JP2011172422A - Control power supply system and vehicular power conversion apparatus with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control power supply system with a safety measure for ensuring safety when obtaining control power from a main battery, and to provide a vehicular power conversion apparatus with the same. <P>SOLUTION: According to the control power supply system 101, because a control power supply generating circuit is provided with a circuit ensuring that the input side is insulated from the output side, a second device SW is electrically insulated from a main battery. As a result, a leakage current from the main battery does not flow into the second device SW. According to the vehicular power conversion apparatus with the control power supply system 101, because the second device SW is electrically insulated from the main battery, an operator of the second device SW has no risk of getting an electric shock from the main battery from a view point of electrical safety. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control power supply system and a vehicle-mounted power conversion device including the control power supply system, and is particularly suitable for use in securing a control power supply.

  In recent years, with the advance of technological development related to in-vehicle batteries, the storage capacity of batteries has been remarkably improved. In response to this, a HEV (Hybrid Electric Vehicle) that appropriately selects the system of the electric motor and the internal combustion engine and supplies power to the drive wheels, or a plug-in HEV having a plug-in charging mechanism, or a vehicle An EV (Electric Vehicle) in which an internal combustion engine is excluded from the configuration and the vehicle is driven only by an electric motor has been put into practical use. Hereinafter, the HEV and the plug-in HEV and EV are collectively referred to as an electric vehicle.

  An electric vehicle includes a main battery for supplying electric power to an electric motor for driving wheels and a sub-battery provided for driving a vehicle-mounted load. In the case of an EV or a plug-in HEV, power supplied from the outside is converted into high-voltage charging power of several hundred volts using a charger mounted on the vehicle, and the main battery is charged with the high-voltage charging power. In the case of a normal HEV, the main battery is charged by surplus power of the alternator or regenerative power of the wheel drive motor. The main battery mounted on these electric vehicles is connected to a DC-DC converter. In the DC-DC converter, the output power of the main battery is the charging power of the sub-battery (hereinafter referred to as low-voltage charging power). To convert to The sub-battery is connected to the subsequent stage of the DC-DC converter and is charged by the low-voltage charging power output from the DC-C converter.

  However, since the control circuit for driving the DC-DC converter is powered by the output voltage (12V) of the sub battery or the 5V voltage obtained by adjusting the output voltage with a regulator, the power of the sub battery is completely consumed. (Complete discharge), the power of the control circuit (hereinafter referred to as control power) cannot be received. In this case, the DC-DC converter has a problem that the sub-battery that has been completely discharged cannot be charged because the drive signal is not input from the control circuit.

  Therefore, in order to avoid such a problem, Japanese Patent Application Laid-Open No. 58-166201 (Patent Document 1) discloses an electric vehicle DC capable of obtaining control power for a control circuit from either a sub battery or a main battery. -DC converter start-up circuit (control power supply system in claims) is introduced. The DC-DC converter starting circuit for an electric vehicle includes a 12V battery (sub-battery in the claims), a 120V battery (main battery in the claims), and a relay that starts the DC-DC converter with a voltage of 12V. Circuit. Among these, the 12V battery is connected to the relay circuit via the power line, and the 120V battery is connected to the power line of the 12V battery via the push button switch. The previous pushbutton switch is appropriately operated to lower the output voltage applied from the 120V battery to about 12V. Therefore, in the DC-DC converter start circuit for electric vehicles according to Patent Document 1, even if the 12V battery is completely discharged, 12V control power can be supplied based on the 120V battery, so that the DC-DC converter can be started. It becomes. In addition, the DC-DC converter including the DC-DC converter starting circuit for the electric vehicle is started up by the 120V battery even when the 12V battery is completely discharged, so that the fully discharged 12V battery is charged again. The Rukoto.

  Japanese Patent Laid-Open No. 2001-069683 (Patent Document 2) also introduces a power supply system (in-vehicle power converter in the scope of claims) close to the technique of Patent Document 1. The power supply system is charged by a high-voltage battery (main battery in claims), a DC-DC converter that converts the output voltage of the high-voltage battery into a low-value charging voltage, and a charging voltage output from the DC-DC converter. A low-voltage battery (sub-battery in the claims), a control circuit for controlling the DC-DC converter, an operation circuit for generating control power for the control circuit from the output voltage of the high-voltage battery, and a button operation It is composed of an emergency button switch for starting the operation circuit. The control circuit is wired to both the low-voltage battery and the operation circuit, and generates a control signal based on the output power of the low-voltage battery or the control power of the operation circuit, and appropriately controls the DC-DC converter. Therefore, even in the power supply system according to Patent Document 2, when the low-voltage battery is completely discharged, control power is supplied to the control circuit using the output voltage of the high-voltage battery.

