JP5494320B2 - Vehicle power supply - Google Patents

Description

  The present invention includes a plurality of capacitors charged by an on-vehicle generator or battery, and connecting means for connecting the capacitors in series or in parallel, and supplies the vehicle load group with the on-vehicle generator, battery, or capacitor. The present invention relates to a power supply device for a vehicle that is preferably used for an idle stop vehicle that stops an engine during idling.

  In recent years, in order to improve fuel consumption and from environmental considerations, vehicles that perform idle stop that stops idling when the vehicle is stopped are increasing. In such a vehicle, since the engine is started more frequently than in the conventional vehicle, the power source of the starter for starting the engine is important. When starting the engine, since the starter consumes a large current, the voltage of the vehicle power supply device may temporarily decrease. When the voltage temporarily decreases, there is a possibility that the operation of an electric load such as a navigation device and an ECU (Electronic Control Unit) receiving power supply from the same power supply device becomes unstable.

For this reason, it is considered that a backup battery or an electric double layer capacitor or the like is connected in parallel to the battery (main power source) as an auxiliary power source to suppress a voltage drop during starter driving by discharging from the auxiliary power source.
Recently, electric power steering devices and electric stabilizers are becoming widespread, but these use motors that consume a large amount of power. In order to reduce the motor current and reduce the size, the battery voltage is reduced. The power is boosted. Therefore, a booster voltage backup battery or electric double layer capacitor may be required in addition to the booster circuit.

FIG. 5 is a block diagram showing a schematic configuration example of a conventional vehicle power supply device.
In this vehicle power supply device, an alternator (on-vehicle generator, AC generator) 1 generates power in conjunction with the engine 18. The generated electric power is converted into direct current in the alternator 1 and given to a battery (lead storage battery) 3 having a rating of 12V. The starter 2 of the engine 18 is directly connected to the battery 3.
A 12V power source from the alternator 1 and the battery 3 is boosted to 36V by a 36 VDC / DC converter 9 and supplied to the electric power steering device 4 and the electric stabilizer 5.

  The 12V power from the alternator 1 and the battery 3 is supplied to the meters 6 and the navigation device 7 through the voltage drop prevention device 51 and to the brake actuator 8 through the electronic control brake ECU 53, respectively. The 12V power from the alternator 1 and the battery 3 is also supplied to other electric loads mounted on the vehicle.

  In the idling stop operation, the voltage drop prevention device 51 has a built-in voltage to prevent malfunctions such as blinking and resetting of the lamps such as the meters 6 and the navigation device 7 when the power supply voltage is lowered by driving the starter. The connection to the battery 52 for preventing the drop is switched. The voltage drop prevention battery 52 is charged when the voltage of the 12V power supply is normal, and compensates for the 12V power supply to the meters 6 and the navigation device 7 when the voltage of the 12V power supply drops.

  The electronically controlled brake ECU 53 supplies power to the brake actuator 8 to the built-in backup capacitor 54 in order to compensate for the braking ability of the vehicle even when it becomes difficult to supply power from the 12V power source to the brake actuator 8 due to a failure. Switch. The brake actuator 8 is supplied with power from a 12V power supply except when it is out of order. The backup capacitor 54 is an electric double layer capacitor and serves as a power source for the brake actuator 8 when a 12V power source fails.

  Patent Document 1 discloses a vehicle power supply device in which a low voltage power supply and a high voltage power supply are respectively connected to the input / output side of a DC / DC converter. The high-voltage power supply has a low-voltage terminal in addition to the high-voltage terminal, and the power supply line from the high-voltage terminal is connected to the low-voltage power supply and the load on the low-voltage power supply side through the DC / DC converter. A power supply line from the terminal is directly connected to a predetermined load on the low voltage power source side without a DC / DC converter. Redundancy necessary for a power supply system for a predetermined load on the low voltage power supply side is provided.

JP 2007-131134 A

The conventional vehicle power supply device described above includes a battery 52 for preventing voltage drop for the meters 6 and the navigation device 7, and a backup capacitor 54 for backup to the brake actuator 8 when the power supply fails. There is a problem that the number of parts, the weight of parts, and the required installation space increase.
The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide a vehicle power supply apparatus that can reduce the number of parts, the weight of parts, and the installation space for an auxiliary power supply device. And

