JP5855608B2 - Vehicle power supply - Google Patents

Vehicle power supply Download PDF

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Publication number
JP5855608B2
JP5855608B2 JP2013138228A JP2013138228A JP5855608B2 JP 5855608 B2 JP5855608 B2 JP 5855608B2 JP 2013138228 A JP2013138228 A JP 2013138228A JP 2013138228 A JP2013138228 A JP 2013138228A JP 5855608 B2 JP5855608 B2 JP 5855608B2
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Prior art keywords
power supply
controller
vehicle
capacitor
internal combustion
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JP2015009742A (en
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聡 関口
聡 関口
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本田技研工業株式会社
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Priority to JP2013138228A priority Critical patent/JP5855608B2/en
Priority claimed from CN201410268220.2A external-priority patent/CN104276044B/en
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02NSTARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00Starting of engines by means of electric motors
    • F02N11/08Circuits or control means specially adapted for starting of engines
    • F02N2011/0881Components of the circuit not provided for by previous groups
    • F02N2011/0888DC/DC converters

Description

  The present invention relates to a vehicle power supply device.
  2. Description of the Related Art Conventionally, there is known a vehicle power supply device in which a DC-DC converter is connected between a main power source and a sub power source to which an electric load is connected, and a switch is provided between the main power source and the sub power source (for example, a patent). Reference 1).
JP 2010-195336 A
  By the way, according to the vehicular power supply device according to the above prior art, it is possible to prevent unintended charging / discharging between the main power supply and the sub power supply by detecting the presence or absence of an on-failure in which the switch is fixed on. It is hoped that.
  The present invention has been made in view of the above circumstances, and can detect whether a switch between a first power supply and a second power supply is abnormal and prevent unintended charging / discharging from occurring. The purpose is to provide.
In order to solve the above problems and achieve the object, the present invention employs the following aspects.
(1) A vehicle power supply device according to an aspect of the present invention includes a first power source (for example, the battery 12 in the embodiment) and a second power source (for example, an implementation) connected in parallel to the first power source. Capacitor 11), a DC-DC converter (for example, DC-DC converter 13 in the embodiment) connected between the first power source and the second power source, and the DC-DC converter. A switch (for example, a contactor 15 in the embodiment) connected in parallel and connected between the first power source and the second power source, and an opening / closing means for opening and closing the switch (for example, the embodiment) Contactor relay 16) and voltage detection means for detecting the output voltage of the first power supply and the output voltage of the second power supply (for example, the first voltage sensor 25 and the second voltage sensor 26 in the embodiment). And before The first electrical load connected to the first power source (e.g., electrical load 23 in the embodiment) and the via the switch in the switch is turned on is connected to the second power supply first A second electric load (for example, a starter motor 20 in the embodiment) that is connected to one power source and requires a larger current than the first electric load, the DC-DC converter, opening and closing means, and control means for controlling said second electrical load (e.g., the controller 14 in the embodiment) and, wherein the control means instructs the off of the switch for the front Symbol closing means said control means over a subsequent predetermined time, wherein, when the output voltage and the output voltage of the second power of the first power supply detected by the voltage detecting means is equal to the extent of the constant Tokoro, the second Electric To prohibit the driving of the load.
(2) The vehicle power supply device described in (1) above is for a vehicle mounted on a vehicle (for example, the vehicle 1 in the embodiment) including the internal combustion engine (for example, the internal combustion engine 22 in the embodiment). In the power supply apparatus, the second electrical load may be an electric motor (for example, a starter motor 20 in the embodiment) that starts the internal combustion engine.
(3) The vehicle power supply device according to (1) or (2) performs an internal combustion engine (for example, the internal combustion engine 22 in the embodiment) and an idle stop for temporarily stopping the internal combustion engine. Idle stop means (for example, the controller 14 and FI-ECU 17 in the embodiment), a vehicle power supply device mounted on a vehicle (for example, the vehicle 1 in the embodiment), the idle stop means If the output voltage of the first power supply and the output voltage of the second power supply detected by the voltage detection means are equal to each other over a predetermined time, the execution of the idle stop is prohibited. Good.
(4) The vehicle power supply device according to any one of (1) to (3) above is a vehicle power supply device mounted on a vehicle (for example, the vehicle 1 in the embodiment), The control means may release the prohibition of driving the second electrical load when the vehicle is stopped.
(5) In the vehicle power supply device according to any one of (1) to (4), the control unit instructs the opening / closing unit to turn on the switch, and the voltage detection is performed before and after the control unit. When the output voltage of the first power supply and the output voltage of the second power supply detected by the means do not fluctuate, the second electrical load is driven until the temperature of the second power supply rises above a predetermined temperature. You may wait.
  According to the vehicle power supply device according to the aspect described in (1) above, the switch is turned on when the output voltage of the first power supply and the output voltage of the second power supply are equal to each other over a predetermined time. It is determined that a fixed ON failure has occurred. In this case, by prohibiting the driving of the second electrical load connected to the second power supply, the output voltage of the first power supply is prevented from decreasing, and the power supply to the first electrical load is prevented from being insufficient. be able to.
