JP2013022992A - In-vehicle power supply device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an in-vehicle power supply device which can withstand a severe environment of vibration or the like.SOLUTION: A DC-DC converter 130 and a plate body 161 are fixed (disabled from moving relatively) with a bolt as illustrated in Fig.6(a). As a result, when the plate body 161 is deformed minutely in accordance with vibration, the DC-DC converter 130 is vibrated minutely with the vicinity of a weak point S1 in the plate body 161 as a fulcrum. Furthermore, as illustrated in Fig.6(b), a low voltage battery 140 does not include a substantial fixed structure in such a degree as to disable relative movement and is clamped by a fastening force generated by a mounting implement which is configured independent of the low voltage battery, namely, in a mounting implement 163 and the plate body 161. The separation of the low voltage battery from the plate body 161 is limited by this fastening force so that, upon receipt of an impulse or vibration, minute free movement (sliding or deviation due to vibration) is incurred in the low voltage battery 140 by friction or minute elastic deformation.

Description

  The present invention relates to an in-vehicle power supply device mounted on a vehicle, and is particularly suitable when used in a dual-power-source in-vehicle power supply system.

In recent years, the development of power storage devices such as lithium-ion batteries and lithium-ion capacitors has progressed remarkably, and in response to this, new in-vehicle power supply systems using these as power sources have been studied in the fields related to automobile power systems. It has been broken.

  For example, Japanese Patent Laid-Open No. 2003-244863 (Patent Document 1) introduces a so-called dual power-source vehicle power supply system using a plurality of types of batteries. As shown in FIG. 6, the on-vehicle power supply system includes a motor generator (generator with internal combustion engine in the claims) 10 driven by an on-vehicle internal combustion engine, and a high voltage charged by the power generated by the motor generator 10. A battery 20, a DC / DC converter (power conversion device in claims) 30 connected to a subsequent stage of the high-voltage battery 10, and a low-voltage battery 40 charged by the electric power that the DC / DC converter 40 has stepped down The controller 41 controls the DC / DC converter 40, the low power load 50 mounted on the vehicle, and the fan motor 60 that generates the driving force of the cooling fan. Among these, the high voltage battery 20 has an output voltage of about 36 V to 60 V using a secondary battery such as a lithium ion battery or a lithium ion capacitor, and the low voltage battery 40 is a known lead storage battery, and has a voltage of 12 to 14 V. Has an output voltage of the order.

  When the internal combustion engine is driven, the motor generator 10 converts the applied driving force into electric power and starts charging the high voltage battery 10. The high voltage battery 20 supplies high voltage power to the DC / DC converter 40 by discharging the accumulated charges. At this time, the DC / DC converter 40 converts the electric power into a low voltage state (about 12 V) and charges the low voltage battery 50 in the subsequent stage. Moreover, in patent document 1, the fan motor 60 is controlled by the controller 41, and the DC / DC converter 40 is cooled by the wind power of a cooling fan.

  Such a power supply system has both a high energy density power source such as a lithium ion battery and a lithium ion capacitor and a low energy density power source such as a lead-acid battery, so that the load and power consumption with high power consumption are high. It is preferable to supply power to a low load. Further, by using a lithium ion battery / lithium ion capacitor for a high voltage battery, the advantage of low internal resistance is utilized, and the charging efficiency on the high voltage battery side with a large amount of charge is improved.

  Japanese Patent Application Laid-Open No. 2007-253660 (Patent Document 2) introduces a suitable layout example of a “dual power supply type in-vehicle power supply system”. The dual-power-source in-vehicle power supply system according to Patent Document 2 has substantially the same configuration as that of Patent Document 1, and converts the power supplied from the high-voltage battery by the DC / DC converter, and outputs the DC / DC converter. The low voltage battery is charged with electric power. Then, the high voltage battery, the low voltage battery, and the DC / DC converter are coupled together by a bus bar, and the assembly formed thereby is arranged in the internal combustion engine.

  As described above, in Patent Document 2, all of the high-voltage battery, the low-voltage battery, and the DC / DC converter are arranged adjacent to each other, thereby shortening the length of the bus bar and the wiring length in the engine room, and reducing the resistance power loss. I am trying.

JP 2003-244863 A JP 2007-253660 A

However, according to the power supply module of Patent Document 2, since the respective components are coupled to such an extent that they cannot move relative to each other, the electrical contact portion with the bus bar and the mechanical support portion must be strengthened. However, a severe environment such as a vibration reflected from an internal combustion engine, a road surface condition, and a behavior reflected by an operation state is forced in an engine room during driving of an automobile. For this reason, if it is set as the structure of a power supply module like patent document 2, even if it fixes the fixing | fixed part of a bus-bar, mechanical fatigue resulting from a long-time vibration will be caused, and it will be avoided that durability falls. Absent.