  According to a first aspect of the present invention, there is provided a vehicular power supply apparatus including: a plurality of capacitors charged by an on-vehicle generator or a battery linked to an engine; and a first voltage or a second voltage higher than the first voltage. A connection means for selectively combining connection; a reception means for receiving a signal indicating driving / stopping of the engine; and a voltage detector for detecting an output voltage of the battery, wherein the output voltage of the battery is applied. In the vehicle power supply device configured to supply power to the first load group and the second load group to which a voltage boosted from the output voltage is applied by the on-vehicle generator, battery, or capacitor, The voltage detected by the voltage detector is a predetermined voltage V3 within a period during which the means receives a signal indicating the stop of the engine and a predetermined time after the signal changes to a signal indicating driving. The connection means connects the capacitor to the combination for outputting the first voltage, connects to the first load group, and the reception means receives a signal indicating the drive of the engine. The connecting means is configured to connect the capacitor to a combination for outputting the second voltage and to connect to the second load group except for the predetermined period of time. To do.

In this vehicle power supply device, a plurality of capacitors are charged by an on-vehicle generator or battery linked to the engine, and the connecting means selects the capacitor so that the first voltage or the second voltage higher than the first voltage is output. Connect in combination. The receiving means receives a signal indicating engine driving / stopping, and the voltage detector detects the output voltage of the battery. A first load group to which the output voltage of the battery is applied and a second load group to which a voltage boosted from the output voltage of the battery is applied are fed from an in-vehicle generator, a battery or a capacitor.
When the voltage detected by the voltage detector is lower than the predetermined voltage V3 within a period in which the receiving means receives a signal indicating engine stop and a predetermined time after the signal changes to a signal indicating driving, the connecting means Connects the capacitor to the combination for outputting the first voltage and connects to the first load group. Except for the predetermined time period during which the reception unit receives a signal indicating the driving of the engine, the connection unit connects the capacitor to the combination for outputting the second voltage and connects to the second load group.

  In the vehicular power supply device according to a second aspect of the present invention, the first load group includes an electronically controlled brake, a fault detector for detecting a fault of the in-vehicle generator or battery, and the connection means include the first load group. Switching means for switching and connecting a capacitor connected to a combination for outputting one voltage to the electronic control brake or the first load group excluding the electronic brake, and when the failure detector detects a failure Alternatively, when the voltage detected by the voltage detector is lower than a predetermined voltage V1 (<V3), the switching means is configured to switch and connect the battery to the electronic control brake.

  In this vehicle power supply device, the first load group includes an electronically controlled brake, the failure detector detects a failure of the on-vehicle generator or battery, the switching means, and the connecting means applies the first voltage. The capacitor connected to the combination for output is switched and connected to the electronic control brake or the first load group excluding the electronic brake. When the failure detector detects a failure, or when the voltage detected by the voltage detector is lower than the predetermined voltage V1 (<V3), the switching means is connected to the combination for the connection means to output the first voltage. Switch and connect the battery to the electronic brake.

  In the vehicular power supply device according to a third aspect of the invention, the connecting means connects the capacitor to a combination for outputting the first voltage, connects to the first load group, and then detects the voltage detector. When the obtained voltage becomes higher than a predetermined voltage V4 (> V3), the capacitor is connected to a combination for outputting the second voltage, connected to the second load group, and the first load group The connection is configured to be cut off.

  In this vehicular power supply device, the connecting means connects the capacitor to the combination for outputting the first voltage, and after connecting to the first load group, the voltage detected by the voltage detector is the predetermined voltage V4 (> V3). When it becomes higher, the capacitor is connected to the combination for outputting the second voltage, is connected to the second load group, and is disconnected from the first load group.

  According to a fourth aspect of the present invention, there is provided a vehicular power supply apparatus in which the failure detector does not detect a failure after the switching means switches the capacitor to the electronic control brake, and the voltage detected by the voltage detector is a predetermined voltage. When V2 (V1 <V2 <V3) becomes higher, the connection means cuts off the connection between the capacitors, and the switching means is configured to switch and connect to the first load group. To do.

  In this vehicle power supply device, after the switching means switches and connects the storage battery to the electronic control brake, the failure detector does not detect the failure, and the voltage detected by the voltage detector is from the predetermined voltage V2 (V1 <V2 <V3). When it becomes high, the connection means cuts off the connection between the capacitors, and the switching means switches and connects to the first load group.

  According to the vehicle power supply device of the present invention, it is possible to realize a vehicle power supply device that can reduce the number of components, the component weight, and the installation space for the auxiliary power supply device.

It is a block diagram which shows schematic structure of embodiment of the vehicle power supply device which concerns on this invention. It is a block diagram which shows the internal structural example of a battery controller. It is a flowchart which shows operation | movement of embodiment of the vehicle power supply device which concerns on this invention. It is a timing chart which shows operation | movement of embodiment of the vehicle power supply device which concerns on this invention. It is a block diagram which shows the schematic structural example of the conventional vehicle power supply device.

