JP2017093117A - Power supply unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress noise caused by switching a switching element.SOLUTION: Carrier frequencies f1*, f2* for execution are set so that a difference between the carrier frequency f1* for execution and the frequency f2* for execution is not less than a frequency difference df, varies at the same timing and becomes a frequency different from the carrier frequencies f1*, f2* for execution before varying, and by pulse width modulation control using the preset carrier frequencies f1*, f2* for execution, switching elements of two boosting converter are controlled, thereby suppressing noise caused by switching the switching element.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a power supply device, and more particularly, to a power supply device including first and second batteries and first and second boost converters.

  Conventionally, as this type of power supply device, a device including a main DC power supply, a main converter, a sub DC power supply, and a subconverter has been proposed (see, for example, Patent Document 1). The main converter includes a reactor and a switching element, and is connected between the main DC power supply and the load. The sub-converter includes a reactor and a switching element, and is connected between the sub DC power supply and the load. In this device, the switching elements of the main converter and the sub-converter are subjected to switching control according to the load command value and the required power.

JP2012-90421A

  In the power supply device described above, the main converter and the sub-converter each have a reactor. The reactor becomes a source of noise when AC power flows due to switching of the switching element. Therefore, compared to a configuration including only a main converter as a converter, the number of reactors that are sources of noise is large, and thus noise increases.

  The main object of the power supply device of the present invention is to reduce noise associated with switching of a switching element.

  The power supply apparatus of the present invention employs the following means in order to achieve the main object described above.

The power supply device of the present invention is
A first battery;
A first boost converter having a first reactor and a first switching element, connected to a high voltage side power line to which an electrical device is connected and to a first low voltage side power line to which the first battery is connected;
A second battery;
A second boost converter having a second reactor and a second switching element and connected to the high-voltage power line and the second low-voltage power line to which the second battery is connected;
Control means for controlling the first and second switching elements by pulse width modulation control;
A power supply device comprising:
The control means includes
A difference between a first carrier frequency used for the pulse width modulation control of the first switching element and a second carrier frequency used for the pulse width modulation control of the second switching element is a predetermined difference or more;
Changing the first carrier frequency and the second carrier frequency at the same timing;
The first carrier frequency and the second carrier frequency are different frequencies before and after the change,
This is the gist.

  In the power supply device of the present invention, the difference between the first carrier frequency used for the pulse width modulation control of the first switching element and the second carrier frequency used for the pulse width modulation control of the second switching element is equal to or greater than a predetermined difference. By doing so, one of the first and second carrier frequencies can be made higher than the other. In general, the sound level becomes smaller as the frequency becomes higher, and a weak sound is canceled out by a strong sound by the frequency masking effect. Therefore, by making one of the first and second carrier frequencies higher than the other, the higher frequency sound can be made difficult to be recognized. In addition, by changing the first carrier frequency and the second carrier frequency at the same timing, fluctuations in timbre can be suppressed and noise can be made difficult to be recognized. Further, the first carrier frequency and the second carrier frequency are changed at the same timing, and the first carrier frequency and the second carrier frequency are different before and after the change. Thereby, the sound pressure level of noise accompanying switching of the switching element can be reduced. As a result, noise accompanying switching of the switching element can be reduced.

  In such a power supply device of the present invention, the predetermined frequency may be higher than a beat frequency of the first carrier frequency and the second carrier frequency. By so doing, it is possible to suppress the occurrence of beats and to further reduce noise.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power supply device as one embodiment of the present invention. It is a block diagram which shows the outline of a structure of the electric drive system containing motor MG1, MG2. It is explanatory drawing which shows an example of the time change of execution carrier frequency f1 *, f2 *.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power supply device as an embodiment of the present invention. FIG. 2 is a configuration diagram showing an outline of the configuration of the electric drive system including the motors MG1 and MG2. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, first and second boost converters 54 and 55, and first and second. Batteries 50 and 51, first and second relays 56 and 57, and a hybrid electronic control unit (hereinafter referred to as “HVECU”) 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .

  The engine ECU 24 receives signals from various sensors necessary for controlling the operation of the engine 22, for example, a crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26, and the like via an input port. ing.

Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through an output port. Examples of various control signals include the following.
・ Drive control signal to the fuel injection valve ・ Drive control signal to the throttle motor that adjusts the position of the throttle valve ・ Drive control signal to the ignition coil integrated with the igniter

  The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 controls the operation of the engine 22 by a control signal from the HVECU 70. Further, the engine ECU 24 outputs data relating to the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank angle θcr.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of planetary gear 30 is connected to the rotor of motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 that is coupled to the drive wheels 38 a and 38 b via a differential gear 37. A crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

  The motor MG1 is configured as a synchronous generator motor having a rotor in which permanent magnets are embedded and a stator in which a three-phase coil is wound. As described above, the motor MG1 has a rotor connected to the sun gear of the planetary gear 30. The motor MG2 is configured as a synchronous generator motor similar to the motor MG1. The motor MG2 has a rotor connected to the drive shaft 36.

  As shown in FIGS. 1 and 2, the inverter 41 is connected to the high voltage side power line 46. The inverter 41 includes six transistors T11 to T16 and six diodes D11 to D16. Two transistors T11 to T16 are arranged in pairs so as to be on the source side and the sink side with respect to the positive electrode bus and the negative electrode bus of the high voltage side power line 46, respectively. The six diodes D11 to D16 are respectively connected in parallel to the transistors T11 to T16 in the reverse direction. The three-phase coils (U-phase, V-phase, W-phase) of the motor MG1 are connected to the connection points of the paired transistors T11 to T16. Therefore, when the voltage is acting on the inverter 41, the on-time ratio of the paired transistors T11 to T16 is adjusted by the motor electronic control unit (hereinafter referred to as “motor ECU”) 40. A rotating magnetic field is formed in the three-phase coil, and the motor MG1 is driven to rotate.

  Similarly to the inverter 41, the inverter 42 includes six transistors T21 to T26 and six diodes D21 to D26. When the voltage is applied to the inverter 42, the motor ECU 40 adjusts the ratio of the on-time of the paired transistors T21 to T26, whereby a rotating magnetic field is formed in the three-phase coil, and the motor MG2 is Driven by rotation.

  The first boost converter 54 is connected to a high voltage side power line 46 to which the inverters 41 and 42 are connected, and a first low voltage side power line 47 to which the first battery 50 is connected. The first boost converter 54 includes two transistors T31 and T32, two diodes D31 and D32, and a reactor L1. The transistor T31 is connected to the positive bus of the high voltage side power line 46. The transistor T32 is connected to the transistor T31 and the negative bus of the high voltage side power line 46 and the first low voltage side power line 47. The two diodes D31 and D32 are respectively connected in parallel to the transistors T31 and T32 in the reverse direction. The reactor L1 is connected to a connection point Cn1 between the transistors T31 and T32 and the positive bus of the first low-voltage power line 47. The first boost converter 54 adjusts the on-time ratio of the transistors T31 and T32 by the motor ECU 40 to boost the power of the first low-voltage side power line 47 and supply it to the high-voltage side power line 46. The power of the high voltage side power line 46 is stepped down and supplied to the first low voltage side power line 47.

  The second boost converter 55 is connected to the high voltage side power line 46 and the second low voltage side power line 48 to which the second battery 51 is connected. Similar to the first boost converter 54, the second boost converter 55 includes two transistors T41 and T42, two diodes D41 and D42, and a reactor L2. Then, the second boost converter 55 boosts the power of the second low-voltage side power line 48 and supplies it to the high-voltage side power line 46 by adjusting the on-time ratio of the transistors T41 and T42 by the motor ECU 40. Or the voltage of the high voltage side power line 46 is stepped down and supplied to the second low voltage side power line 48. Hereinafter, the transistors T31 and T41 may be referred to as upper arms of the first and second boost converters 54 and 55, and the transistors T32 and T42 may be referred to as lower arms of the first and second boost converters 54 and 55.