In view of the above problems, an object of the present invention is to provide an in-vehicle power supply device that can withstand a severe environment such as vibration.

In order to solve the above problems, the present invention has the following configuration of an in-vehicle power supply device. That is, a power conversion device that converts power supplied from a high-voltage battery that is charged by a generator provided with an internal combustion engine, and an on-vehicle load that is charged by the output power of the power conversion device and that is charged by the power conversion device. A low-voltage battery to be supplied to the vehicle-mounted power supply device, wherein the power conversion device has a casing portion provided with an outer peripheral wall substantially parallel to a built-in board, and the outer peripheral wall is the low-voltage battery Adjacent to the side of the voltage battery, and disposed in the storage chamber of the in-vehicle internal combustion engine with the adjacent low voltage battery, and is capable of minute relative movement with respect to the low voltage battery. And

  Preferably, a plate body on which both the power conversion device and the low-voltage battery are mounted, and a fixture that is independent of the low-voltage battery are provided, and the plate body and the fixture are Then, the low voltage battery is held so as to be capable of minute movement.

Preferably, the power conversion device is fixed to the plate body so that relative movement with the plate body is impossible.

Preferably, an output terminal provided to the power converter, an input terminal provided to the low-voltage battery, a bridge between the output terminal and the input terminal, and output power of the power converter to the low-voltage battery A power transmission member to be applied, and the power transmission member bypasses the shortest path connecting the output terminal and the input terminal and bridges the output terminal and the low-voltage battery.

  Preferably, when a surface on which the input terminal is disposed in an outer peripheral structure of the low-voltage battery is a terminal disposition surface, the power transmission member is a bus bar using a flat plate having a substantially rectangular cross section, It is assumed that the flat surface of the bus bar and the terminal deployment surface are attached so as to face each other.

Preferably, a flexible cable is used as the power transmission member.

Preferably, the output terminal of the power conversion device is provided on an outer peripheral surface of the power conversion device in a direction normal to the terminal deployment surface.

Preferably, the terminal deployment surface of the low voltage battery is disposed at a position offset from a height level of the output terminal.

Preferably, a buffer member for buffering an impact is interposed between the low-voltage battery and the outer peripheral wall of the power converter.

  According to the in-vehicle power supply device according to the present invention, a minute relative movement between the DC / DC converter and the low voltage battery adjacent to each other is allowed, so that the structure of the DC / DC converter or the low voltage battery is destroyed. Therefore, it is possible to easily maintain the fixed state of both. For this reason, the in-vehicle power supply device is expected to have a long life without causing fatigue breakdown even in a severe environment such as vibration such as an engine room.

The figure which shows the circuit structure of the general dual power supply type vehicle-mounted power supply system. The figure which shows the structure of the DC / DC converter which concerns on embodiment. The figure which shows the structure of the vehicle-mounted power supply device which concerns on embodiment. The figure which shows the cross section of the DC / DC converter which concerns on embodiment. The figure which shows the example of a layout of the vehicle-mounted power supply device in an engine room. The figure which shows the behavior of the low voltage battery in a power supply module. The figure which shows the power transmission member bridge | crosslinked between terminals (this Embodiment). The figure which shows the power transmission member bridge | crosslinked between terminals (this Embodiment). The figure which shows the circuit structure of the dual power supply type vehicle-mounted power supply system which concerns on a prior art example.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIG. 1, a dual power-source vehicle-mounted power supply system SYS includes an internal combustion engine generator 110, a high-voltage battery 120, a power conversion device 130, a low-voltage battery 140, and a low-power mounted on a vehicle. And a load 150. The power conversion device 130 is appropriately wired by a power transmission line, specifically, connected to the high voltage battery 120 and the internal combustion engine generator 110 via the power transmission line L1, and connected to the low voltage via the power transmission line L2. The battery is connected to the voltage battery 140 and is set to the same potential as the ground potential via the power transmission lines L3 and L4. In addition, although various forms, such as a power transmission cable or a bus bar, can be employ | adopted for these power transmission lines, the specific aspect is demonstrated sequentially.

  An internal combustion engine generator (hereinafter referred to as a motor generator) 110 has a generator section, an input shaft, and a pulley. When the chain belt of the internal combustion engine starts to move, torque is applied to the input shaft and power is generated in the power generation section. . The generated power generated by the motor generator 110 is supplied to the power conversion device 130 and the high voltage battery 120 via the power transmission line L1.