Furthermore, in the case of (2) above, the output voltage of the first power source is prevented from lowering by prohibiting the occurrence of a state (for example, an idle stop state) that requires the internal combustion engine to be started by the electric motor. It is possible to prevent the power supply to the first electrical load from being insufficient.
Further, in the case of (3), the idling stop is executed in a state where the restart of the internal combustion engine from the idling stop is not permitted (that is, the output voltage of the first power supply may be lowered due to a switch on failure). By prohibiting the vehicle, the vehicle can be kept drivable.
Furthermore, in the case of (4) above, when the vehicle stops due to the ignition switch being turned off or the like, the next start of the vehicle can be enabled by releasing the drive prohibition of the second electrical load.
1 is a configuration diagram of a vehicle equipped with a vehicle power supply device and a vehicle power supply device according to an embodiment of the present invention. It is a figure which shows an example of the change of the output voltage of a capacitor according to the change of the driving | running state of the vehicle carrying the vehicle power supply device which concerns on embodiment of this invention. It is a figure which shows the flow of the electric current in the operation mode of the stop charge which the controller of the vehicle power supply device which concerns on embodiment of this invention performs. It is a figure which shows the flow of the electric current in the operation mode of the first time starting which the controller of the vehicle power supply device which concerns on embodiment of this invention performs. It is a figure which shows the flow of the electric current in the operation mode of I / S preparatory charge which the controller of the vehicle power supply device which concerns on embodiment of this invention performs. FIG. 5 shows a current flow in a state where the output voltage of the capacitor 11 has reached a predetermined I / S preparation potential in the operation mode of I / S preparation charging executed by the controller of the vehicle power supply device according to the embodiment of the present invention. FIG. It is a figure which shows the flow of the electric current in the operation mode of the regenerative charge which the controller of the vehicle power supply device which concerns on embodiment of this invention performs. It is a figure which shows the flow of an electric current in the state in which the output voltage of the capacitor 11 reached | attained the predetermined | prescribed upper limit electric potential in the operation mode of the regenerative charge which the controller of the vehicle power supply device which concerns on embodiment of this invention performs. It is a figure which shows the flow of the electric current in the operation mode of the regenerative discharge which the controller of the vehicle power supply device which concerns on embodiment of this invention performs. It is a figure which shows the flow of the electric current in the operation mode of I / S electric power feeding (capacitor) which the controller of the vehicle power supply device which concerns on embodiment of this invention performs. It is a figure which shows the flow of the electric current in the operation mode of I / S electric power feeding (BATT) which the controller of the vehicle power supply device which concerns on embodiment of this invention performs. It is a figure which shows the flow of the electric current in the operation mode of ENG restart which the controller of the vehicle power supply device which concerns on embodiment of this invention performs. It is a figure which shows the flow of an electric current when a contactor is made into a connection state in the operation mode of ENG restart which the controller of the vehicle power supply device which concerns on embodiment of this invention performs. It is a figure which shows the flow of the electric current in the operation mode at the time of the stop of the vehicle which the controller of the vehicle power supply device which concerns on embodiment of this invention performs. It is a flowchart which shows the process of the contactor control by the failure detection and the first time starting which the controller of the vehicle power supply device which concerns on embodiment of this invention performs. In the vehicle power supply device according to the embodiment of the present invention, when the ignition switch is switched from off to on, the engine speed is detected when detecting the presence or absence of the contactor off failure before starting the internal combustion engine. FIG. 4 is a diagram showing an output voltage of a capacitor, an output voltage of a battery, an on / off state of an ignition switch, a driving state of a starter motor, an on / off state of a starter relay, and an on / off state of a contactor relay. It is a flowchart which shows the process of the contactor control by ENG restart which the controller of the vehicle power supply device which concerns on embodiment of this invention performs.
  Hereinafter, a vehicle power supply device according to an embodiment of the present invention will be described with reference to the accompanying drawings.
A vehicle power supply device 10 according to the present embodiment is mounted on a vehicle 1 as shown in FIG. The vehicle power supply device 10 includes at least a capacitor 11 and a battery 12 as secondary batteries, a DC-DC converter 13 and a controller 14, a contactor 15 and a contactor relay 16.
The vehicle 1 includes a vehicle power supply device 10, an FI-ECU 17, a starter magnet switch (STMGSW) 18, a starter relay 19, a starter motor (STM) 20, a generator (ACG) 21, an internal combustion engine 22, A dynamic load 23, an ignition switch (IGSW) 24, a first voltage sensor 25 and a second voltage sensor 26, and a rotation speed sensor 27.
  The capacitor 11 is, for example, an electric double layer capacitor, an electrolytic capacitor, a lithium ion capacitor, or the like, and is connected to the starter magnet switch 18. The capacitor 11 is connected to the first input / output terminal 13 a of the DC-DC converter 13 and the first terminal 15 a of the contactor 15. The capacitor 11 can be electrically connected to the battery 12, the contactor relay 16, the FI-ECU 17, the generator 21, the electrical load 23, and the ignition switch 24 via the DC-DC converter 13 or the contactor 15. .