Hereinafter, the present invention will be described with reference to the drawings illustrating embodiments thereof.
FIG. 1 is a block diagram showing a schematic configuration of an embodiment of a vehicle power supply device according to the present invention.
In this vehicle power supply device, an alternator (on-vehicle generator, AC generator) 1 generates power in conjunction with the engine 18. The generated electric power is converted into direct current in the alternator 1 and given to a battery (lead storage battery) 3 having a rating of 12V. The starter 2 of the engine 18 is directly connected to the battery 3.

A 12V power source from the alternator 1 and the battery 3 is boosted to 36V by a 36 VDC / DC converter 9 and supplied to the electric power steering device 4 and the electric stabilizer 5.
12V power from the alternator 1 and the battery 3 is supplied to the meters 6 and the navigation device 7 through the electronic control brake ECU 12 to the brake actuator 8 and to the battery controller 10 incorporating the sub-battery 11, respectively. The 12V power from the alternator 1 and the battery 3 is also supplied to other electric loads mounted on the vehicle.

  The 12V power supply from the alternator 1 and the battery 3 is supplied to the power supply failure detector 20 (failure detector). The power supply failure detector 20 detects the voltage of the supplied 12V power supply, and the detected voltage is more than a predetermined value. If it is low, it is determined that the 12V power supply has failed. The power supply failure detector 20 outputs a power supply failure signal to the battery controller 10 when determining that the 12V power supply has failed.

FIG. 2 is a block diagram illustrating an internal configuration example of the battery controller 10.
The battery controller 10 includes a battery controller control unit 16, unit batteries 13, 14, 15 (capacitor) constituting the sub-battery 11, and a switching relay 17.
The battery controller control unit 16 is supplied with an idle stop signal indicating driving / stopping of the engine 18 and a power supply failure signal from the power supply failure detector 20, and detects voltage of the 12V power supply from the alternator 1 and the battery 3. A container 19 is incorporated.
The unit batteries 13, 14, and 15 are configured by connecting a plurality of battery cells in series so that the rated output is 12V. The unit batteries 13, 14, and 15 may be configured with, for example, an electric double layer capacitor.

The switching relay 17 (switching means) includes an input terminal, a backup terminal connected to the backup power supply terminal of the electronic control brake ECU 12, and a 12V power supply terminal connected to the 12V power supply of the meters 6 and the navigation device 7. The connection between the input terminal and the backup terminal or the 12V power supply terminal is switched. The switching relay 17 is controlled to be switched by the battery controller control unit 16.
A 12 V power source from the alternator 1 and the battery 3 and the positive electrodes of the unit batteries 13, 14, 15 are connected to the input terminal of the switching relay 17.

  Semiconductor switches b, b, b (connection means) are connected between the input terminal of the switching relay 17 and the positive electrodes of the unit batteries 13, 14, 15. A semiconductor switch a (connecting means) is connected between each positive electrode of the unit batteries 14 and 15 and between each negative electrode of the unit batteries 13 and 14. A semiconductor switch b (connecting means) is connected between each negative electrode and the ground terminal of the unit batteries 13 and 14, respectively. The positive electrode of the unit battery 13 and each power source of the electric power steering device 4 and the electric stabilizer 5 (FIG. 1). A semiconductor switch a (connection means) is connected between the terminals (36V power supply system).

  The three semiconductor switches a and the five semiconductor switches b described above are simultaneously controlled to be turned on or off by the battery controller control unit 16. For example, when the semiconductor switch a is turned off and the semiconductor switch b is turned on, the unit batteries 13, 14, and 15 are connected in parallel. When the semiconductor switch a is turned on and the semiconductor switch b is turned off, the unit batteries 13, 14, and 15 are connected in series and connected to the 36V power supply system.

The operation of the vehicular power supply apparatus having such a configuration will be described below with reference to the flowchart of FIG. 3 and the timing chart of FIG.
The battery controller control unit 16 (hereinafter referred to as the control unit 16) waits until an ON signal of an ignition switch (not shown) is given. When an ON signal of the ignition switch is given (S1), a power failure signal is given and the power source It is determined whether or not the fail flag is turned on (S3). In the initial state where the ignition switch ON signal is not applied, the semiconductor switches a and b are OFF, and the switching relay 17 is connected to the 12V power supply terminal side.