  The high voltage battery 120 is a battery having an energy density higher than that of the lead acid battery, and the high voltage battery 120 is set to an output voltage of about 36V to 60V as a whole. As described above, the high voltage battery 120 has a higher output voltage than that of a normally used lead storage battery, and on the other hand, the upper limit value is limited to 60 V or less from the viewpoint of safety. As the high voltage battery, for example, a lithium ion battery or a lithium ion capacitor is used. The internal resistance of these batteries is lower than the internal resistance of lead acid batteries, and the charging efficiency is very high. In particular, a lithium ion capacitor is configured to include a negative electrode of a lithium ion battery and a positive electrode of an electric double layer, has a higher energy density than a lithium ion battery, and has a quick charge / discharge operation due to a low internal resistance. Have

  The high voltage battery 120 is charged by the power generated by the motor generator 110. The charging here is performed in a state where the charging efficiency is very good because the internal resistance of the high voltage battery 120 is low.

  The power conversion device 130 includes a power transistor, a control circuit board, an insulating transformer, a filter circuit, and the like, and a power conversion circuit that steps down the voltage value of the supplied power is formed. In the present embodiment, the applied voltage from the high-voltage battery 120 is stepped down to about 14 V, and the input power is in a DC state, and will be referred to as a DC / DC converter 130 hereinafter. The configuration of the DC / DC converter 130 will be described in detail with reference to FIGS.

  The low voltage battery 140 is wired by power transmission lines L <b> 2 to L <b> 4 and connected in parallel to the DC / DC converter 130. A known lead storage battery is used for the low voltage battery 140. The lead acid battery is composed of a positive electrode of lead dioxide, a negative electrode of spongy lead, and an electrolyte solution of dilute sulfuric acid, and is charged and discharged by movement of sulfate ions. Such a lead storage battery has a feature that when it reaches 50 ° C. to 60 ° C. or higher, sulfate ions in the electrolytic solution are saturated and the amount of stored electricity is extremely reduced (sulfation). Moreover, it has the characteristic that internal resistance is high. The low voltage battery 140 using a lead storage battery is charged by the output power of the DC / DC converter 130, and specifically, is charged by an applied voltage of a maximum of 14V. Further, the low voltage battery 140 is discharged at an output voltage of about 12 V and supplies this power to the on-vehicle load.

  The low power load 150 is a motor driver such as a mirror, a power window, lighting, or the like, and refers to an electronic device that is driven with a voltage of 12 V or less. The low power load 150 corresponds to an “in-vehicle load” in the claims.

  Since such a low power load 150 is designed to have a rated voltage of 12V or less, it cannot receive power directly from the high voltage battery 120 of 36V to 60V. For this reason, it is necessary to provide a battery 140 at the subsequent stage of the DC / DC converter and supply power corresponding to the rated voltage of the low power load 150 as in the dual-power-source in-vehicle power supply system SYS according to the present embodiment. is there.

  On the other hand, in the power supply system SYS, the high voltage battery 120 is provided at the rear stage of the motor generator 110. With such a circuit configuration, a high voltage battery 120 having a high energy density is used for the high power system, and loss during charging can be reduced. And the high voltage battery 120 enables sufficient power supply to the load (for example, an air conditioner, a cell motor, etc.) of a high electric power system by the discharge power.

  Next, the configuration of the DC / DC converter will be described with reference to FIG. 2A is an exploded view of each part of the DC / DC converter, and FIG. 2B is a completed view of the DC / DC converter.

  As shown in FIG. 2A, the DC / DC converter 130 is composed of a casing part composed of a cover part 137 and a heat sink 133, and a circuit part built in the casing part. In the same figure, the direction perpendicular to the mounting surface of the circuit board constituting the circuit part (control circuit board, indicating the mounting part) is the plate thickness direction, and among the plate thickness directions, the cover part direction is the second plate thickness direction, The direction opposite to the cover part (the direction of the heat sink) is defined as the first plate thickness direction.

  As shown in the figure, the cover part 137 includes an outer peripheral wall 137a having a relatively large surface area and a frame part 137b formed integrally therewith. The outer peripheral wall 137a is attached to the heat sink 133 so as to be substantially parallel to a built-in substrate such as a control circuit substrate. The cover part 137 is made of a weak heat conductive material, and plays a role of blocking heat transfer from the circuit part in the second plate thickness direction. For this reason, it is preferable to use a resin material for the cover portion 137 without using a metal material. In particular, PBT, PPS, PET, or the like is preferably used in order to ensure sufficient mechanical strength and heat resistance.

