JP2009225530A - Power supply device for vehicle and controller using the same - Google Patents

Power supply device for vehicle and controller using the same Download PDF

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Publication number
JP2009225530A
JP2009225530A JP2008066129A JP2008066129A JP2009225530A JP 2009225530 A JP2009225530 A JP 2009225530A JP 2008066129 A JP2008066129 A JP 2008066129A JP 2008066129 A JP2008066129 A JP 2008066129A JP 2009225530 A JP2009225530 A JP 2009225530A
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Japan
Prior art keywords
capacitor
vehicle
power supply
voltage
discharge circuit
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Pending
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JP2008066129A
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Japanese (ja)
Inventor
Tatsu Hamamoto
達 濱本
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Toyota Motor Corp
トヨタ自動車株式会社
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Priority to JP2008066129A priority Critical patent/JP2009225530A/en
Publication of JP2009225530A publication Critical patent/JP2009225530A/en
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7005Batteries
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7022Capacitors, supercapacitors or ultracapacitors

Abstract

Provided is a vehicle power supply device capable of reducing a charging time required for a capacitor to become usable while preventing deterioration of the capacitor.
The present invention relates to a capacitor connected to an electronic device for a vehicle, a discharge circuit for flowing an electric charge stored in the capacitor to a ground, and the main power of the vehicle when the vehicle is turned off. And a control device 30 for discharging the capacitor by a discharge circuit, wherein the control device stops discharging the capacitor by the discharge circuit before the voltage of the capacitor becomes zero. It is characterized by that.
[Selection] Figure 2

Description

  The present invention relates to a vehicle power supply device including a capacitor and a control device used therefor.

2. Description of the Related Art Conventionally, there is provided a vehicle power supply device used when braking a vehicle by electrical control, and an electric power is supplied to a brake via an electronic control unit, a battery, and the electronic control unit when the battery is abnormal. An auxiliary power source (capacitor) for carrying out, and this capacitor comprises a power source backup unit using a capacitor unit formed of a plurality of capacitors, and the electric power backup unit is charged when the vehicle starts running, There is known a vehicle power supply device in which the electric power of the power backup unit is completely discharged when the vehicle travels (see, for example, Patent Document 1).
JP-A-2005-45913

  However, in the configuration described in Patent Document 1, since the charge of the capacitor of the power backup unit is completely discharged when the vehicle travels, the capacitor can be prevented from deteriorating. When charging the charge of the capacitor, there is a problem that the charge time required for the capacitor to become a usable charge state becomes long, and the auxiliary function of the capacitor is impaired during the long charge time.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle power supply device and a control device used therefor that can reduce the charging time required for the capacitor to become usable while preventing the capacitor from deteriorating.

To achieve the above object, according to a first aspect of the present invention, there is provided a capacitor connected to a vehicle electronic device, a discharge circuit for flowing charges accumulated in the capacitor to ground, and a main power source of the vehicle. A vehicle power supply device comprising a control device for discharging the capacitor by the discharge circuit sometimes,
The control device stops discharging of the capacitor by the discharge circuit before the voltage of the capacitor becomes zero.

According to a second aspect of the present invention, in the vehicle power supply device according to the first aspect,
The control device stops discharging of the capacitor by the discharge circuit when the voltage of the capacitor drops to a predetermined voltage higher than zero.

A third invention is the vehicle power supply device according to the first invention,
It is adapted based on the maximum value of the voltage range such that no degradation requiring replacement of the capacitor occurs during a given warranty period required for the capacitor.

4th invention is the power supply device for vehicles concerning the 1st invention,
The main power source of the vehicle is an IG power source.

According to a fifth aspect of the present invention, in the vehicle power supply device according to the first aspect,
A booster circuit that boosts the output voltage of the capacitor is provided between the vehicle electronic device and the capacitor.

A sixth invention is the vehicle power supply device according to the first invention,
A charging circuit for charging the capacitor;
The charging circuit includes a vehicle main battery connected to the capacitor, and a chopper type DC / DC converter provided between the main battery and the capacitor.

A seventh invention is the vehicle power supply device according to the first invention, wherein:
The vehicle electronic device is an actuator of an electronically controlled brake system that increases the brake pressure by electronic control.