  The battery 12 is, for example, a lead battery having a predetermined voltage (12 V or the like), and is connected to the contactor relay 16, the FI-ECU 17, the generator 21, the electrical load 23, and the ignition switch 24. The battery 12 is connected to the second input / output terminal 13 b of the DC-DC converter 13 and the second terminal 15 b of the contactor 15. The battery 12 can be electrically connected to the capacitor 11 and the starter magnet switch 18 via the DC-DC converter 13 or the contactor 15.
  The DC-DC converter 13 can be stepped up and down in both directions between the first and second input / output terminals 13 a and 13 b under the control of the controller 14. The DC-DC converter 13 charges the capacitor 11 by supplying to the capacitor 11 generated power generated by the generator 21 during operation of the internal combustion engine 22 or regenerative power generated by the generator 21 during braking of the vehicle 1. Further, the DC-DC converter 13 discharges the capacitor 11 by supplying at least the battery 12 or the electric load 23 with the electric power stored in the capacitor 11.
The DC-DC converter 13 is, for example, an H-bridge step-up / step-down DC-DC converter, and includes four first to fourth switching elements (for example, IGBTs: Insulated Gate Bipolar Mode Transistors) SW1, SW2, bridge-connected. SW3 and SW4 are provided.
The paired first and second switching elements SW1 and SW2 are connected in series between the first input / output terminal 13a and the ground terminal 13c. That is, the collector of the first switching element SW1 is connected to the first input / output terminal 13a, the emitter of the first switching element SW1 is connected to the collector of the second switching element SW2, and the emitter of the second switching element SW2 is connected to the ground terminal 13c. It is connected.
The paired third and fourth switching elements SW3, SW4 are connected in series between the second input / output terminal 13b and the ground terminal 13c. That is, the collector of the third switching element SW3 is connected to the second input / output terminal 13b, the emitter of the third switching element SW3 is connected to the collector of the fourth switching element SW4, and the emitter of the fourth switching element SW4 is connected to the ground terminal 13c. It is connected.
The first to fourth diodes D1 to D4 are connected between the emitters and collectors of the switching elements SW1, SW2, SW3, and SW4 so as to be in the forward direction from the emitter to the collector.
The DC-DC converter 13 includes a reactor L connected between a connection point between the first switching element SW1 and the second switching element SW2 and a connection point between the third switching element SW3 and the fourth switching element SW4. ing. Furthermore, a first capacitor Ca connected between the first input / output terminal 13a and the ground terminal 13c and a second capacitor Cb connected between the second input / output terminal 13b and the ground terminal 13c are provided. ing.
The DC-DC converter 13 includes a resistor R and a diode D connected in series so as to directly connect the first input / output terminal 13a and the second input / output terminal 13b. The diode D is arranged in the forward direction from the second input / output terminal 13b to the first input / output terminal 13a.
The DC-DC converter 13 is driven by a signal output from the controller 14 and input to the gates of the switching elements SW1, SW2, SW3, SW4.
  The controller 14 controls the bidirectional step-up / step-down operation of the DC-DC converter 13 and the operation of connecting and disconnecting the contactor 15 by the contactor relay 16. Further, the controller 14 controls execution permission and execution prohibition of the idle stop by the FI-ECU 17 and outputs a control command instructing execution permission and execution prohibition of the idle stop to the FI-ECU 17.
The controller 14 can detect the internal resistance and capacitance of the capacitor 11, determine whether the internal resistance is greater than or equal to a predetermined value, and can determine deterioration of the capacitor 11 according to the internal resistance. The controller 14 includes a first voltage sensor 25 that detects the output voltage VC of the capacitor 11, a current sensor (not shown) that detects a charging current and a discharging current of the capacitor 11, and a temperature sensor (not shown) that detects the temperature of the capacitor 11. Abbreviation).
The controller 14 can control the discharge of the battery 12 and the depth of discharge of the battery 12. The controller 14 includes a second voltage sensor 26 that detects the output voltage VB of the battery 12, a current sensor (not shown) that detects a charging current and a discharging current of the battery 12, and a temperature sensor (not shown) that detects the temperature of the battery 12. Abbreviation).
The contactor 15 switches connection and disconnection between the first and second terminals 15a and 15b of the contactor 15 in accordance with the contactor relay 16 being turned on and off. On / off of the contactor relay 16 is controlled by the controller 14.
The first terminal 15 a of the contactor 15 is connected to the first input / output terminal 13 a of the DC-DC converter 13, the positive terminal of the capacitor 11, and the starter magnet switch 18. The second terminal 15 b of the contactor 15 is connected to the second input / output terminal 13 b of the DC-DC converter 13, the positive terminal of the battery 12, the generator 21 and the electrical load 23. Thus, in the connected state, contactor 15 connects capacitor 11 and battery 12 in parallel to starter magnet switch 18 and starter motor 20 connected in series. The negative electrode side terminals of the capacitor 11 and the battery 12 are grounded.
The FI-ECU 17 is an ECU (Electronic Control Unit) configured by an electronic circuit such as a CPU (Central Processing Unit), for example, and performs various controls relating to the operation of the internal combustion engine 22 such as fuel supply and ignition timing. Do. The FI-ECU 17 controls the start and stop of the internal combustion engine 22 by a start request and stop request signal output from the ignition switch 24 in accordance with the operation of the driver.