  The heat sink 133 is formed of a highly heat conductive material such as aluminum die cast. As shown in the figure, the heat sink 133 is formed with a radiation fin 133f in the first plate thickness direction and a bottomed storage space 133g in the second plate thickness direction. The heat sink 133 has a circuit portion disposed in the storage space 133g, transmits heat generated by the circuit portion in the first plate thickness direction, and exchanges heat with the radiation fins 133f. Hereinafter, the surface in the first plate thickness direction of the heat sink 133 is referred to as a high heat dissipation surface 133h. The heat sink 133 is welded with a stay portion 138 formed from an angle material or the like. The stay 138 is appropriately provided with a bolt hole and serves as a fixing bracket.

  In the present embodiment, a housing portion is formed by the cover portion 137 and the heat sink 133. This casing is thermally divided between the cover portion 137 and the heat sink 133, and the cover portion 137 acts to weaken the heat flow in the second plate thickness direction. Thus, by concentrating the heat transfer path only on one surface having a large surface area, a high heat dissipation surface 133h is formed on the heat sink side, and an outer peripheral wall (hereinafter referred to as a low heat dissipation outer peripheral wall) 137a is formed on the cover portion 137. Will be formed. In addition, it is good for the joint surface of the cover part 137 and the heat sink 133 to interpose a packing member or an adhesive layer, and to ensure waterproofness.

  As shown in the figure, the circuit part built in the housing part is composed of a power element mounting part 131 (a mounting part in claims), a control circuit board 132, a frame 134, and other circuit elements. Among these, the power element mounting portion 131 is made of a material having a high electrical insulation performance and a high heat transfer coefficient. For example, a metal ceramic substrate such as alumina is used. The power system mounting portion 131 is mounted with a power transistor or a package element Tr in which the power transistor is packaged, and the storage space 133g of the heat sink 133 is interposed via an adhesive layer (or grease or the like) having a high heat transfer coefficient. Laminated on the bottom. According to such a laminated structure, since a material having high thermal resistance is not interposed between the power transistor and the heat sink 133, the amount of heat generated in the power transistor is effectively transferred to the high heat dissipation surface of the heat sink 133. Become. In this embodiment, the power element substrate is used. However, the present invention is not limited to this, and a structure in which an insulating layer is directly formed on the heat sink surface and a wiring pattern is formed on the upper layer is also possible. good.

  The frame 134 is formed from an insulating resin material and has a frame shape surrounding the power element mounting portion 131. The frame upper body is insert-molded with an insert nut and a plurality of terminals. One end of the insert-molded terminal faces the power element mounting portion 131 in the frame, and is connected to the terminal portion of the power transistor through a bonding wire. The other end is fixed so as to face the second plate thickness direction. The frame 134 is placed on the bottom surface of the storage space 133g so as to accommodate the power element mounting portion 131 therein, and is fixed by a fastening member or an adhesive (not shown).

  As the control circuit board 132, a glass epoxy board or the like is used, and a wiring pattern is formed on the mounting surface. On the mounting surface, various small electrical elements such as an IC, a microcomputer, and a chip resistor, that is, electrical elements that function with low electric power are mounted. These electrical elements constitute a part of a power transistor drive circuit. As shown in the figure, the control circuit board 132 is laminated in the second plate thickness direction of the power element mounting portion 131 and is screwed to an insert nut formed on the frame 134. Here, the terminal groups facing in the second plate thickness direction from the frame 134 are inserted into through holes (not shown) of the control circuit board 132 and soldered to appropriate wiring pattern portions. Therefore, when a signal is generated by the mounting component of the control circuit board 132, the signal is sent to the power transistor through the terminal of the frame 134, and the power transistor is driven.

  Outside the frame 134, large exothermic elements such as a coil component 136a, a capacitor 136b, and a charge / discharge resistor 136c are arranged. As an example, the coil component 136a constitutes a transformer or a filter circuit. For example, the transformer is one of the main components of the power conversion device, and includes an iron core, a primary coil, and a secondary coil. The filter circuit is configured by a combination of a coil component 136a and a capacitor 136b.

  These large exothermic elements 136a to 136c are directly fixed to the bottom surface of the heat sink 133 via an insulating sheet or insulating adhesive layer having a high heat transfer coefficient. As described above, the large exothermic elements 136a to 136c are mounted in a region that does not include any of the power element mounting part 131 and the control circuit board 132, that is, in a heat sink area outside the power element mounting part 131 and the control circuit board 132. Thus, a suitable heat dissipation structure is formed. In addition, since the large exothermic elements 136a to 136c are laid out outside the power element mounting portion 131 and the control circuit board 132, the power element mounting portion 131 and the control circuit board 132 are vulnerable to a wire bonding portion or a solder portion. The contact structure is protected.