JP 58-166201 A JP 2001-069683 A

  Here, the emergency switch described above (refers to a push button switch or an emergency button switch) is an emergency manual operation when the sub-battery is completely discharged. Safety measures should be taken to prevent leakage currents from flowing through the human body.

  However, in the techniques of Patent Document 1 and Patent Document 2, since a circuit for ensuring electrical insulation is not provided in the power supply line connecting the emergency switch and the main battery, the output of the main battery is provided in the operation unit of the emergency switch. When power is leaked, there is a problem that the operator of the switch is in electric shock.

  The above-described emergency switch includes a circuit unit that relays current and a mechanism unit that switches the circuit unit with an operation button. Therefore, if an emergency switch in which the circuit unit and the mechanism unit are electrically insulated is used, it is considered possible to suppress the above-described electric shock accident. However, in Patent Document 1 and Patent Document 2, there are few descriptions relating to these configurations, and it is recognized that the emergency switch is electrically insulated from the circuit portion and the mechanism portion. Absent.

  Furthermore, assuming that an emergency switch is provided in the passenger compartment, it is assumed that the emergency switch comes into contact with the occupant when the electric vehicle has a collision accident. Passengers who have encountered such a situation, if a leakage current flows through the emergency switch, the leakage current flows into the body through the emergency switch, and will be subject to secondary damage due to the leakage current. Problems also arise.

  In view of the above problems, an object of the present invention is to provide a power supply system for control and a vehicle-mounted power converter that are provided with safety measures when acquiring control power from a main battery.

In order to solve the above problems, the present invention has the following configuration of an in-vehicle power converter. That is, a control circuit that performs drive control of a DC-DC converter that converts a high voltage to a low voltage, a control power generation circuit that generates a power supply for the control circuit based on the high voltage, the control power generation circuit, and the control power generation circuit A gate circuit for switching a first control power supply line provided between the control circuits to a conductive state or a cut-off state,
The control power generation circuit is configured to electrically insulate the input side to which the high voltage is applied from the output side connected to the gate circuit,
The gate circuit includes: a first circuit that requests a conduction state or a cutoff state of the first control power supply line according to an on operation or an off operation of the first means; and an on operation or off of the second means. According to the operation, at least one of the second circuit that requests the conduction state or the interruption state of the first control power supply line and the first circuit and the second circuit is in a conduction state. When required, it is provided with a response circuit for switching the first control power supply line to a conductive state.

  Preferably, the high voltage is an output voltage from a main battery connected to the front stage of the DC-DC converter, and the low voltage is a charging voltage of a sub battery connected to the rear stage of the DC-DC converter. It will be done.

  Preferably, the control power generation circuit is provided with a transformer circuit that electrically insulates the input side and the output side.

  Preferably, the first means is a start-up operation device for starting to turn on the electric vehicle. In this case, more preferably, the activation operation device is a start key or a start button provided in the vehicle interior.

  Preferably, the second means is an emergency switch capable of manually switching the request for the conduction state or the request for the cutoff state. At this time, more preferably, the emergency switch is provided in a vehicle interior. More preferably, the emergency switch is provided with an operation holding mechanism that maintains the request for the conduction state.

  Preferably, the gate circuit further includes a third circuit for maintaining the conduction state of the first control power supply line.

  Preferably, the first anode-side control power line connected to the anode power terminal of the control circuit among the first control power lines is the first anode-side control power line connected to the first anode-side control power line. It is assumed that it is connected to the anode side of the sub-battery via two anode-side control power lines.

  The second anode-side control power line has a diode interposed therein, the anode of the diode is disposed on the anode side of the sub-battery, and the cathode of the diode is connected to the first anode-side control power line. It may be arranged in the contact direction.

  Preferably, the response circuit is inserted into the first anode-side control power supply line, and the first anode-side control power supply line is connected to the second anode-side control power supply before the response circuit. It is assumed that the line is connected.

  Preferably, the DC-DC converter and the control power supply system according to any one of claims 1 to 14 are provided.

  According to the control power supply system of the present invention, since the circuit for ensuring the insulation between the input side and the output side is provided in the control power supply generation circuit, the second means (emergency switch) and the main battery are electrically insulated. Thus, the leakage current from the main battery does not flow into the second means (emergency switch).

  Moreover, according to the vehicle-mounted power converter according to the present invention, the second means (emergency switch) is electrically insulated from the main battery, so that the operator of the second means (emergency switch) Electrical safety is guaranteed without causing electric shock. In addition, when an electric vehicle has a collision accident, even if the passenger of the electric vehicle accidentally touches the second means (emergency switch), the passenger is guaranteed electrical safety. Therefore, it is protected from secondary damage caused by electric shock.