  A smoothing capacitor 46 a is attached to the positive and negative buses of the high voltage side power line 46. A smoothing capacitor 47 a is attached to the positive and negative buses of the first low-voltage power line 47. A smoothing capacitor 48 a is attached to the positive and negative buses of the second low-voltage power line 48.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .

Signals from various sensors necessary for driving and controlling the motors MG1 and MG2 and the first and second boost converters 54 and 55 are input to the motor ECU 40 via input ports. Examples of signals from various sensors include the following.
Rotational positions θm1, θm2 from rotational position detection sensors 43, 44 that detect the rotational positions of the rotors of the motors MG1, MG2
A phase current from a current sensor that detects a current flowing in each phase of the motors MG1 and MG2. The voltage VH of the capacitor 46a (high voltage side power line 46) from the voltage sensor 46b attached between the terminals of the capacitor 46a.
The voltage VL1 of the capacitor 47a (first low-voltage side power line 47) from the voltage sensor 47b attached between the terminals of the capacitor 47a.
The voltage VL2 of the capacitor 48a (second low-voltage side power line 48) from the voltage sensor 48b attached between the terminals of the capacitor 48a.
The current IL1 of the reactor L1 from the current sensor 54a attached between the connection point Cn1 between the transistors T31 and T32 of the first boost converter 54 and the reactor L1 (when the current flows from the reactor L1 side to the connection point Cn1 side is positive) The value of the)
The current IL2 of the reactor L2 from the current sensor 55a attached between the connection point Cn2 between the transistors T41 and T42 of the second boost converter 55 and the reactor L2 (when the current flows from the reactor L2 side to the connection point Cn2 side is positive) The value of the)

Various control signals for driving and controlling the motors MG1, MG2 and the first and second boost converters 54, 55 are output from the motor ECU 40 via the output port. Examples of various control signals include the following.
Switching control signal to the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42 Switching control signal to the transistors T31, T32, T41 and T42 of the first and second boost converters 54 and 55

  The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 and the first and second boost converters 54 and 55 by a control signal from the HVECU 70. In addition, motor ECU 40 outputs data relating to the drive states of motors MG1 and MG2 and first and second boost converters 54 and 55 to HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2.

  The first battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the first low-voltage power line 47 as described above. The second battery 51 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the second low voltage side power line 48 as described above. The first and second batteries 50 and 51 are managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .

A signal necessary for managing the first and second batteries 50 and 51 is input to the battery ECU 52 via an input port. Examples of signals from various sensors include the following.
The battery voltage Vb1 from the voltage sensor 50a installed between the terminals of the first battery 50
The battery current Ib1 from the current sensor 50b attached to the output terminal of the first battery 50 The battery temperature Tb1 from the temperature sensor attached to the first battery 50
The battery voltage Vb2 from the voltage sensor 51a installed between the terminals of the second battery 51
The battery current Ib2 from the current sensor 51b attached to the output terminal of the second battery 51
The battery temperature Tb2 from the temperature sensor attached to the second battery 51

  The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 outputs data relating to the state of the first and second batteries 50 and 51 to the HVECU 70 as necessary. In order to manage the first and second batteries 50 and 51, the battery ECU 52 calculates the storage ratios SOC1 and SOC2 based on the integrated values of the battery currents Ib1 and Ib2. The storage ratios SOC1 and SOC2 are the ratios of the capacity of power that can be discharged from the first and second batteries 50 and 51 at that time to the total capacity.