  Further, since the large exothermic elements 136a to 136c are larger in size than a planar component such as a substrate, it is necessary to ensure a certain dimension in the thickness direction. However, in the DC / DC converter 130 according to the present embodiment, when a two-layer structure including the power element mounting portion 131 and the control circuit board 132 is adopted, the substrate region generated by the large exothermic elements 136a to 136c is eliminated. By filling the dead space with the control circuit board 132, the density and size of the apparatus can be increased. Furthermore, since the control circuit board 132 is disposed on the low heat radiation outer peripheral wall side (second plate thickness direction) of the power element mounting portion 131 with respect to this two-layer structure, the control circuit board 132 generates heat generated by the power transistor. It will play the role of a barrier.

The heat sink 133 is provided with an output terminal 133a, a high voltage terminal 133b, a ground terminal 133c, and a signal terminal 133d. Among these, the output terminal 133a is a terminal that fixes the end of the bus bar (power transmission line L2), the high-voltage terminal 133b is a terminal that fixes the end of the bus bar (power transmission line L1), and the ground terminal is the bus bar (power transmission line). L3) and a signal terminal 133d is a CAN (Control
Aria Network) through which information communication is performed. An electrical insulating material is used for the connector portion that holds these terminals.

  When the above-described components are assembled, the DC / DC converter 130 has an outer shape as shown in FIG. When the DC / DC converter 130 is driven, the power applied to the high voltage terminal 133b is converted and power of about 14V is output from the output terminal 133a. When such power conversion is performed, a large current flows through the power transistor and the large exothermic elements 136a to 136c, and heat is generated in these elements. This amount of heat is intensively supplied to the high heat radiation surface 133h having the heat radiation fins 133f based on the characteristic internal structure described above. On the other hand, in the low heat radiating outer peripheral wall 137a of the cover part 137, since the heat amount transmission path is blocked, the temperature rise is effectively suppressed.

FIG. 3 shows the configuration of the in-vehicle power supply device according to the present embodiment. FIG. 3 (a) shows an exploded view of the in-vehicle power supply device, and FIG. 3 (b) shows the in-vehicle power supply device after assembly.

  As shown in FIG. 3A, the in-vehicle power supply device 100 according to the present embodiment includes a power supply module including a DC / DC converter 130 and a low-voltage battery 140, a plate body 161, a bracket 162, and a fixture 163. It consists of.

  As described above, in the low voltage battery 140, the electrolytic solution, the anode layer, and the cathode layer are formed inside the structure. In this embodiment, the outer peripheral structure of the low-voltage battery 140 is a substantially hexahedron having an upper surface 141a and a bottom surface 141f, and side surfaces 141b to 141e. On the upper surface 141a of the low voltage battery 140, an anode terminal 142a and a cathode terminal 142b are provided. Among these, the anode terminal 142a is electrically connected to the internal anode layer, and the cathode terminal 142b is electrically connected to the internal cathode layer.

  A main part of the plate body 161 is constituted by a plate body, and a bottom surface portion 161x and an outer edge portion 161y are formed. In addition, female bolt taps 161a and 161b are formed on the bottom surface portion 161x. A power supply module (the DC / DC converter 130 and the low voltage battery 140) is mounted on the bottom surface portion 161x. The DC / DC converter 130 is fixed to the plate body 161 by bolts 138a, and the low voltage battery 140 is fixed to the bottom surface portion 161x by the mounting tool 163, so that the skeleton portion and the bottom surface portion 161x of the mounting tool 163 are removed. It will be gripped. The plate body 161 is disposed at an appropriate position in the engine room of the automobile, and is bolted to a predetermined position together with the bracket 162.

  In the low voltage battery 140, as shown in FIG. 3B, the conduction terminals 143 and 144 are inserted into the anode terminal 142a and the cathode terminal 142b, respectively, and are fixed by the fixing bolts 143a and 143b. The bus bar (power transmission line L2) is bridged between the output terminal 133a and the conduction terminal 143, and both ends of the bus bar (power transmission line L2) are fixed with fixing bolts. In this embodiment, with this structure, the output terminal 133a of the DC / DC converter 130 and the anode terminal 142a of the low voltage battery 140 are electrically connected, and the output power from the DC / DC converter 130 is low. Will be applied.