The figure which shows the circuit structure of the vehicle-mounted power converter device which concerns on Example 1. FIG. The figure which shows the circuit structure of the vehicle-mounted power converter device which concerns on Example 2. FIG. The figure which shows the circuit structure of the vehicle-mounted power converter device which concerns on Example 3. FIG. The figure which shows the circuit structure of the vehicle-mounted power converter device which concerns on Example 4. FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to Examples 1 to 4 and the drawings corresponding to these Examples.

FIG. 1 shows a circuit configuration of an in-vehicle power converter. In the figure, the main battery Bm and the sub battery Bs mounted on the vehicle are shown for convenience. Of these, the main battery Bm is used as a power battery for supplying driving power to the wheels, and the sub-battery Bs is a vehicle-mounted device (power window, power steering, fuel pump, lighting device, audio, etc.) or these Is a battery that supplies power to a control circuit that drives (hereinafter, the control circuit and the vehicle-mounted device are referred to as a vehicle-mounted load). The main battery Bm is a battery that outputs a high voltage, and the sub battery Bs is a battery that outputs a low voltage lower than the high voltage. In general, the main battery outputs a voltage of several hundred volts, and the sub battery outputs a voltage of 5V to 12V.

  In the following description, an electric vehicle refers to a HEV (Hybrid Electric Vehicle) that appropriately selects a system of an electric motor and an internal combustion engine and supplies power to driving wheels, or a plug-in that includes a plug-in charging mechanism. The expression HEV, or an EV (Electric Vehicle) in which the internal combustion engine is excluded from the configuration of the vehicle and the vehicle is driven only by the electric motor, is included.

  As shown in the figure, the in-vehicle power conversion device 100 includes a DC-DC converter CNV and a control power supply system 101.

  In the DC-DC converter CNV, as an external wiring, an anode side power supply line L1p and a cathode side power supply line L1n are wired on the input side, and an anode side power supply line L2p and a cathode side power supply line L2n are wired on the output side. Among these, the anode side power supply line L1p is connected to the anode terminal of the main battery Bm, the cathode side power supply line L1n is connected to the cathode terminal of the main battery Bm, and the other end of the power supply lines L1p and L1n has a charger ( (Not shown) are connected. The anode side power line L2p is connected to the anode terminal of the sub battery Bs, the cathode side power line L2n is connected to the cathode terminal of the sub battery Bs, and an in-vehicle load is connected to the other end of these power lines L2p and L2n. It is connected.

  The DC-DC converter CNV includes a filter circuit FLC, a full bridge circuit TBC, a transformer circuit TC, diodes Da and Db, and a smoothing circuit AVC.

  The filter circuit FLC is configured by a capacitor or a reactor, and reduces noise of current flowing through the power supply lines L1p and L1n.

  The full bridge circuit TBC includes power transistors Tra to Trd. The power transistor Tra and the power transistor Trb form a first arm, and the power transistor Trc and the power transistor Trd form a second arm. The power transistor used here may be a MOSFET or an IGBT. In the full bridge circuit TBC, the output signal line Ls1 is connected to each gate of the power transistor, and the primary coil of the transformer circuit TC is interposed between the midpoint of the first arm and the midpoint of the second arm. Is connected. In the full bridge circuit TBC, when a drive signal is input via the output signal line Ls1, the gate voltage of the power transistor is controlled, whereby the polarity of the voltage across the primary coil alternately varies.

  The transformer circuit TC includes an iron core, and a primary coil and a secondary coil inserted through the iron core, and the primary coil is connected to the full bridge circuit TBC as described above. On the other hand, both ends of the secondary coil are connected to the cathode side power supply line L2n via the diode Da or Db, and the middle point is connected to the smoothing circuit AVC. The transformer circuit TC continuously generates an induced voltage at the middle point of the secondary coil in response to a magnetic flux change alternately generated in the primary coil, and outputs the generated secondary voltage to the smoothing circuit AVC. . In the transformer circuit TC, since the electrical connection between the primary coil and the secondary coil is cut off, the primary side (input side) and the secondary side (output side) are insulated.

  The smoothing circuit AVC is composed of a reactor Lc and a capacitor Cc, and a constant charge is held in the capacitor Cc. That is, the amount of charge of the capacitor Cc is controlled by the induced voltage of the secondary coil and the reactor Lc, whereby the output voltage output from the DC-DC converter CNV is controlled to a constant value (for example, 14V). Become.

  The DC-DC converter CNV having such a configuration operates as follows. That is, when a high voltage from the main battery Bm is applied to the DC-DC converter CNV, noise components are removed from the input high voltage by the filter circuit FLC and applied to both ends of the full bridge circuit TBC. The high voltage is applied to the both ends of the primary coil while changing the polarity by controlling the power transistor, whereby the secondary voltage in the AC state is output from the transformer circuit TC, and based on the secondary voltage. Thus, a DC voltage of about 14 V is output from the smoothing circuit AVC. The sub-battery Bs is charged with a DC voltage (hereinafter referred to as a charging voltage) output from the smoothing circuit AVC.