The FI-ECU 17 controls the idling stop of the internal combustion engine 22. In the idling stop, the internal combustion engine 22 in the operating state is automatically stopped temporarily according to the establishment of a predetermined temporary stop condition, and the internal combustion engine 22 in the temporary stop state is automatically stopped according to the establishment of a predetermined return condition. Restart. The predetermined temporary stop condition is, for example, that the vehicle speed of the vehicle 1 is zero, the accelerator pedal opening is zero, and the brake pedal switch is on. The predetermined return condition is, for example, that the brake pedal switch is off.
The FI-ECU 17 starts the internal combustion engine 22 by turning on the starter relay 19 in response to a start request based on a signal output from the ignition switch 24 or a return request from the idle stop temporary stop state. The FI-ECU 17 controls the power generation operation of the power generator (ACG) 21 and arbitrarily changes the power generation voltage of the power generator 21.
  The generator 21 is an AC generator connected to a crankshaft (not shown) of the internal combustion engine 22 through, for example, a belt. The generator 21 generates electric power by generating power using the power during operation of the internal combustion engine 22. The generator 21 converts the kinetic energy of the vehicle body transmitted from the drive wheels (not shown) of the vehicle 1 into electric energy (regenerative energy) when the vehicle 1 is decelerated or when the fuel supply is stopped. , Output regenerative power. The generator 21 includes a rectifier (not shown) that rectifies an AC output generated by power generation and regeneration into a DC output. The generator 21 is grounded and connected to the second input / output terminal 13 b of the DC-DC converter 13.
The internal combustion engine 22 is started by the driving force of the starter motor (STM) 20. The starter motor 20 is rotationally driven by voltage application from the capacitor 11 or the battery 12 via the starter magnet switch (STMGSW) 18. The starter magnet switch 18 switches the power supply to the starter motor 20 according to whether the starter relay 19 is on or off. On / off of the starter relay 19 is controlled by the FI-ECU 17.
The starter motor 20 includes, for example, a pinion gear (not shown) on a rotating shaft (not shown). The internal combustion engine 22 includes, for example, a ring gear (not shown) that meshes with a pinion gear of the starter motor 20 on a crankshaft (not shown). As a result, the starter motor 20 can transmit the driving force to the internal combustion engine 22 by meshing the pinion gear with the ring gear on the internal combustion engine 22 side.
The electrical load 23 is various auxiliary machines. The electrical load 23 is grounded and connected to the second input / output terminal 13 b of the DC-DC converter 13.
  The vehicle power supply device 10 according to the present embodiment has the above-described configuration. Next, the operation of the vehicle power supply device 10 will be described.
(Charge / discharge operation)
Below, the charging / discharging operation | movement of the capacitor 11 and the battery 12 which the controller 14 controls is demonstrated.
The controller 14 matches the output voltage of the capacitor 11 with a predetermined target voltage according to the driving state of the vehicle 1, and the bidirectional boosting / lowering operation of the DC-DC converter 13 and the contactor 15 of the contactor relay 16. Control connection and disconnection.
As shown in Table 1 below, the controller 14 executes nine operation modes M0 to M8 as charge / discharge operations of the capacitor 11 and the battery 12 according to the operation of the vehicle 1.
  First, the controller 14 executes the stop charging operation mode M0 in a state in which the ignition switch 24 is OFF, for example, during a period from time t0 to immediately before time t1 shown in FIG. In this operation mode M0, the controller 14 charges the capacitor 11 by feeding power from the battery 12 to the capacitor 11 via the diode D and the resistor R of the DC-DC converter 13, as shown in FIG. Thereby, the controller 14 prevents the output voltage of the capacitor 11 (e.g., corresponding to the potential of the positive terminal with respect to the grounded negative terminal) from excessively decreasing.
Next, when the controller 14 receives a start request for starting the internal combustion engine 22 by a signal output from the ignition switch 24, for example, at a time t1 shown in FIG. 2, a failure detection of the contactor 15 described later is performed. Is executed, the first start operation mode M1 is executed.
In this operation mode M1, the controller 14 first places the starter magnet switch 18 in the connected state when the starter relay 19 is turned on while the contactor 15 is turned off when the contactor relay 16 is turned off. As a result, the controller 14 drives the starter motor 20 by supplying power only from the capacitor 11.
At this time, when a predetermined condition described later is satisfied, the controller 14 puts the contactor 15 in the connected state when the contactor relay 16 is turned on. As a result, the controller 14 connects the capacitor 11 and the battery 12 in parallel to the starter magnet switch 18 and the starter motor 20 connected in series, as shown in FIG. The controller 14 drives the starter motor 20 by power supply from the capacitor 11 and the battery 12, and starts the internal combustion engine 22 by the driving force of the starter motor 20.
In the initial start operation mode M1, the output voltage and the remaining capacity SOC of the capacitor 11 decrease due to the power supply from the capacitor 11 to the starter motor 20, for example, at time t1 shown in FIG.