  In the present embodiment, since the low heat radiation outer peripheral wall 137a of the DC / DC converter 130 is adjacent to the side surface 141c of the low voltage battery 140, the output terminal 133a of the DC / DC converter 130 and the low voltage battery 140 are adjacent to each other. The anode terminal 142a can be disposed in a close proximity. For this reason, the length of the bus bar (power transmission line L2) is shortened, and the resistance power loss is reduced. In particular, by providing the output terminal of the DC / DC converter 140 in the same direction as the anode terminal 142a, the anode terminal 142a and the output terminal 133a can be brought closest to each other as shown in FIG. Such a structure is suitable for reducing resistance power loss.

  In addition, in the first plate thickness direction of the DC / DC converter 130, since the configuration such as the high voltage battery 120 is installed in another place, there is no adjacent structure. For this reason, in this direction, the design flexibility of the heat sink is improved, and a sufficient heat dissipation structure can be formed.

  According to such a configuration, the amount of heat generated by the power transistor or large exothermic element in the DC / DC converter is preferentially transferred to the high heat dissipation surface (first plate thickness direction) on which the heat sink 133f is disposed, and the battery The amount of heat transfer to the side (second plate thickness direction) is suppressed. For this reason, in the low voltage battery 140, even if the DC / DC converter 130 is driven, it hardly receives heat from the device, and the risk of temperature rise is reduced (see FIG. 4). Therefore, in the low-voltage battery 140, sulfation is less likely to occur, and the inconvenience of a decrease in the amount of electricity stored due to a temperature rise is solved.

  In the present embodiment, DC / DC converter 130 is arranged adjacent to side surface 141c having a large surface area in the outer peripheral structure of low-voltage battery 140. For this reason, the heat sink 133f of the DC / DC converter can be set within the range of the side surface 141c, and the heat sink 133f having a sufficient heat radiation area can be designed. For this reason, it is possible to omit the heat dissipating fan as in the conventional example.

  Here, it is preferable that a buffer member (an elastic sheet or the like) is inserted in a gap between the DC / DC converter 130 and the low voltage battery 140. This is because the in-vehicle power supply device 100 is fixed in an engine room where vibration and behavior of the automobile are transmitted violently, so that the buffer member has a suitable configuration for alleviating the impact between the two due to vibration. In particular, the elastic member is preferably made of a material having low thermal conductivity. The weak heat conducting member is, for example, a polymer material such as an elastomer. As described above, the buffer member has a thermal insulation property, and thus can also have a function of blocking the transfer of heat between the DC / DC converter 130 and the low-voltage battery 140.

  FIG. 5A shows a layout example of the in-vehicle power supply device in the engine room of the automobile 1000. As shown in the figure, in the engine room 1001 (the storage chamber in the claims), the internal combustion engine E / G is disposed in the center, and the motor generator 110 is fixed near the timing chain of the internal combustion engine E / G. Motor generator 110 is connected to high voltage battery 120 via a power transmission line (power transmission cable L1a). Since the high-voltage battery 120 has a high energy density, if the internal structure is damaged by an impact, it may cause heat generation or ignition. For this reason, it arrange | positions in a place with little influence by an impact in an engine room.

  Further, a DC / DC converter 130 is connected to the high voltage battery 120 via a power transmission line (power transmission cable or bus bar L1b), and further to the DC / DC converter 130 via a power transmission line (bus bar L2). A low voltage battery 140 is connected. As described above, the power supply module E / M including the DC / DC converter 130 and the low voltage battery 140 is separate from the high voltage battery 120, and thus can be independently arranged with respect to the high voltage battery 120.

Generally, in the power conversion circuit, the following Expression 1 is established.
E1 · I1 = η · E2 · (DUTY · I2) Equation 1
E1: Output voltage of high-voltage battery I1: Current flowing through power transmission line L1b E2: Output voltage of DC / DC converter I2: Current flowing through power transmission line L2 η: Efficiency DUTY: DUTY ratio controlled by converter

Assuming that E1 = 42V and E2 = 14V, the following expression 2 is obtained based on the above expression 1.
I1 = (η · DUTY / 3) · I2 = K · I2 Equation 2
The coefficient K in Equation 2 is “K << 1” due to the properties of η and DUTY. That is, during the normal operation of the DC / DC converter 130, a larger current flows through I2 than I1.

  In the present embodiment, focusing on such matters, the distance is shortened only for the power transmission line through which the enormous current value I2 flows, that is, the bus bar L2 at the rear stage of the DC / DC converter 130, thereby reducing the resistance power loss. To do. In addition, since the current value of the other power transmission lines is relatively small, the flexibility of the layout of the high voltage battery 120 is improved, and the wiring that gives the highest priority to ensuring safety is adopted.