  The first relay 56 includes a positive side relay RB1, a negative side relay RG1, and a precharge circuit PCC. The positive side relay RB <b> 1 is provided on the positive bus of the first low voltage side power line 47. The negative side relay RG <b> 1 is provided on the negative side bus of the first low voltage side power line 47. The precharge circuit PCC is configured such that the precharge relay RP and the precharge resistor R are connected in series so as to bypass the negative relay RG1 of the first relay 56. The second relay 57 includes a positive side relay RB2 and a negative side relay RG2. The positive relay RB <b> 2 is provided on the positive bus of the second low voltage side power line 48. The negative relay RG <b> 2 is provided on the negative bus of the second low voltage side power line 48.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU.

Signals from various sensors are input to the HVECU 70 via input ports. Examples of signals from various sensors include the following.
-Ignition signal from the ignition switch 80-Shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81
Accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83
-Brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85
・ Vehicle speed V from vehicle speed sensor 88

  A control signal to the first and second relays 56 and 57 is output from the HVECU 70 via the output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port. The HVECU 70 exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  In the embodiment, the first and second batteries 50 and 51, the first and second boost converters 54 and 55, the capacitors 47a and 48a, the positive relays RB1 and RB2 of the first and second relays 56 and 57, and the negative electrode. The side relays RG1, RG2 and the precharge circuit PCC of the first relay 56 correspond to the “power supply device”.

  In the hybrid vehicle 20 of the embodiment configured in this way, the vehicle travels in a travel mode such as a hybrid travel mode (HV travel mode) or an electric travel mode (EV travel mode). The HV traveling mode is a traveling mode that travels with the operation of the engine 22. The EV travel mode is a travel mode in which the engine 22 travels with the operation stopped.

   When traveling in the HV traveling mode, the HVECU 70 is first requested for traveling based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 (should be output to the drive shaft 36). ) Set the required torque Tr *. Subsequently, the set power demand Tr * is multiplied by the rotational speed Nr of the drive shaft 36 to calculate the travel power Pdrv * required for travel. Here, as the rotation speed Nr of the drive shaft 36, a rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor can be used. Then, the charge / discharge required power Pb * of the first and second batteries 50 and 51 (a positive value when discharging from the first and second batteries 50 and 51) is subtracted from the calculated traveling power Pdrv *, and the vehicle Is set to the required power Pe *. Here, the charge / discharge required power Pb * is based on the differences ΔSOC1 and ΔSOC2 between the storage ratios SOC1 and SOC2 of the first and second batteries 50 and 51 and the target ratios SOC1 * and SOC2 *, and the absolute value of the difference ΔSOC1 The absolute value of the difference ΔSOC2 is set to be small.

  Next, the target engine speed Ne *, the target torque Te *, and the torques of the motors MG1 and MG2 are output so that the required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36. Commands Tm1 * and Tm2 * are set. Subsequently, based on the target drive point (torque command Tm1 *, rotation speed Nm1) of the motor MG1 and the target drive point of the motor MG2 (torque command Tm2 *, rotation speed Nm2), the target voltage VH of the high-voltage power line 46 is determined. Set *. Then, the distribution ratio Dr is set. Here, the distribution ratio Dr is the electric power Pc1 exchanged between the first battery 50 and the inverters 41 and 42 via the first boost converter 54, and the second battery 51 and the inverter 41 via the second boost converter 55. , 42, and the ratio of the power Pc1 to the sum (Pc1 + Pc2) of the power Pc2 exchanged with. In the embodiment, the distribution ratio Dr is set based on the differences ΔSOC1 and ΔSOC2 so that the difference ΔSOC1 and the difference ΔSOC2 do not greatly deviate from each other. When the distribution ratio Dr is set in this way, the target current IL1 * of the reactor L1 of the first boost converter 54 is set based on the set distribution ratio Dr.

  Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24. Further, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the target voltage VH * of the high-voltage side power line 46, and the target current IL1 * of the reactor L1 of the first boost converter 54 are transmitted to the motor ECU 40. The engine ECU 24 performs intake air amount control, fuel injection control, ignition control, and the like of the engine 22 so that the engine 22 is operated based on the target rotational speed Ne * and the target torque Te *. The motor ECU 40 performs switching control of the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Further, when driving the first boost converter 54, the motor ECU 40 performs switching control of the transistors T31 and T32 of the first boost converter 54 so that the current IL1 of the reactor L1 becomes the target current IL1 *. Further, when driving the second boost converter 55, the motor ECU 40 performs switching control of the transistors T41 and T42 of the second boost converter 55 so that the voltage VH of the high voltage side power line 46 becomes the target voltage VH *. .