  Next, the controller 14 performs I / S preparation charging in a state where the vehicle 1 is in a traveling state other than deceleration, such as a period from time t1 to time t2 shown in FIG. The operation mode M2 is executed. In this operation mode M2, as shown in FIG. 5, the controller 14 generates power via the DC-DC converter 13 using the generated power output from the generator 21 that generates power by the power of the internal combustion engine 22 in the operating state. The capacitor 11 is charged by feeding power from the machine 21 to the capacitor 11. Furthermore, power is supplied from the generator 21 to the electrical load 23, and power is supplied from the generator 21 to the battery 12 according to the state of the battery 12.
More specifically, the controller 14 turns off the contactor 15 when the contactor relay 16 is turned off, and turns off the starter magnet switch 18 when the starter relay 19 is turned off. The controller 14 allows a current to flow through the diode D and the resistor R between the second input / output terminal 13b and the first input / output terminal 13a of the DC-DC converter 13, and the third switching element SW3 in the on state and the reactor L And a current is passed through the first diode D1. The controller 14 charges the capacitor 11 with electric power required for restarting the internal combustion engine 22 in preparation for execution of idle stop, and at least until the output voltage of the capacitor 11 reaches a predetermined I / S preparation potential. To charge.
The predetermined I / S preparation potential is, for example, the remaining capacity of the capacitor 11 that can perform the power supply required for the electrical load 23 or the like when the internal combustion engine 22 is temporarily stopped for a predetermined period due to idle stop. This is an output voltage corresponding to the SOC.
Furthermore, the controller 14 is in a state where the vehicle 1 is in a traveling state other than deceleration, for example, during a period from time t2 to time t3 shown in FIG.
In the state where the output voltage of the capacitor 11 reaches a predetermined I / S preparation potential, the operation mode M2 of the I / S preparation charging is continued to be executed. In this case, as shown in FIG. 6, the controller 14 switches the third switching element SW3 from the on state to the off state between the second input / output terminal 13b and the first input / output terminal 13a of the DC-DC converter 13. The current is passed through the diode D and the resistor R by switching. As a result, the controller 14 maintains the output voltage of the capacitor 11 at a predetermined I / S preparation potential.
  Next, the controller 14 executes the regenerative charging operation mode M3 when the fuel supply is stopped when the vehicle 1 is decelerated, for example, during a period from time t3 to time t4 shown in FIG. In this operation mode M3, as shown in FIG. 7, the controller 14 uses the regenerative power output from the generator 21 when the vehicle 1 is decelerated, etc., to generate a capacitor from the generator 21 via the DC-DC converter 13. The capacitor 11 is charged by supplying power to the capacitor 11. Furthermore, power is supplied from the generator 21 to the electrical load 23, and power is supplied from the generator 21 to the battery 12 according to the state of the battery 12. The controller 14 converts the kinetic energy of the vehicle body transmitted from drive wheels (not shown) of the vehicle 1 into electrical energy (regenerative energy) by the generator 21 to generate regenerative power.
More specifically, the controller 14 turns off the contactor 15 when the contactor relay 16 is turned off, and turns off the starter magnet switch 18 when the starter relay 19 is turned off. The controller 14 allows a current to flow through the diode D and the resistor R between the second input / output terminal 13b and the first input / output terminal 13a of the DC-DC converter 13, and the third switching element SW3 in the on state and the reactor L And a current is passed through the first diode D1. The controller 14 charges the capacitor 11 at least in a range where the output voltage of the capacitor 11 is equal to or lower than a predetermined upper limit potential.
The predetermined upper limit potential is larger than the I / S preparation potential, and is, for example, an output voltage corresponding to a fully charged state (that is, remaining capacity SOC = 100%).
  Further, the controller 14 continues to execute the regenerative charging operation mode M3 when the fuel supply is stopped when the vehicle 1 is decelerated and the output voltage of the capacitor 11 reaches a predetermined upper limit potential. In this case, as shown in FIG. 8, the controller 14 switches the third switching element SW3 from the on state to the off state between the second input / output terminal 13b and the first input / output terminal 13a of the DC-DC converter 13. The current is passed through the diode D and the resistor R by switching. Thereby, the controller 14 maintains the output voltage of the capacitor 11 at a predetermined upper limit potential.
  Next, the controller 14 operates in a regenerative discharge operation mode when the vehicle 1 is in a constant speed running state, for example, during a period from time t4 to time t5 shown in FIG. Execute M4. In this operation mode M4, as shown in FIG. 9, the controller 14 uses the regenerative power stored in the capacitor 11 to exceed the predetermined I / S preparation potential, from the capacitor 11 via the DC-DC converter 13. The capacitor 11 is discharged by supplying power to the electrical load 23.
  More specifically, the controller 14 turns off the contactor 15 when the contactor relay 16 is turned off, and turns off the starter magnet switch 18 when the starter relay 19 is turned off. The controller 14 causes a current to flow through the first switching element SW1, the reactor L, and the third diode D3 in the on state between the first input / output terminal 13a and the second input / output terminal 13b of the DC-DC converter 13. The controller 14 discharges the capacitor 11 at least until the output voltage of the capacitor 11 reaches a predetermined I / S preparation potential. At this time, the controller 14 stops the power generation and regeneration of the power generator 21, or sets the output voltage of the power generator 21 to a voltage lower than the normal voltage.
