such a form, the same effect can be obtained by applying the control processing described above.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

10 ECU (control unit)
11 IG relay drive part (IG state detection part)
12 ACC relay drive unit (ACC state detection unit)
13 Rotation detector (ready state detector)
DESCRIPTION OF SYMBOLS 15 Voltage detection part 19 Timer function 20 Auxiliary battery 20a, 20b Connection terminal 21 IG system electric load 22 IG relay 23 ACC system electric load 24 ACC relay 25 Alternator 100 Vehicle 101 Engine 102 Display panel 102a First lamp (notification part)
102b Second lamp (notification unit)

Claims (4)

A vehicle power supply control device including a relay for connecting or disconnecting a battery mounted on a vehicle and an electric load,
When the vehicle is in a pre-preparation state before shifting to a preparation state in which the driving force of the drive source can be output, and the voltage value of the battery is less than a first threshold, the battery and the electric load are connected. When the 1st time limit passes, the vehicle power supply control apparatus provided with the control part which controls the said relay so that the connection of the said battery and the said electric load may be interrupted | blocked.   The controller, when the preparatory state and the voltage value of the battery are greater than or equal to the first threshold value, are connected to the battery and the electrical load, and are longer than the first time limit. 2. The vehicle power supply control device according to claim 1, wherein when the time limit of 2 elapses, the relay is controlled to disconnect the connection between the battery and the electric load.   The control unit is configured to disconnect the connection between the battery and the electric load when the preparatory state and the voltage value of the battery are less than a second threshold value that is smaller than the first threshold value. The vehicle power supply control device according to claim 1, wherein the vehicle power supply control device is controlled.   The vehicular power supply control device according to any one of claims 1 to 3, further comprising: a notification unit configured to notify an occupant of the vehicle of information related to disconnection of the connection between the battery and the electric load.

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