  During travel in the EV travel mode, the HVECU 70 first sets the required torque Tr * based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Subsequently, a value 0 is set in the torque command Tm1 * of the motor MG1. Then, the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the drive shaft 36. Next, similarly to the traveling in the HV traveling mode, the target voltage VH * of the high-voltage side power line 46 and the target current IL1 * of the reactor L1 of the first boost converter 54 are set. Subsequently, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the target voltage VH * of the high-voltage side power line 46, and the target current IL1 * of the reactor L1 are transmitted to the motor ECU 40. As described above, the motor ECU 40 controls the inverters 41 and 42 and the first and second boost converters 54 and 55.

  Here, the control of the first and second boost converters 54 and 55 executed by the motor ECU 40 will be described. The first and second boost converters 54 and 55 compare the modulation wave (carrier wave), the target voltage VH * of the high-voltage side power line 46, and the target current IL1 * of the reactor L1 of the first boost converter 54 with the first and first boost converters 54 and 55. The control is performed by pulse width modulation control that adjusts the ratio of the ON time of the switching elements of the two boost converters 54 and 55.

  The execution carrier frequencies f1 * and f2 * as the frequencies of the modulated waves are periodically and randomly within a frequency range fext1 and fext2 that are spread by the spread frequencies fspr1 and fspr2 around the basic carrier frequency fb. It is a changing frequency. As the basic carrier frequency fb, a predetermined fixed value (for example, 3 kHz, 5 kHz, 7 kHz, etc.) may be used, or the target voltage VH * of the high-voltage side power line 46, the target current IL1 * of the reactor L1, etc. It is good also as what uses the value based on. Further, for example, 100 Hz, 200 Hz, 250 Hz, or the like can be used as the spreading frequencies fspr1, fspr2.

  In the hybrid vehicle 20 of the embodiment thus configured, the execution carrier frequencies f1 * and f2 * when controlling the first and second boost converters 54 and 55 are set to the execution carrier frequency f1 * and the execution carrier frequency f2. The difference from * is greater than the frequency difference df greater than the frequency difference fb at which beats occur (whichever of the execution carrier frequencies f1 * and f2 * may be higher), and every predetermined time (for example, 2.0 msec, For example, 2.5 msec, 3.0 msec, etc.), and the frequency is set to be different from both of the execution carrier frequencies f1 * and f2 * before the change. FIG. 3 is an explanatory diagram illustrating an example of a time change of the execution carrier frequencies f1 * and f2 *. In the figure, the thick line is the execution carrier frequency f1 *, and the thin line is the execution carrier frequency f2 *.

  In the embodiment, by setting the execution carrier frequencies f1 * and f2 * so that the difference becomes a predetermined frequency difference df, either one of the execution carrier frequencies f1 * and f2 * is set higher than the other. Yes. In general, the sound level becomes weaker as the frequency becomes higher, and the weak sound is canceled out by the frequency masking effect. Therefore, by making one of the execution carrier frequencies f1 * and f2 * higher than the other, the higher sound can be made difficult to be recognized. Further, by making the frequency difference df larger than the frequency difference fb, occurrence of beat can be suppressed. Furthermore, if the execution carrier frequencies f1 * and f2 * are changed at different timings, the tone may fluctuate and noise may be easily recognized. However, the execution carrier frequencies f1 * and f2 * are set at the same timing every predetermined time. By changing at (for example, t1, t2 in FIG. 3), variation in timbre can be suppressed, and noise can be made difficult to be recognized. Then, by setting the execution carrier frequencies f1 * and f2 * to be different from both the execution carrier frequencies f1 * and f2 * before the change, the execution carrier frequencies f1 * and f2 before the change are set. The level of noise sound can be reduced compared to those with the same frequency as *. Therefore, noise accompanying switching of the transistors T31, T32, T41, and T42 can be reduced.