  Next, the controller 14 is in a state where the vehicle 1 is stopped (state where the speed is zero), for example, during a period from time t6 to time t7 shown in FIG. The (capacitor) operation mode M5 is executed. In this operation mode M5, as shown in FIG. 10, the controller 14 stores the electric power stored in the capacitor 11 exceeding a predetermined I / S lower limit potential when the internal combustion engine 22 is temporarily stopped due to the idling stop of the vehicle 1. , The capacitor 11 is discharged by feeding power from the capacitor 11 to the electrical load 23 via the DC-DC converter 13.
  More specifically, the controller 14 turns off the contactor 15 when the contactor relay 16 is turned off, and turns off the starter magnet switch 18 when the starter relay 19 is turned off. The controller 14 causes a current to flow through the first switching element SW1, the reactor L, and the third diode D3 in the on state between the first input / output terminal 13a and the second input / output terminal 13b of the DC-DC converter 13. The controller 14 discharges the capacitor 11 while securing electric power necessary for restarting the internal combustion engine 22 in response to the return request until at least the output voltage of the capacitor 11 reaches a predetermined I / S lower limit potential.
  The predetermined I / S lower limit potential is smaller than the I / S preparation potential. For example, appropriate power supply required to restart the temporarily stopped internal combustion engine 22 by the driving force of the starter motor 20 is performed. This is an output voltage corresponding to the remaining capacity SOC that can be executed. The proper power supply by the capacitor 11 means that the capacitor 11 is discharged so that the output voltage of the capacitor 11 does not fall below a predetermined minimum guaranteed potential. Therefore, as shown in FIG. 10, the controller 14 supplies power from the battery 12 to the capacitor 11 via the diode D and the resistor R of the DC-DC converter 13 in addition to power supply from the battery 12 to the electrical load 23. The capacitor 11 can be charged. As a result, the controller 14 prevents the output voltage of the capacitor 11 from dropping below a predetermined minimum guaranteed potential. The minimum guaranteed potential is smaller than the I / S lower limit potential, and is, for example, an output voltage necessary for maintaining the capacitor 11 in an appropriate state.
  Next, the controller 14 is in a stop state (a state where the speed is zero) of the vehicle 1 as in a period from time t7 to immediately before time t8 shown in FIG. In a state where the output voltage reaches a predetermined I / S lower limit potential, the operation mode M6 of I / S power feeding (BATT) is executed. In this operation mode M6, as shown in FIG. 11, the controller 14 uses the electric power stored in the battery 12 in the temporary stop state of the internal combustion engine 22 due to the idling stop of the vehicle 1, via the DC-DC converter 13. The capacitor 11 is charged by supplying power from the battery 12 to the capacitor 11. Further, power is supplied from the battery 12 to the electrical load 23.
  More specifically, the controller 14 turns off the contactor 15 when the contactor relay 16 is turned off, and turns off the starter magnet switch 18 when the starter relay 19 is turned off. The controller 14 allows a current to flow through the diode D and the resistor R between the second input / output terminal 13b and the first input / output terminal 13a of the DC-DC converter 13, and the third switching element SW3 in the on state and the reactor L And a current is passed through the first diode D1. As a result, the controller 14 maintains the output voltage of the capacitor 11 at a predetermined I / S lower limit potential, and from the capacitor 11 that has secured the minimum power necessary to restart the internal combustion engine 22 in response to a return request. Discharge is prohibited.
Next, for example, at time t8 shown in FIG. 2, the controller 14 receives the return request for restarting the internal combustion engine 22 that has been temporarily stopped due to idling stop, and sets the ENG restart operation mode M7. Run. In this operation mode M7, as shown in FIG. 12, the controller 14 turns off the contactor relay 16 to turn off the contactor 15 and turns on the starter relay 19 to turn on the starter magnet switch 18. The controller 14 drives the starter motor 20 by supplying power from only the capacitor 11 connected in parallel to the starter magnet switch 18 and the starter motor 20 connected in series, and the internal combustion engine 22 is driven by the driving force of the starter motor 20. Is restarted.
The controller 14 supplies power from the battery 12 to the electrical load 23 and charges the capacitor 11 by supplying power from the battery 12 to the capacitor 11 via the DC-DC converter 13. As a result, the controller 14 causes the output voltage of the capacitor 11 to drop below a predetermined minimum guaranteed potential even if the output voltage and the remaining capacity SOC of the capacitor 11 drop due to power supply from the capacitor 11 to the starter motor 20. To prevent.
Note that the controller 14 can restart the internal combustion engine 22 by supplying power from only the capacitor 11 to the starter motor 20 when the ENG restart operation mode M7 is executed, for example, at time t8 shown in FIG. If not, as shown in FIG. 13, the contactor 15 is brought into a connected state by turning on the contactor relay 16. As a result, the controller 14 drives the starter motor 20 by power supply from the capacitor 11 and the battery 12, and restarts the internal combustion engine 22 by the driving force of the starter motor 20.