An eighth invention is a control device applied to a vehicle power supply device including a capacitor connected to a vehicle electronic device, and a discharge circuit for flowing charges accumulated in the capacitor to ground,
When the main power supply of the vehicle is turned off, the discharge circuit discharges the capacitor, and when the voltage of the capacitor drops to a predetermined voltage higher than zero, the discharge of the capacitor by the discharge circuit is stopped. It is characterized by doing.

  ADVANTAGE OF THE INVENTION According to this invention, the power supply device for vehicles which can shorten the charge time required until a capacitor becomes a usable state, and the control apparatus used for this can be obtained, preventing deterioration of a capacitor.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a diagram showing a main configuration of an embodiment of a vehicle power supply device 1 according to the present invention. The vehicle power supply device 1 includes an ECB / ECU 10, a capacitor unit 20, a microcomputer 30, a battery 40, an alternator 42, and an IG switch 50.

  The ECB / ECU 10 is an ECU that electronically controls the brake system of the vehicle, and includes two booster circuits 12 and 14. The booster circuit 12 is connected to the brake actuator 70, and the booster circuit 14 is connected to the brake actuator 72. The brake actuator 70 operates to increase the hydraulic pressure supplied to each wheel cylinder of the left front wheel and the right rear wheel of the vehicle, for example, under the control of the ECB / ECU 10, and the brake actuator 72 is controlled under the control of the ECB / ECU 10. Thus, for example, the hydraulic pressure supplied to each wheel cylinder of the right front wheel and the left rear wheel of the vehicle is increased. The booster circuits 12 and 14 boost the output voltage of the capacitor 22 (described later) or the battery 40 and the alternator 42 and supply the boosted voltage to the brake actuators 70 and 72 of each system of the brake system. The booster circuits 12 and 14 are preferably high-efficiency chopper type booster circuits, but any booster system including a dropper system may be used.

  The capacitor unit 20 includes a capacitor 22, a discharge circuit 24, a DC / DC converter 26, and a switch 28. The positive terminal of the capacitor 22 is connected to each of the booster circuits 12 and 14 of the ECB / ECU 10 via the switch 28. The negative terminal of the capacitor 22 is connected to the ground. The on / off state of the switch 28 is controlled by the microcomputer 30. The microcomputer 30 turns on the switch 28 when the battery 40 which is the main battery of the vehicle has failed. When the switch 28 is turned on, the capacitor 22 and the booster circuits 12 and 14 of the ECB / ECU 10 are electrically connected, and the booster circuits 12 and 14 of the ECB / ECU 10 (and hence the brake actuators 70 and 72 of the brake system) are supplied using the capacitor 22 as a power source. ) Becomes operable. Thus, the capacitor 22 functions as a backup power source when the battery 40 fails. The discharge circuit 24 is connected between the positive terminal and the negative terminal of the capacitor 22. The discharge circuit 24 has a function of discharging the charge accumulated on the positive electrode side of the capacitor 22 to the ground in a discharge mode according to an instruction from the microcomputer 30. The discharge mode by the discharge circuit 24 will be described in detail later. The positive terminal of the capacitor 22 is also directly connected to the battery 40 and the alternator 42 via the DC / DC converter 26 that performs DC voltage conversion. In operation, the DC / DC converter 26 boosts the output voltage of the battery 40 and the alternator 42 to charge the capacitor 22. The DC / DC converter 26 preferably employs a high-efficiency switching method (chopper method) using a switching element such as a MOSFET or IGBT. The charging mode by the DC / DC converter 26 is controlled by the microcomputer 30.

  The microcomputer 30 may be incorporated in the capacitor unit 20 as shown in FIG. The ECB / ECU 10 is connected to the microcomputer 30 via a bus. Various signals such as a capacitor use permission signal and a charge permission signal are transmitted and received between the microcomputer 30 and the ECB / ECU 10 as shown in FIG. Further, the discharge circuit 24 and the DC / DC converter 26 are connected to the microcomputer 30 as control targets. Further, the microcomputer 30 monitors the voltage Vc of the capacitor 22 (voltage Vc across the capacitor 22) using a voltmeter or the like.

  The battery 40 includes a capacitive load such as a lead battery, a lithium ion battery, or an electric double layer capacitor. The positive terminal of the battery 40 is connected to the capacitor 22 via the DC / DC converter 26 as described above. The positive terminal of the battery 40 is connected to each of the booster circuits 12 and 14 of the ECB / ECU 10. Note that a switch or the like is not set between the positive terminal of the battery 40 and the booster circuits 12 and 14 of the ECB / ECU 10 (only forward diodes as shown in the figure are set), and is always in a conductive state. It has become.