If the power supply fail flag is on (S3), the control unit 16 switches the switching relay 17 to the backup terminal side (S5), turns off the semiconductor switch a, turns on the semiconductor switch b (S7), and unit battery 13, 14, 15 are connected in parallel. Thereby, a backup power source is given to the electronic control brake ECU 12.
If the power failure flag is not on (S3), the control unit 16 reads the voltage V detected by the voltage detector 19 (S14), and determines whether or not the read voltage V is lower than a predetermined voltage V1 (for example, 5V). Is determined (S15).
If the read voltage V is lower than the predetermined voltage V1 (S15), the controller 16 switches the switching relay 17 to the backup terminal side (S5), turns off the semiconductor switch a, and turns on the semiconductor switch b (S7). ), Unit batteries 13, 14, 15 are connected in parallel.

Next, the control unit 16 reads the voltage V detected by the voltage detector 19 (S9), the power fail signal is not given, the power fail flag is turned off, and the read voltage V is a predetermined voltage. It is determined whether it is higher than V2 (for example, 8V) (S11).
If the power failure flag is off and the voltage V is higher than the predetermined voltage V2 (S11) (power failure recovery), the controller 16 turns off the semiconductor switch a and the semiconductor switch b (S12), The switching relay 17 is switched to the 12V power terminal side (S13). Next, the control unit 16 receives the power fail signal and determines whether or not the power fail flag is turned on (S3).
The control unit 16 reads the voltage V detected by the voltage detector 19 (S9) if the power fail flag is on or the read voltage V is not higher than the predetermined voltage V2 (S11).

  By the operation based on the flowchart (FIG. 3) described above, the control unit 16 causes the semiconductor switch to switch when the battery voltage V is lower than the predetermined voltage V1 (FIG. 4A) or the power fail flag is on (FIG. 4C). a is turned off (FIG. 4D), and the semiconductor switch b is turned on (FIG. 4E). Thereby, the unit batteries 13, 14, 15 are connected in parallel, and 12 V power from the unit batteries 13, 14, 15 is applied to the brake actuator 8 through the electronic control brake ECU 12.

  When the battery voltage V is higher than the predetermined voltage V2 (FIG. 4A) and the power supply fail flag is turned off (FIG. 4C), the control unit 16 turns off the semiconductor switch a (FIG. 4D) and the semiconductor switch b. Is switched off (FIG. 4E), and the switching relay 17 is switched to the 12V power terminal side (FIG. 4F). As a result, the connection between the unit batteries 13, 14, 15 and the connection between the unit batteries 13, 14, 15 and the electric load such as the electronic control brake ECU 12, the electric power steering device 4 are cut off.

If the read voltage V is not lower than the predetermined voltage V1 (S15), the control unit 16 determines whether or not the idle stop signal is on (engine 18 is stopped) (S17). If the idle stop signal is not on (S17), the controller 16 turns off the semiconductor switch b and turns on the semiconductor switch a (S29). Next, the controller 16 determines whether or not the power fail signal is given and the power fail flag is turned on (S3).
When the semiconductor switch b is turned off and the semiconductor switch a is turned on, the unit batteries 13, 14, and 15 are connected in series.

By the operation (S15, S17, S29) based on the flowchart (FIG. 3) described above, the control unit 16 has no problem with the 12V power supply (FIGS. 4A and 4C) and the idle stop signal is not turned on (FIG. 4B), the semiconductor switch b is turned off (FIG. 4E), and the semiconductor switch a is turned on (FIG. 4D).
Thereby, the unit batteries 13, 14, 15 are connected in series, and when the output voltage is lower than the output voltage of the 36 VDC / DC converter 9, the unit batteries 13, 14, 15 are charged by the 36 VDC / DC converter 9. On the contrary, when the output voltage of the 36 VDC / DC converter 9 is lower, the unit batteries 13, 14, and 15 output so as to compensate for the voltage drop (FIG. 4D).

  If the idle stop signal is on (engine 18 is stopped) (S17), the controller 16 reads the voltage V detected by the voltage detector 19 (S19), and the read voltage V is a predetermined voltage V3 (for example, 9V) is determined (S20). If the voltage V is not lower than the predetermined voltage V3 (S20) (during idle stop), the controller 16 reads the voltage V detected by the voltage detector 19 (S19).

  If the read voltage V is lower than the predetermined voltage V3 (S20; restart the engine 18), the control unit 16 turns off the semiconductor switch a, turns on the semiconductor switch b (S21), and sets the switching relay 17 to the 12V power terminal. (S23). As a result, the unit batteries 13, 14, 15 are connected in parallel, and 12 V power from the unit batteries 13, 14, 15 is supplied to the meters 6 and the navigation device 7.