  In the control power supply system 101, bypass power supply lines L3p and bypass power supply lines L3n, a signal output line Ls1, and a signal input line Ls2 are appropriately wired as external wirings. Among these, the bypass power supply line L3p is connected to the anode terminal of the main battery Bm via the anode side power supply line L1p, and the bypass power supply line L3n is connected to the cathode terminal of the main battery Bm via the cathode side power supply line L1n. ing. The signal output line Ls1 is originally provided in four lines and is connected to the gates of the power transistors Tra to Trd. Furthermore, the signal input line Ls2 is connected to the anode terminal of the sub-battery Bs via the anode power supply line L2p. In addition, the control power supply system 101 is provided with a first control power supply line as an internal wiring. The first control power line includes a first anode-side control power line L4p and a first cathode-side control power line L4n.

  The control power supply system 101 includes a control power supply generation circuit 120, a gate circuit 130, and a control circuit 111 as shown in the figure.

  The control power generation circuit 120 is configured to electrically insulate the input side to which a high voltage is applied from the output side connected to the gate circuit. In this embodiment, the drive circuit 121, the transformer circuit 122, and the smoothing circuit 123 are configured and connected in order. However, the control power generation circuit 120 is not limited to such a configuration as long as the configuration is such that the input side and the output side are electrically insulated.

  The drive circuit 121 is a circuit that appropriately drives the transformer circuit 122, and incorporates a transistor and a drive IC that drives the transistor. The drive circuit 121 is connected to the bypass power supply line Lp3 and the bypass power supply line Ln3, and is applied with the high voltage of the main battery Bm. The high voltage is appropriately processed by a drive IC, a transistor, and the like, and outputs a voltage that varies with time.

  The transformer circuit 122 is composed of a primary coil and a secondary coil, and an iron core inserted through both the coils. The transformer circuit 122 generates an induced voltage in the secondary coil in accordance with a change in the magnetic flux of the primary coil, and thereby generates a secondary voltage having an amplitude smaller than the primary voltage from the primary voltage having an amplitude close to a high voltage. In the transformer circuit 122, since the primary coil and the secondary coil do not have electrical contacts, the input side and the output side of the transformer circuit are electrically insulated. There is no danger of a high voltage being applied to the subsequent circuit.

  The smoothing circuit 123 is provided with a smoothing capacitor Ck connected in parallel to the secondary coil. One end of the smoothing capacitor Ck is connected to the first anode-side control power line L4p, and the other end of the smoothing capacitor Ck. Is connected to the first cathode-side control power line L4n. A diode Dk is interposed between the secondary coil and the smoothing capacitor Ck in the first anode-side control power supply line L4p. When a secondary voltage having a small amplitude is output from the secondary coil, the smoothing circuit 123 smoothes the secondary voltage, and a DC voltage of about 12 V (hereinafter referred to as control power or control voltage). Output.

  With this configuration, the control power generation circuit 120 converts the input high voltage into a control voltage of about 12V. Since the control power generation circuit 120 incorporates the transformer circuit 122, the circuit subsequent to the smoothing circuit is completely insulated from the main battery Bm.

  The control power generation circuit 120 plays the same role as the DC-DC converter CNV in terms of the function of converting the high voltage of the main battery Bm to a low voltage. However, the DC-DC converter CNV requires voltage control or current control for charging the sub-battery Bs in detail, and the control circuit 111 responsible for this control performs much more complicated processing than the drive circuit 121. Must be a circuit. On the other hand, the control power generation circuit 120 only needs to generate a control voltage to the extent that the control circuit 111 can operate. Is allowed. In other words, since the control power generation circuit 120 allows a large output voltage tolerance as compared with the DC-DC converter CNV, the drive circuit or other circuit elements can be sufficiently simplified and reduced in cost. A circuit.

  As shown in the figure, the gate circuit 130 includes a first circuit 133, a second circuit 132, and a response circuit 131. The first circuit 133 and the second circuit 132 are arranged in parallel with the response circuit 131. It is connected. Then, these circuits cooperate to switch the first control power supply line provided between the control power supply generation circuit 120 and the control circuit 111 to a conductive state or a cut-off state. Here, the first control power line refers to the first anode-side control power line L4p or the first cathode-side control power line L4n.

  The first means Ig described in the claims has a function of outputting a signal corresponding to the on operation or the off operation given to the first means to the first circuit 133.