  The alternator 42 is a generator that is connected to the engine and generates electricity by the rotation of the engine. The positive terminal of the alternator 42 is connected to the capacitor 22 via the DC / DC converter 26 as described above, as with the battery 40. Further, the positive terminal of the alternator 42 is connected to each of the booster circuits 12 and 14 of the ECB / ECU 10 as with the battery 40. It should be noted that a switch or the like is not set between the positive terminal of the alternator 42 and the booster circuits 12 and 14 of the ECB / ECU 10 (only forward diodes as shown in the figure are set), and is always in a conductive state. It has become.

  The amount of power generated by the alternator 42 is controlled according to the traveling state of the vehicle, for example, by an ECU (EFI / ECU) that controls the engine. For example, the generated voltage of the alternator 42 is adjusted to a value that does not cause the battery 40 to discharge during steady running of the vehicle or idling operation of the engine. Further, when the vehicle is decelerated (when the regenerative brake is activated), the power generation voltage of the alternator 42 is adjusted to a larger value than during steady running or idle running. Further, at the time of vehicle acceleration, in order to reduce the engine load due to power generation, the power generation voltage of the alternator 42 becomes zero (that is, power generation is not performed) as in idle stop (that is, during engine stop). The present invention does not specify the power generation control of the alternator 42 and can be applied to any form of power generation control.

  FIG. 2 is a diagram illustrating an example of a flow of discharge control realized by the microcomputer 30 of the present embodiment when the IG power supply is turned off.

  In step 100, it is determined whether or not the IG power source is turned off based on the state of the IG switch 50. If the IG power supply is turned off, the process proceeds to step 102, and otherwise, the process of the current cycle is terminated as it is.

  In step 102, a discharge instruction signal is supplied to the discharge circuit 24, and the capacitor 22 is discharged by the discharge circuit 24.

  In step 104, it is determined whether or not the voltage Vc of the capacitor 22 has become smaller than the predetermined voltage A based on the monitoring result of the voltage Vc of the capacitor 22. The predetermined voltage A is a voltage higher than zero, corresponds to the maximum value of the voltage in a range where the capacitor 22 does not deteriorate (or a value obtained by subtracting a predetermined margin), and has a deterioration characteristic with respect to the voltage of the capacitor 22; Adapted based on the required warranty period. For example, for the predetermined voltage A, a maximum allowable voltage (maximum allowable charge amount) that does not cause deterioration that requires replacement of the capacitor 22 during a given warranty period required for the capacitor 22 is derived by testing, and the maximum voltage A It is set based on the allowable voltage. When the voltage Vc of the capacitor 22 becomes smaller than the predetermined voltage A, the process proceeds to step 106, and when the voltage Vc of the capacitor 22 is equal to or higher than the predetermined voltage A, the process returns to step 102 and the discharge of the capacitor 22 continues. Is done.

  In step 106, a discharge stop instruction signal is supplied to the discharge circuit 24 to stop the discharge of the capacitor 22 by the discharge circuit 24. When the process of step 106 is completed, the discharge control when the IG power supply is turned off is completed.

  FIG. 3 is a diagram illustrating advantages of the discharge control of FIG. 2 according to the present embodiment. FIG. 3A illustrates a case where the capacitor is completely discharged when the IG power source is turned off as a conventional example. FIG. 3B shows a case where the capacitor 22 is not completely discharged when the IG power supply is turned off according to the present embodiment, and the charge remains. 3A and 3B show the battery state before the IG power is turned off, the battery state after the IG power is turned off, the battery state when the IG power is turned on, and the IG The battery state after the power is turned on is shown in time series, and the colored range schematically shows the charge amount of the battery.

  As shown in FIG. 3A, in the conventional example in which the capacitor is completely discharged when the IG power source is turned off, the capacitor must be charged from zero when the IG power source is turned on. The time required to charge up to the required charge amount (in this example, the fully charged state) becomes longer.

  On the other hand, according to the present embodiment, as shown in FIG. 3B, when the IG power source is turned off, the capacitor 22 is not completely discharged and the electric charge is left. When turned on again, the capacitor 22 can start to be charged from a charge amount greater than zero, and the time required to charge to the required charge amount (full charge state in this example) is shorter than in the conventional example. can do.

  FIG. 4 is a diagram illustrating an example of a flow of charge control realized by the microcomputer 30 and the ECB / ECU 10 of the present embodiment when the IG power supply is turned on.