The controller 14 is configured when the rotation speed (engine rotation speed NE) of the internal combustion engine 22 detected by the rotation speed sensor 27 after the elapse of a predetermined time after the restart of the internal combustion engine 22 is less than or equal to the predetermined rotation speed, or When the signal indicating the start error of the internal combustion engine 22 output from the FI-ECU 17 is received, it is determined that the internal combustion engine 22 could not be restarted.
  When the internal combustion engine 22 is restarted by turning on the contactor relay 16, the controller 14 prohibits the next execution of the idle stop. The controller 14 calculates the cumulative number of restarts, not only whether or not the internal combustion engine 22 is restarted simply by turning on the contactor relay 16, and the cumulative number is equal to or greater than a predetermined number (for example, one or more). In this case, the next execution of idle stop may be prohibited. In addition, when the internal combustion engine 22 is restarted by turning on the contactor relay 16, the controller 14 may prohibit the next execution of the idle stop when the output voltage of the battery 12 falls below a predetermined lower limit voltage. .
  Next, the controller 14 performs the above-described I / S in the state in which the vehicle 1 is in a traveling state other than deceleration, for example, during a period from time t8 to time t9 shown in FIG. The preparatory charging operation mode M2 is executed.
Next, the controller 14 executes the operation mode M8 when the vehicle 1 is stopped for a predetermined period from when the ignition switch 24 is switched from on to off. In this operation mode M8, as shown in FIG. 14, the controller 14 turns off the contactor 15 by turning off the contactor relay 16, and turns off the starter magnet switch 18 by turning off the starter relay 19. The controller 14 discharges the capacitor 11 by feeding power from the capacitor 11 to the battery 12 and the electrical load 23 via the DC-DC converter 13, and suppresses deterioration of the capacitor 11 when the vehicle 1 is stopped. More specifically, the controller 14 includes the first switching element SW1, the reactor L, and the third diode D3 that are in the ON state between the first input / output terminal 13a and the second input / output terminal 13b of the DC-DC converter 13. Current is passed through.
In addition, in order to prevent the output voltage of the capacitor 11 from dropping below a predetermined minimum guaranteed potential when the vehicle 1 is stopped, the controller 14 adds DC− to the electric load 23 from the battery 12. The capacitor 11 is charged by supplying power from the battery 12 to the capacitor 11 via the diode D and the resistor R of the DC converter 13.
  When the ignition switch 24 is turned off and the vehicle 1 is stopped, the controller 14 prohibits the next execution of the idle stop that requires the internal combustion engine 22 to be restarted by driving the starter motor 20 (that is, , Prohibition of driving the starter motor 20).
(Contactor control)
Below, the detail of control of the connection and interruption | blocking of the contactor 15 by the contactor relay 16 is demonstrated.
(Contactor control / failure detection)
The controller 14 outputs the output voltage VC of the capacitor 11 detected by the first voltage sensor 25 and the second voltage before starting the internal combustion engine 22 when starting the vehicle 1 in which the ignition switch 24 is switched from OFF to ON. Using the output voltage VB of the battery 12 detected by the sensor 26, the failure detection of the contactor 15 is executed.
First, for example, in step S01 shown in FIG. 15, the controller 14 determines whether or not the ignition switch 24 is switched from OFF to ON.
If the determination result is “NO”, the determination process of step S01 is repeatedly executed.
On the other hand, if this determination is “YES”, the flow proceeds to step S 02.
Next, in step S02, the controller 14 detects whether or not the contactor 15 is on. More specifically, the controller 14 indicates that the absolute value of the difference between the output voltage VC and the output voltage VB is a predetermined difference over a predetermined time in a state in which the contactor relay 16 is instructed to turn off the contactor 15. It is determined whether or not.
When this determination result is “NO”, it is determined that the contactor 15 is normal.
On the other hand, when the determination result is “YES”, the output voltage VC of the capacitor 11 and the output voltage VB of the battery 12 are the same within an error range due to an on-failure in which the contactor 15 is fixed in the connected state. It is determined that the potential.
When the controller 14 determines that an on-failure of the contactor 15 has occurred, the controller 14 notifies the on-failure by a notification device (not shown) that performs notification by display or sound output, and prohibits execution of idle stop.
Next, in step S03, the controller 14 instructs the contactor 15 to be in a connected state when the contactor relay 16 is turned on.
Next, in step S04, the controller 14 detects whether or not the contactor 15 has an off failure. More specifically, the controller 14 determines whether or not the output voltage VC and the output voltage VB have fluctuated before and after instructing the contactor 15 to be in the connected state.
When this determination result is “YES”, it is determined that the contactor 15 is normal.
On the other hand, when this determination result is “NO”, it is determined that an off-failure has occurred in which the contactor 15 is fixed in the disconnected state.
  For example, as before time ta shown in FIG. 16, the controller 14 normally sets the output voltage of the capacitor 11 lower than the output voltage of the battery 12 in order to suppress the deterioration of the capacitor 11 when the vehicle 1 is stopped. It is set below the voltage. In this state, power supply from the battery 12 to the capacitor 11 is started by turning on the contactor relay 16 during the period from time ta to time tb, and the output voltage VB of the battery 12 decreases and the output voltage VC of the capacitor 11 increases. Then, the controller 14 determines that the contactor 15 is normal.