  The first circuit 133 conducts or cuts off the first control power line (in this embodiment, the first anode-side control power line L4p) in accordance with the ON operation or OFF operation of the first means. Request status. An example of the first circuit 133 will be described. The first circuit 133 includes a transistor Tr3, a resistor R31 having one end connected to the base terminal of the transistor Tr3 and the other end connected to the first means Ig, One end is composed of the same potential as the emitter terminal of the transistor Tr3, and the other end is composed of a resistor R32 connected between the resistor R31 and the first means Ig. When the off operation signal (Low signal) is applied from the first means Ig, the first circuit 133 turns off the transistor Tr3 and cuts off the passing current of the transistor Tr3. On the other hand, when an ON operation signal (High signal) is applied from the first means Ig, the transistor Tr3 is turned on, and a passing current flows from the collector toward the emitter in the transistor Tr3.

  The second means SW described in the claims bears the function of electrically connecting the separated terminals in accordance with the ON operation or OFF operation of the second means. A specific example of the second means SW in this embodiment will be described. The second means SW is electrically connected between a pressure receiving portion for receiving an external force and a terminal separated when a part of the pressure receiving portion is pushed. And a switch unit to be connected. In the second means SW, the pressure receiving portion is urged to a predetermined position, and when the pressure receiving portion is pushed in (corresponding to the ON operation of the second means), the switch portion causes the terminals to be separated from each other. Are electrically connected. On the other hand, when the external force applied to the pressure receiving portion is removed (corresponding to the off operation of the second means), the pressure receiving portion is returned to the original position by the biasing force. At this time, the switch portion is separated from the pressure receiving portion. Therefore, the electrical connection between the separated terminals is released.

  Similar to the first circuit 133, the second circuit 132 responds to the ON operation or the OFF operation of the second means according to the first control power line (in this embodiment, the first anode-side control power supply). The line L4p) is requested to be turned on or off. An example of the second circuit 132 will be described. The second circuit 132 includes a terminal tp connected to the response circuit 131 and a terminal tq connected to the ground side as shown in the figure. In the second circuit 132, when the second means SW is pushed in, the switch section provided in the second means SW functions, and the terminal ta and the terminal tb are electrically connected. .

  When at least one of the first circuit and the second circuit requires a conduction state, the response circuit 131 has a first control power supply line (in this embodiment, the first anode side control line). The power supply line L4p) is switched to the conductive state. An example of the response circuit 131 will be described. The response circuit 131 includes a p-channel MOSFET (Tr1), a protective resistor R11, and a gate resistor R12. The p-channel type MOSFET (Tr1) is inserted in the first anode-side control power supply line L4p so that a passing current flows from the drain to the source, and the MOSFET (Tr1) has a gate terminal. The first circuit 133 and the second circuit 132 are connected in parallel via the gate resistor R12. Since the responsive circuit 131 uses a p-channel MOSFET (Tr1), when the gate voltage falls below the threshold voltage, the first anode-side control power supply line L4p is switched to the active state, and the gate voltage becomes the threshold voltage. If it rises more, the first anode-side control power supply line L4p is switched to the cut-off state.

  Accordingly, in the first circuit 133, when the first means Ig performs the ON operation, the gate voltage is lowered, so that the conduction state of the first anode-side control power supply line L4p is requested, and the first circuit Ig is requested. When the means Ig performs the off operation, the gate voltage is raised, so that the cutoff state of the first anode side control power supply line L4p is requested. Further, in the second circuit 132, when the second means SW is pressed, the gate voltage is lowered, so that the conduction state of the first anode-side control power supply line L4p is required, and the second means When the SW is released, the gate voltage is raised, so that the cutoff state of the first anode-side control power supply line L4p is required. In the gate circuit 130 having such a configuration, since the first circuit 133 and the second circuit 132 are connected in parallel to the gate of the MOSFET (Tr1), the first circuit 133 or the second circuit 132 is If either one requests “conductive state”, the gate voltage of the MOSFET (Tr1) decreases, and the first anode-side control power line L4p is switched to the conductive state.

  In this embodiment, since the p-channel type MOSFET is used for the response circuit 131, the gate circuit 130 becomes conductive if the first circuit or the second circuit performs the operation of reducing the gate voltage. As a request for the state, the first anode-side control power line L4p is switched to the conductive state. However, in the case where an n-channel MOSFET is used for the response circuit 131, the gate circuit 130 performs an operation in which the first circuit or the second circuit raises the gate voltage, so that such an operation is a request for a conduction state. If there is, the first anode side control power supply line L4p is switched to the conductive state.