  In step 200, it is determined whether or not the engine (or IG power supply) has been turned on. In the case of a hybrid vehicle, it is determined whether READY is turned on. When the engine is turned on or when READY is turned on, the routine proceeds to step 202, and in other cases, the processing of the current cycle is terminated as it is.

  In step 202, the booster circuits 12 and 14 are turned on by the ECB / ECU 10.

  In step 204, a charging permission signal is transmitted from the ECB / ECU 10 to the microcomputer 30.

  In step 206, the microcomputer 30 turns on the DC / DC converter 26, and charging of the capacitor 22 is started.

  FIG. 5 is another diagram showing the advantages of the present embodiment, and shows how the voltage of the capacitor 22 changes from when the IG power supply is turned on. FIG. 5 shows a contrast between the variation according to this embodiment and the variation according to the conventional example. The conventional example here is a configuration in which the capacitor is completely discharged when the IG power source is turned off as described above, and does not include the booster circuits 12 and 14 in this example, and this example. The DC / DC converter corresponding to the DC / DC converter 26 in FIG. In this embodiment, it is assumed that the DC / DC converter 26 is a chopper type.

  As shown in FIG. 5, in this embodiment, when the IG power source is turned off, the capacitor 22 is not completely discharged and a certain amount of charge remains, so that the charging start voltage is larger than zero. Compared to the conventional example in which the start voltage is zero, the time required to reach the use start voltage by the ECB / ECU 10 (usable start time) can be shortened. In this embodiment, since the booster circuits 12 and 14 are set between the ECB / ECU 10 and the capacitor 22, the use start voltage of the capacitor 22 can be reduced as compared with the conventional example in which such a booster circuit does not exist. it can. As a result, according to the present embodiment, it is possible to shorten the time until the use start voltage by the ECB / ECU 10 is reached (usable start time) as compared with the conventional example. In this embodiment, since the DC / DC converter 26 is a chopper type, the capacitor 22 can be charged with higher efficiency than the conventional example. Thereby, in the present embodiment, the amount of charge per unit time becomes larger than in the conventional example, and the time until the use start voltage by the ECB / ECU 10 is reached (usable start time) can be shortened.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above-described embodiment, the booster circuits 12 and 14 are set on the ECB / ECU 10 side, but the booster circuits 12 and 14 may be set at an arbitrary position between the ECB / ECU 10 and the capacitor 22. For example, it may be set in the capacitor unit 20.

  In the above-described embodiment, the capacitor 22 is set for the brake actuators 70 and 72 for the electronically controlled brake system. However, the present invention is not limited to the EPS (electronically controlled power steering system) or the like. It can also be applied to similar capacitors set for actuators and ECUs of the electronically controlled system.

  Further, the above-described embodiment relates to a vehicle using an engine as a power source for vehicle travel, but is similarly applicable to a hybrid vehicle using an electric motor as a power source for vehicle travel in addition to the engine. . The present invention can also be applied to an electric vehicle using only an electric motor as a power source for vehicle travel.

  In the above-described embodiment, the alternator 42 is a generator connected to the engine. However, in an electric vehicle such as a hybrid vehicle, the alternator 42 may be replaced by a travel motor (motor generator). .

  In the above-described embodiment, the battery 40 is a single power supply system. However, the present invention is a dual power supply system that uses two batteries with different rated voltages (for example, a 14V low-voltage battery and a 42V high-voltage battery). It is also applicable to.

It is a figure which shows the main structures of one Example of the vehicle power supply device 1 by this invention. It is a figure which shows an example of the flow of the discharge control implement | achieved by the microcomputer 30 of a present Example. FIG. 3A shows a case where the capacitor is completely discharged when the IG power source is turned off as a conventional example, and FIG. 3B shows the capacitor 22 when the IG power source is turned off according to this embodiment. It is a figure which shows the case where an electric charge is left without fully discharging. It is a figure which shows an example of the flow of the charge control implement | achieved by the microcomputer 30 and ECB * ECU10 of a present Example. It is a figure which shows the change aspect of the voltage of the capacitor 22 from the time of IG power supply being turned on.