  Therefore, in the present embodiment, as shown in FIG. 5A, the power supply module E / M and the high voltage battery 120 are arranged independently, so the high voltage battery 120 is preferentially arranged in a safe space. It becomes possible. The high voltage battery 120 is not limited to the location shown in FIG. 5A, and a suitable position is appropriately selected. Moreover, the high voltage battery 120 may be mounted not only in the engine room but also in the seat bottom or in the trunk room. Thus, since it is not necessary to make the power transmission lines L1a and L1b extremely short, the high voltage battery 120 can be freely arranged, and accordingly, safety against an impact or the like can be ensured.

  On the other hand, the power supply module E / M is reduced in size by being separated from the high-voltage battery 120, thereby improving the degree of freedom in layout. Further, as described above, since the power supply module E / M has a configuration in which the bus bar L2 is shortened, it is possible to reduce resistance power loss at a portion where the current value becomes enormous in the in-vehicle power supply system. In particular, when the current flowing through the bus bar L2 is the charging current of the lead storage battery 140 having a high internal resistance, the reduction in charging efficiency of the lead storage battery 140 is alleviated.

  Conventionally, in an in-vehicle power supply system using only a lead storage battery that does not include the high voltage battery 120, the lead storage battery directly receives electric power from the motor generator, so that the current value between the motor generator and the lead storage battery becomes high. For this reason, in the conventional vehicle-mounted power supply system, lead storage batteries have been arranged in the engine room in order to reduce resistance power loss therebetween. The actual situation is that such a layout follows the conventional layout method even in the dual power-source vehicle-mounted power supply system in which the current value does not increase in the power transmission lines L1a to L1b.

  In the present embodiment, a suitable layout of a dual power-source vehicle-mounted power supply system has been found based on the conventional layout of a lead storage battery conventionally employed. That is, even in the dual power-source vehicle-mounted power supply system, the low-voltage battery (lead storage battery in this embodiment) 140 is disposed in the engine room 1001, and the DC / DC converter 130 is also disposed in the engine room 1001. It was decided to. Based on this, the shortening of the bus bar L2 having a large current value has been successfully achieved by modifying the device structure. Accordingly, there are a wide variety of layout variations according to the present embodiment. For example, the power supply module E / M is appropriately changed in the arrangement direction as shown in FIG. 5B, not limited to FIG. You may do it.

  As described above, when the in-vehicle power supply device 100 is disposed in the engine room 1001 of the automobile, vibrations of the internal combustion engine, impacts associated with the behavior of the automobile, and the like are applied. In this case, for example, as shown in FIG. 6A, since the DC / DC converter 130 and the plate body 161 are fixed by bolts (relative movement is impossible), if the plate body 161 is slightly deformed in response to vibration, The DC / DC converter 130 vibrates slightly with the vicinity of the weak point S1 in the plate body 161 as a fulcrum.

  Further, as shown in FIG. 6B, the low voltage battery 140 does not have a substantial fixing structure that is relatively incapable of relative movement, and is a fixture that is independent of the low voltage battery, that is, a fixture. 163 and the plate body 161 are gripped by the tightening force generated. Further, the detachment from the plate body 161 is restricted by the tightening force. For this reason, when the low voltage battery 140 is subjected to an impact or vibration, minute play (slide, displacement due to vibration, etc.) occurs due to friction or minute elastic deformation.

  As described above, the DC / DC converter 130 according to the present embodiment can perform minute relative movement with respect to the low voltage battery 140 based on the deformation of the plate body 161, the low voltage battery mounting structure, and the like. For this reason, according to the present embodiment, it is possible to easily maintain both the fixed states without destroying the structure of the DC / DC converter or the low-voltage battery. For this reason, the in-vehicle power supply device is expected to have a long life without causing fatigue breakdown even in a severe environment such as vibration such as an engine room.

  In addition, when the transmission line L2 uses the flat bus bar which consists of a substantially rectangular cross section, it is preferable to make the flat surface Q of a bus bar face the upper surface (henceforth, terminal arrangement | positioning surface) 141a of the low voltage battery 140. . Thereby, it becomes possible to absorb the vibration of the low-voltage battery 140 in the vertical direction (FIG. 7a).