  The control circuit 111 performs drive control of a DC-DC converter that converts a high voltage to a low voltage. More specifically, the control circuit 111 includes a power supply terminal ta connected to the first anode-side control power supply line L4p, a power supply terminal tb connected to the first cathode-side control power supply line L4n, and an input A signal input terminal Ls2 connected to the signal line Ls2 and a signal output terminal td connected to the output signal line Ls1, and a circuit such as a CPU, a memory circuit, and a clock circuit are appropriately incorporated. The control circuit 111 is driven when a control voltage is applied to the terminals ta and tb, detects the output voltage of the sub-battery Bs via the input signal line Ls2, and according to the output voltage of the sub-battery Bs. The charging mode of the sub battery Bs is appropriately selected. Then, a drive signal corresponding to the selected charging mode is output from the signal output terminal td, and the power transistors Tra to Trd are appropriately driven. At this time, the DC-DC converter CNV generates an appropriate charging voltage by the operation of the full bridge circuit TBC, and charges the sub-battery Bs in a predetermined charging mode.

  As described above, according to the control power supply system 101 according to the present embodiment, since the circuit for ensuring the insulation between the input side and the output side is provided in the control power supply generation circuit, the second means SW and the main battery are electrically connected. As a result, the leakage current from the main battery does not flow into the second means SW.

  Moreover, according to the vehicle-mounted power converter according to the present invention, since the second means SW is electrically insulated from the main battery, the operator of the second means SW does not cause an electric shock by the main battery. Electrical safety is ensured.

  Here, the first means SW described above is preferably a startup operation device Ig for starting to turn on the electric vehicle. Accordingly, the passenger can turn on the activation operation device Ig to turn on the electric vehicle and start the charging operation of the sub-battery Bs.

  The activation operation device Ig is preferably a start key or a start button provided in the vehicle interior. The start key or the start button is a device that switches to a state in which the electric vehicle can be driven when the operator of the electric vehicle starts driving. The start key or the start button is provided in the passenger compartment, so that the start operation of the operator is easily performed.

  In addition, when an electric vehicle has a collision accident, even if the passenger of the electric vehicle accidentally touches the second means (emergency switch), the passenger is guaranteed electrical safety. Therefore, it is protected from secondary damage caused by electric shock.

  Furthermore, the second means SW described above is preferably an emergency switch SW that can be manually switched between a conduction state request and a cutoff state request. The emergency switch SW is a switch that is operated when the electric vehicle is not driven even when the first means (starting operation device / starting key / starting button) Ig is operated, and is to be operated only in an emergency. It is well known to the pilot in advance. Here, when the sub-battery Bs is completely discharged, the DC-DC converter CNV is not driven even if the operator of the electric vehicle operates the first means (starting operation device / starting key / starting button) Ig. Therefore, charging of the sub battery Bs is not started. In such a scene, since the sub-battery Bs is completely discharged, the power supply of the control system is lost and the electric vehicle cannot be driven (running or the like). For this reason, the operator recognizes the emergency state as if some trouble has occurred in the electric vehicle, and presses the emergency button that is allowed to operate only in an emergency. At this time, the DC-DC converter CNV starts charging the sub-battery Bs. When the charging of the sub-battery Bs proceeds to a certain extent, the BCU (Body Control Unit) receives this and drives the electric vehicle ( Allowed to run).

  Note that the emergency switch SW may be provided in any place as long as it is convenient for operation, such as an engine room or a trunk room, in the case of an electric vehicle. However, if the emergency switch SW is provided outside the passenger compartment, the operator must go out of the vehicle once when operating the emergency button, which causes a problem that the operation of the operator becomes complicated. Therefore, the emergency switch SW is preferably provided in the passenger compartment of the electric vehicle. Thereby, the operator can quickly operate the emergency button SW without getting out of the vehicle when recognizing the above-described problems. The emergency switch SW is particularly preferably provided in the vicinity of the driver seat on which the operator sits. As a result, the operation of the emergency button SW is more easily performed.

  However, in the control power supply system 101 according to the first embodiment, when the emergency switch SW is not pressed, the emergency switch SW is energized so that the emergency switch SW is turned off. When stopped, the charging operation of the DC-DC converter CNV is stopped.

  Therefore, FIG. 2 shows an in-vehicle power converter that solves such a problem. As shown in the figure, the in-vehicle power converter is modified in a gate circuit 130 and a control circuit. Specifically, the gate circuit 130 includes a first circuit 133 and a second circuit 132. And a third circuit 134 and a response circuit 131. In other words, the third circuit 134 is newly added to the gate circuit 130. The control circuit is replaced with a new control circuit 112 instead of the control circuit used in the first embodiment. In addition, since it is equivalent to the content demonstrated about Example 1 about another structure, the same code | symbol is attached | subjected to the same location and the description is abbreviate | omitted.

  In addition to the terminals ta to td, the control circuit 112 has a terminal te that outputs a holding signal. In addition to the above-described functions, the control circuit 112 continues to output a holding signal (High signal) when a control voltage is applied to the terminal ta and the terminal tb. The output of the hold signal is interrupted when the sub battery Bs reaches a predetermined voltage (for example, full charge).