Explanation of symbols

1 Vehicle power supply 10 ECB / ECU
12 Booster Circuit 14 Booster Circuit 20 Capacitor Unit 22 Capacitor 24 Discharge Circuit 26 DC / DC Converter 28 Switch 30 Microcomputer 40 Battery 42 Alternator 50 IG Switch 70, 72 Brake Actuator

Claims (8)

  1. A capacitor connected to the vehicle electronic device, a discharge circuit for flowing the electric charge accumulated in the capacitor to the ground, and a control device for discharging the capacitor by the discharge circuit when the main power supply of the vehicle is turned off A vehicle power supply device comprising:
    The control device stops the discharge of the capacitor by the discharge circuit before the voltage of the capacitor becomes zero.
  2.   2. The vehicle power supply device according to claim 1, wherein when the voltage of the capacitor drops to a predetermined voltage greater than zero, the control device stops discharging the capacitor by the discharge circuit. 3. .
  3.   The predetermined voltage is adapted based on a maximum value in a voltage range that does not cause degradation that requires replacement of the capacitor during a given warranty period required for the capacitor. The vehicle power supply device according to 1.
  4.   The vehicle power supply device according to claim 1, wherein the main power supply of the vehicle is an IG power supply.
  5.   2. The vehicle power supply device according to claim 1, wherein a booster circuit that boosts an output voltage of the capacitor is provided between the vehicle electronic device and the capacitor.
  6. A charging circuit for charging the capacitor;
    The said charging circuit is equipped with the main battery of the vehicle connected to the said capacitor, and the chopper type DC / DC converter provided between the said main battery and the said capacitor, The Claim 1 characterized by the above-mentioned. Vehicle power supply device.
  7.   The vehicle power supply device according to claim 1, wherein the vehicle electronic device is an actuator of an electronically controlled brake system that boosts a brake pressure by electronic control.
  8. A control device applied to a vehicle power supply device including a capacitor connected to a vehicle electronic device, and a discharge circuit for flowing charges accumulated in the capacitor to ground,
    When the main power supply of the vehicle is turned off, the discharge circuit discharges the capacitor, and when the voltage of the capacitor drops to a predetermined voltage higher than zero, the discharge of the capacitor by the discharge circuit is stopped. A control device characterized by:
JP2008066129A 2008-03-14 2008-03-14 Power supply device for vehicle and controller using the same Pending JP2009225530A (en)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013114497A1 (en) * 2012-02-01 2013-08-08 パナソニック株式会社 Control device for power supply control system
JPWO2012165340A1 (en) * 2011-06-01 2015-02-23 株式会社日立製作所 Power storage system
JP2015122832A (en) * 2013-12-20 2015-07-02 株式会社オートネットワーク技術研究所 Power storage device and battery device
JP2016092958A (en) * 2014-11-04 2016-05-23 株式会社デンソー Power supply circuit device
WO2018070231A1 (en) * 2016-10-14 2018-04-19 株式会社オートネットワーク技術研究所 Vehicle-mounted backup device

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08273887A (en) * 1995-03-31 1996-10-18 Hitachi Medical Corp X-ray high voltage device
JPH10164709A (en) * 1996-11-27 1998-06-19 Isuzu Motors Ltd Power supply unit and power supply unit for electric vehicle
JP2005045913A (en) * 2003-07-22 2005-02-17 Matsushita Electric Ind Co Ltd Power unit for vehicle
JP2006166495A (en) * 2004-12-02 2006-06-22 Nissan Motor Co Ltd Inverter controller

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08273887A (en) * 1995-03-31 1996-10-18 Hitachi Medical Corp X-ray high voltage device
JPH10164709A (en) * 1996-11-27 1998-06-19 Isuzu Motors Ltd Power supply unit and power supply unit for electric vehicle
JP2005045913A (en) * 2003-07-22 2005-02-17 Matsushita Electric Ind Co Ltd Power unit for vehicle
JP2006166495A (en) * 2004-12-02 2006-06-22 Nissan Motor Co Ltd Inverter controller

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPWO2012165340A1 (en) * 2011-06-01 2015-02-23 株式会社日立製作所 Power storage system
WO2013114497A1 (en) * 2012-02-01 2013-08-08 パナソニック株式会社 Control device for power supply control system
JP2015122832A (en) * 2013-12-20 2015-07-02 株式会社オートネットワーク技術研究所 Power storage device and battery device
JP2016092958A (en) * 2014-11-04 2016-05-23 株式会社デンソー Power supply circuit device
WO2018070231A1 (en) * 2016-10-14 2018-04-19 株式会社オートネットワーク技術研究所 Vehicle-mounted backup device

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