Next, the control unit 16 reads the voltage V detected by the voltage detector 19 (S25), and determines whether or not the read voltage V is higher than a predetermined voltage V4 (for example, 10V) (S27). If the voltage V is not higher than the predetermined voltage V4 (S27), the controller 16 reads the voltage V detected by the voltage detector 19 (S25).
If the voltage V is higher than the predetermined voltage V4 (S27), the controller 16 turns off the semiconductor switch b and turns on the semiconductor switch a (S29). Next, the controller 16 determines whether or not the power fail signal is given and the power fail flag is turned on (S3).

If the idle stop signal is turned on (FIG. 4B) by the operation (S17, S19-) based on the flowchart (FIG. 3) described above, the semiconductor switches a and b are turned off (FIGS. 4D and 4E). ).
As a result, the connection between the unit batteries 13, 14, 15 and the connection between the unit batteries 13, 14, 15 and other circuits are cut off to prepare for the restart of the engine 18.

When the engine 18 is restarted and the voltage V detected by the voltage detector 19 becomes lower than the predetermined voltage V3 by the cranking (FIG. 4A), the semiconductor switch b is turned on (FIG. 4E). Thereby, 12V power from the unit batteries 13, 14, 15 connected in parallel is supplied to the meters 6 and the navigation device 7.
When cranking of the engine 18 is completed and the voltage V detected by the voltage detector 19 becomes higher than the predetermined voltage V4 (FIG. 4A), the semiconductor switch b is turned off (FIG. 4E), and the semiconductor switch a is turned on ( FIG. 4D).

  Thereby, the unit batteries 13, 14, 15 connected in series are connected to the 36 V power supply system, and when the output voltage is lower than the output voltage of the 36 VDC / DC converter 9, the unit batteries 13, 14, 15 are charged by the 36 VDC / DC converter 9. On the contrary, when the output voltage of the 36 VDC / DC converter 9 is lower, the unit batteries 13, 14, and 15 output so as to compensate for the voltage drop (FIG. 4D).

1 Alternator (on-vehicle generator)
2 Starter 3 Battery 4 Electric power steering device 5 Electric stabilizer 6 Meters 7 Navigation device 8 Brake actuator 9 36 VDC / DC converter 10 Battery controller 11 Sub battery 12 Electronically controlled brake ECU
13, 14, 15 Unit battery (capacitor)
16 Battery controller control unit (accepting means)
17 Switching relay (switching means)
18 Engine 19 Voltage detector 20 Power failure detector (failure detector)
a, b Semiconductor switch (connection means)

Claims (4)

A plurality of capacitors charged by an on-vehicle generator or battery linked to the engine, and a connecting means for selectively combining and connecting the capacitors to output a first voltage or a second voltage higher than the first voltage; A first load group to which the output voltage of the battery is applied, and a receiving unit that receives a signal indicating driving / stopping of the engine; and a voltage detector that detects an output voltage of the battery; In the vehicular power supply device configured to supply power to the second load group to which the boosted voltage is applied by the on-vehicle generator, battery, or capacitor,
When the voltage detected by the voltage detector is lower than the predetermined voltage V3 within a period during which the reception unit receives a signal indicating the stop of the engine and a predetermined time after the signal changes to a signal indicating driving. The connection means connects the capacitor to the combination for outputting the first voltage, connects to the first load group, and the reception means receives a signal indicating the drive of the engine, Except for the predetermined time, the connection means is configured to connect the capacitor to a combination for outputting the second voltage and to connect to the second load group. Power supply.   The first load group includes an electronically controlled brake, and is connected to a combination for detecting the failure of the in-vehicle generator or battery and the connection means for outputting the first voltage. And switching means for switching and connecting the battery to the electronic control brake or the first load group excluding the electronic brake, and when the failure detector detects a failure, or the voltage detected by the voltage detector is The vehicular power supply device according to claim 1, wherein when the voltage is lower than a predetermined voltage V1 (<V3), the switching means is configured to switch and connect the battery to the electronic control brake.   The connecting means connects the capacitor in a combination for outputting the first voltage, connects the first load group, and then detects a voltage detected by the voltage detector from a predetermined voltage V4 (> V3). When it becomes high, the capacitor is connected to the combination for outputting the second voltage, connected to the second load group, and disconnected from the first load group. The power supply device for vehicles according to claim 1 or 2.   After the switching means switches and connects the battery to the electronic control brake, the failure detector does not detect a failure, and the voltage detected by the voltage detector becomes higher than a predetermined voltage V2 (V1 <V2 <V3). 4. The vehicle power supply device according to claim 2, wherein the connection means cuts off the connection between the capacitors and the switching means is switched and connected to the first load group. 5.

Images