  Moreover, as shown in FIG.7 (b), it is preferable to provide the external force absorption part L2a between the both-ends fixing parts in the bus bar L2. As a result, the bus bar L2 can also absorb external force in the plate thickness direction, so that vibration and the like can be absorbed for components in the biaxial direction. The external force absorbing portion is not limited to the shape shown in FIG. 7B, and various shapes such as a step shape and a folding screen shape as shown in FIG. 7C can be applied. In this way, the bus bar L2 can absorb vibrations and the like by being detoured from the shortest path connecting the output terminal 133a and the input terminal 142a.

  In order to shorten the bus bar L2, it is necessary to bring the input terminal 142a of the low voltage battery 140 close to the output terminal 133a of the DC / DC converter 130. For this purpose, the normal direction of the terminal deployment surface 141a is required. However, it is effective to provide the output terminal 133a on the outer peripheral surface of the casing of the DC / DC converter 130 (in the direction toward the outside of the structure). And in order to make the bus bar L2 the shortest, it is good to set the both ends of a bus bar to the same height like Fig.7 (a), and make the said bus bar flat. However, as shown in FIG. 7C, it is easy to form the structure constituting the external force absorbing portion described above by deliberately offsetting the terminal deployment surface 141a from the height level of the output terminal 133a. Moreover, even if such a minute detour occurs, the resistance power loss is hardly affected.

  Although the shape of the side surface of the bus bar has been described with reference to FIG. 7, a suitable shape (external force absorbing portion) that can absorb vibration can also be formed in the shape of the bus bar in the plane direction. For example, as shown in FIG. 8B, the bus bar L2 has an L shape in an orthogonal projection surface onto the terminal deployment surface 141a. Since the bus bar L2 having such a shape has a variable direction (so-called degree of freedom) as compared with the bus bar of FIG. 7A, it is possible to suitably absorb external force such as vibration.

  In the present embodiment, the power transmission line L2 is described as a bus bar, but a cable such as a harness may be used. The cable in the power transmission line L2 can be bent where it is made of wire, and is very suitable for forming the external force absorbing portion described above.

100 on-vehicle power supply, 110 motor generator, 120 high voltage battery, 130 DC / DC converter, 140 low voltage battery, 150 low power load (vehicle load), 137a low heat radiation outer wall, 133h high heat radiation surface, 133f heat sink, 137 Cover part, 132 Control circuit board.

Claims (9)

A power conversion device that converts power supplied from a high-voltage battery that is charged by a power generator attached to the internal combustion engine, and that is charged by the output power of the power conversion device and supplies the power charged by the power conversion device to an in-vehicle load A vehicle-mounted power supply device comprising:
The power converter is
It has a housing portion provided with an outer peripheral wall that is substantially parallel to a built-in board, and the outer peripheral wall is adjacent to face the side surface of the low-voltage battery, and is mounted on the vehicle with the adjacent low-voltage battery. An in-vehicle power supply device, which is disposed in a storage chamber of an internal combustion engine and is capable of minute relative movement with respect to the low voltage battery. Furthermore, a plate body on which both the power conversion device and the low-voltage battery are mounted, and a fixture that is independent of the low-voltage battery are provided,
The in-vehicle power supply device according to claim 1, wherein the plate body and the fixture grip the low-voltage battery by allowing minute movement. The in-vehicle power supply device according to claim 2, wherein the power conversion device is fixed to the plate body so that relative movement with the plate body is disabled. An output terminal provided to the power converter, an input terminal provided to the low-voltage battery, and power transmission that bridges the output terminal and the input terminal and applies the output power of the power converter to the low-voltage battery And having a member
4. The vehicle-mounted device according to claim 1, wherein the power transmission member bypasses a shortest path connecting the output terminal and the input terminal and bridges the output terminal and the low-voltage battery. Power supply. When the surface on which the input terminal is deployed in the outer peripheral structure of the low-voltage battery is a terminal deployment surface,
The said power transmission member is a bus bar using the flat plate which consists of a substantially rectangular cross section, Comprising: It attaches so that the flat surface of the said bus bar and the said terminal deployment surface may face. In-vehicle power supply. The in-vehicle power supply device according to claim 4, wherein a flexible cable is used as the power transmission member. The in-vehicle power supply device according to claim 4, wherein the output terminal of the power conversion device is provided on an outer peripheral surface of the power conversion device in a direction normal to the terminal deployment surface. The in-vehicle power supply device according to claim 5, wherein the terminal deployment surface of the low voltage battery is disposed at a position offset from a height level of the output terminal. The in-vehicle power supply device according to claim 1, wherein a buffer member that cushions an impact is interposed between the low-voltage battery and the outer peripheral wall of the power conversion device. .

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