  As described above, the third circuit 134 is additionally configured in the gate circuit 130. The third circuit 134 is connected to the terminal te of the control circuit 112. When a holding signal (High signal) is output from the terminal te, the third circuit 134 reduces the gate voltage of the p-channel MOSFET (Tr1). The first control power supply line (in this embodiment, the first anode-side control power supply line L4p) is requested to be conductive. An example of the third circuit 134 will be described. The third circuit 134 includes a transistor Tr4, a resistor R41 having one end connected to the base terminal of the transistor Tr4 and the other end connected to the terminal te of the control circuit 112. , One end is made the same potential as the emitter terminal of the transistor Tr4, and the other end is composed of a resistor R42 connected between the resistor R41 and the terminal te. When the holding signal (High signal) is applied from the terminal te, the third circuit 134 turns on the transistor Tr4, and in the transistor Tr4, a passing current flows from the collector toward the emitter. . In the gate circuit 130 having such a configuration, the conduction state of the first anode-side control power supply line L4p is held while the holding signal is output from the terminal te of the control circuit 112.

  In the control power supply system 102 having such a configuration, once the operator presses the emergency switch SW, the control circuit 112 continues to output a holding signal from the terminal te until the sub-battery Bs reaches a predetermined voltage. For this reason, even if the driver stops pressing the emergency switch SW, the gate voltage of the n-channel MOSFET (Tr1) is continuously set to a low value, whereby the control circuit 112 has a control generated from the main battery Bm. The working voltage will continue to be applied.

  As described above, according to the control power supply system 102 according to the present embodiment, once the operator presses the emergency switch SW, the sub battery Bs is sufficiently charged even if the emergency switch SW returns to the off operation. The DC-DC converter CNV can be driven.

  Moreover, according to the vehicle-mounted power conversion device according to the present embodiment, even when the emergency switch SW returns to the off operation, the charging operation of the DC-DC converter CNV can be maintained and the sub-battery Bs can be sufficiently charged. Become.

  In this embodiment, the control circuit is replaced with one that can output a holding signal. However, even if the control circuit 111 according to the first embodiment is used, it is possible to receive the effect of this embodiment. For example, the emergency switch SW may be provided with an operation holding mechanism that maintains the pressed state once pressed. Then, since the driver does not keep pressing the emergency switch SW, a request for a moving state is made to the response circuit 131. Therefore, in the control power supply system configured as described above, once the driver presses the emergency switch SW. The emergency switch SW keeps the on operation, and the DC-DC converter CNV can be continuously driven.

  In the control power supply system according to the above-described embodiment, since the control power supply is generated only by the main battery Bm, the main battery Bm is driven to drive the DC-DC converter CNV even when the main battery Bm is low. Must consume power. In such a case, it is preferable to receive control power for the control circuit from the sub-battery Bs if there is a margin in the amount of power stored in the sub-battery Bs.

  Therefore, FIG. 3 shows an in-vehicle power converter that can be supplied with power from the sub-battery Bs. As shown in the figure, the in-vehicle power converter according to the present embodiment has a second anode-side control power line Lip and a second cathode-side control power supply in addition to the configuration of the in-vehicle power converter according to the second embodiment. A line Lin is additionally configured. Even in the present embodiment, the description of the configuration previously described is omitted to avoid duplication.

  One end of the second anode-side control power line Lip is connected to the first anode-side control power line L4p, and is connected to the terminal ta of the control circuit 112 via the first anode-side control power line L4p. Has been. The other end of the second anode-side control power supply line Lip is connected to the power supply line Lp2, and is connected to the anode side of the sub-battery via the power supply line Lp2.

  One end of the second cathode side control power supply line Lin is connected to the first cathode side control power supply line L4n, and is connected to the terminal tb of the control circuit 112 via the first cathode side control power supply line L4n. Has been. The other end of the second cathode side control power supply line Lin is connected to the power supply line L2n, and is connected to the cathode side of the sub-battery via the power supply line L2n.

  According to the control power supply system 103 according to the present embodiment, when the storage amount remains in the sub-battery Bs, via the second anode-side control power line Lip and the second cathode-side control power line Lin, Control power from the sub-battery Bs is supplied, and power is supplied to the control circuit 112 by the control power received from the sub-battery Bs, whereby the DC-DC converter CNV can be controlled. In the control power supply system 103, when the sub-battery Bs is completely discharged, the control power can be obtained from the main battery Bm as in the above-described embodiment.