  According to the hybrid vehicle 20 of the embodiment described above, the difference between the execution carrier frequencies f1 * and f2 * is equal to or more than the frequency difference df between the execution carrier frequency f1 * and the execution carrier frequency f2 *. By setting the frequency to change at the timing and to be different from the execution carrier frequencies f1 * and f2 * before the change, noise associated with switching of the transistors T31, T32, T41, and T42 can be reduced. it can.

  In the hybrid vehicle 20 of the embodiment, the carrier frequencies for execution f1 * and f2 * are set so that the difference is not less than the frequency difference df which is larger than the frequency difference fb at which the beat occurs, but the occurrence of the beat is allowed. If so, the difference between the carrier frequencies for execution f1 * and f2 * may be set to be smaller than the frequency difference fb.

  In the hybrid vehicle 20 of the embodiment, the execution carrier frequencies f1 * and f2 * are changed at the same timing every predetermined time, that is, at the same timing at a constant time interval. As long as they are the same, the time interval may not be constant.

  In the embodiment, the power supply device of the present invention is applied to the hybrid vehicle 20 including the engine 22, the planetary gear 30, and the motors MG1 and MG2, but is applied to an electric vehicle such as a series hybrid vehicle, a one-motor hybrid vehicle, and an electric vehicle. May be. Further, the present invention is not limited to the one applied to the electric vehicle, and may be applied to any device as long as it is an electric device that operates by receiving power supply.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the first battery 50 corresponds to a “first battery”, the first boost converter 54 corresponds to a “first boost converter”, the second battery 51 corresponds to a “second battery”, the second The boost converter 55 corresponds to a “second boost converter”, and the motor ECU 40 corresponds to a “control unit”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the power supply device manufacturing industry.

20 hybrid vehicle, 22 engine, 23 crank position sensor, 24
Electronic control unit for engine (engine ECU), 26 Crankshaft, 30 planetary gear, 36 Drive shaft, 37 Differential gear, 38a, 38b Drive wheel, 40 Electronic control unit for motor (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 46 high voltage side power line, 46a, 47a, 48a capacitor, 46b, 47b, 48b voltage sensor, 47 first low voltage side power line, 48 second low voltage side power line, 50 first battery, 50a, 51a Voltage sensor, 50b, 51b Current sensor, 51 Second battery, 52 Battery electronic control unit (battery ECU), 54 First boost converter, 54a, 55a Current sensor, 55 Second boost converter, 56 First relay, 57 First 2 relays, for 70 hybrid Sub-control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, Cn1, Cn2 connection point, D11 to D16, D21 to D26, D31, D32, D41, D42 Diode, L1, L2 reactor, MG1, MG2 motor, PCC precharge circuit, R precharge resistor, RB1, RB2 positive side relay, RG1, RG2 negative side Relay, relay for RP precharge, T11 to T16, T21 to T26, T31, T32, T41, T42 transistors.

Claims (1)

A first battery;
A first boost converter having a first reactor and a first switching element, connected to a high voltage side power line to which an electrical device is connected and to a first low voltage side power line to which the first battery is connected;
A second battery;
A second boost converter having a second reactor and a second switching element and connected to the high-voltage power line and the second low-voltage power line to which the second battery is connected;
Control means for controlling the first and second switching elements by pulse width modulation control;
A power supply device comprising:
The control means includes
A difference between a first carrier frequency used for the pulse width modulation control of the first switching element and a second carrier frequency used for the pulse width modulation control of the second switching element is a predetermined frequency or more;
Switching the first carrier frequency and the second carrier frequency at the same timing,
The first carrier frequency and the second carrier frequency are different frequencies before and after switching,
Power supply.

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