  The second anode-side control power supply line Lip is preferably connected to the anode-side control power supply line L4p before the response circuit 131. In such a connection state, the first anode-side control power line L4p is cut off by the response circuit 131 during the period when the electric vehicle is powered off, so that the sub battery Bs is not required by the control circuit 112. There is no longer any risk of being consumed. Needless to say, the second anode-side control power supply line Lip is naturally connected at the subsequent stage of the control power supply generation circuit 120.

  However, in the control power supply system 103 according to the third embodiment, although the control power output from the control power generation circuit 120 is generated for the control circuit 112, the charging power of the sub-battery Bs or There arises a problem that it is consumed as drive power for an in-vehicle load (illustrated).

  Therefore, FIG. 4 shows an in-vehicle power converter that can solve such a problem. As shown in the figure, the in-vehicle power converter according to the present embodiment includes a diode Dc inserted in the second anode-side control power line Lip in addition to the configuration of the in-vehicle power converter according to the third embodiment. It is configured.

  The diode Dc has an anode disposed on the anode side of the sub-battery Bs and a cathode disposed in the contact direction with the first anode-side control power supply line L4p. The electric power stored in the sub-battery Bs is supplied to the control circuit 112 of the control power supply system 104 by the diode Dc and consumed as control power. On the other hand, the control power generated by the control power generation circuit 120 is effectively consumed by the control circuit 112 without being supplied to the sub-battery Bs.

  As described above, according to the control power supply system 103 according to the present embodiment, the control power generated by the control power supply generation circuit 120 is not consumed by the sub-battery Bs or the vehicle load, and is used as the power supply for the control circuit 112. It will be consumed effectively. Further, since the control power is not affected by the voltage fluctuation of the power supply line L2n, stable operation of the control circuit 112 can be expected.

DESCRIPTION OF SYMBOLS 100 Vehicle-mounted power converter 101 Control power supply system 111 Control circuit 120 Control power generation circuit 130 Gate circuit 131 Response circuit 132 2nd circuit 133 1st circuit 134 3rd circuit L4p 1st anode side control power supply Line L4n First cathode side control power line Lip Second anode side control power line Lin Second cathode side control power line Dc Diode CNV DC-DC converter Bm Main battery Bs Sub battery

Claims (13)

A control circuit that performs drive control of a DC-DC converter that converts high voltage to low voltage, a control power generation circuit that generates power for the control circuit based on the high voltage, the control power generation circuit, and the control circuit And a gate circuit for switching the first control power supply line provided between the first control power supply line to a conductive state or a cut-off state,
The control power generation circuit is configured to electrically insulate the input side to which the high voltage is applied from the output side connected to the gate circuit,
The gate circuit includes: a first circuit that requests a conduction state or a cutoff state of the first control power supply line according to an on operation or an off operation of the first means; and an on operation or off of the second means. According to the operation, at least one of the second circuit that requests the conduction state or the interruption state of the first control power supply line and the first circuit and the second circuit is in a conduction state. A control power supply system comprising: a response circuit that switches the first control power supply line to a conductive state when requested. The high voltage is an output voltage from a main battery connected to the previous stage of the DC-DC converter,
2. The control power supply system according to claim 1, wherein the low voltage is a charging voltage of a sub-battery connected to a subsequent stage of the DC-DC converter.   The control power supply system according to claim 1, wherein the control power supply generation circuit is provided with a transformer circuit that electrically insulates the input side and the output side.   4. The control power supply system according to claim 1, wherein the first means is a start-up operation device for starting to turn on an electric vehicle. 5.   The control power supply system according to claim 4, wherein the activation operation device is a start key or a start button provided in a vehicle interior.   6. The control power supply system according to claim 1, wherein the second means is an emergency switch capable of manually switching between the conduction state request and the cutoff state request.   The control power supply system according to claim 6, wherein the emergency switch is provided in a vehicle interior.   The control power supply system according to claim 6 or 7, wherein the emergency switch is provided with an operation holding mechanism for maintaining the request for the conduction state.   9. The control power supply system according to claim 1, wherein the gate circuit further includes a third circuit that maintains a conduction state of the first control power supply line. 10.   Of the first control power lines, the first anode control power line connected to the anode power supply terminal of the control circuit is the second anode connected to the first anode control power line. 10. The control power supply system according to claim 2, wherein the control power supply system is connected to an anode side of the sub-battery via a side control power supply line.   The second anode-side control power line has a diode interposed therein, the anode of the diode is disposed on the anode side of the sub-battery, and the cathode of the diode is connected to the first anode-side control power line. The control power supply system according to claim 10, wherein the control power supply system is arranged in a contact direction. The responsive circuit is inserted in the first anode-side control power line,
The control anode according to claim 10 or 11, wherein the first anode-side control power supply line is connected to the second anode-side control power supply line before the response circuit. Power system.   An in-vehicle power converter comprising: the DC-DC converter; and the control power supply system according to any one of claims 1 to 12.

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