If the controller 14 determines that an off failure of the contactor 15 has occurred, the notification device (not shown) informs the driver of the vehicle 1 of the occurrence of the off failure and prohibits the execution of the idle stop. Furthermore, the controller 14 waits for the starter motor 20 to be driven until the temperature of the capacitor 11 rises to a predetermined temperature or higher so that the internal combustion engine 22 can be started only by the power supply from the capacitor 11 at the first start. Then, a notification device (not shown) notifies the driver of the vehicle 1 that the internal combustion engine 22 is waiting to be started.
Next, in Step S05, if the contactor relay 16 is on, the controller 14 switches the contactor relay 16 from on to off to place the contactor 15 in a disconnected state.
(Contactor control / first start)
Next, the controller 14 executes the operation mode M1 of the initial start after executing the failure detection of the contactor 15.
First, in step S06 shown in FIG. 15, the controller 14 places the starter magnet switch 18 in a connected state when the starter relay 19 is turned on. Then, the pinion gear of the starter motor 20 is engaged with the ring gear on the internal combustion engine 22 side so that the driving force of the starter motor 20 can be transmitted to the internal combustion engine 22.
Next, in step S07, the controller 14 drives the starter motor 20 by supplying power only from the capacitor 11.
Next, in step S08, the controller 14 determines whether or not a predetermined condition is satisfied. The predetermined condition is detected by the rotation speed sensor 27, for example, when the output voltage VC of the capacitor 11 and the output voltage VB of the battery 12 are equal to or higher than a predetermined first voltage, and the output voltage VC of the capacitor 11 is equal to or lower than a predetermined second voltage. Further, the rotational speed of the internal combustion engine 22 (engine rotational speed NE) is equal to or lower than a predetermined rotational speed. The predetermined first voltage is a voltage required to prevent the contactor 15 from being welded and worn. The predetermined second voltage is a voltage that is allowed to be applied to the battery 12 when power is supplied from the capacitor 11 to the battery 12.
If this determination is “NO”, the flow proceeds to step S 11 described later.
On the other hand, if this determination is “YES”, the flow proceeds to step S 09.
Next, in step S09, the controller 14 places the contactor 15 in the connected state when the contactor relay 16 is turned on.
Next, in step S <b> 10, the controller 14 drives the starter motor 20 by feeding power from the capacitor 11 and the battery 12 to start the internal combustion engine 22.
Next, in step S <b> 11, the controller 14 determines whether or not the state from the initial explosion to the complete explosion of the internal combustion engine 22 has been confirmed.
If the determination result is “NO”, the determination process of step S11 is repeatedly executed.
On the other hand, if this determination is “YES”, the flow proceeds to step S12.
The controller 14 determines that a complete explosion has occurred when the engine speed NE detected by the rotation speed sensor 27 has reached a predetermined determination rotational speed for determining the complete explosion of the internal combustion engine 22.
Next, in step S <b> 12, the controller 14 turns off the starter magnet switch 18 by turning off the starter relay 19 and stops driving the starter motor 20. Then, the meshing between the pinion gear of the starter motor 20 and the ring gear on the internal combustion engine 22 side is released, and the power transmission between the starter motor 20 and the internal combustion engine 22 is interrupted.
Next, in step S13, if the contactor relay 16 is on, the controller 14 switches the contactor relay 16 from on to off to place the contactor 15 in a disconnected state, completes the start-up of the internal combustion engine 22, and returns to the end. move on.
(Contactor control / ENG restart)
The controller 14 executes the ENG restart operation mode M7 when the vehicle 1 is in an idle stop state.
First, in step S21 shown in FIG. 17, the controller 14 determines whether or not a return request for requesting that the internal combustion engine 22 in a temporarily stopped state due to idle stop is restarted is received.
If the determination result is “NO”, the determination process of step S21 is repeatedly executed.
On the other hand, if this determination is “YES”, the flow proceeds to step S22.
The return request is output from the FI-ECU 17 when the brake pedal operation by the driver is released, for example.
Next, in step S22, the controller 14 places the starter magnet switch 18 in the connected state when the starter relay 19 is turned on. Then, the pinion gear of the starter motor 20 is engaged with the ring gear on the internal combustion engine 22 side so that the driving force of the starter motor 20 can be transmitted to the internal combustion engine 22.
Next, in step S <b> 23, the controller 14 drives the starter motor 20 by supplying power only from the capacitor 11.
Next, in step S24, the controller 14 detects that the output voltage VC of the capacitor 11 is equal to or higher than the predetermined third voltage and is detected by the rotation speed sensor 27 after a predetermined time has elapsed since the restart of the internal combustion engine 22 was started. It is determined whether the engine speed NE that has been set is greater than a predetermined engine speed. The predetermined third voltage is a voltage necessary for the current flowing through the contactor 15 to be equal to or lower than the predetermined upper limit current when the contactor 15 in the cut-off state is switched to the connected state at this time.
If this determination is “NO”, it is determined that the start limit has been reached, and the flow proceeds to step S27 described later.
On the other hand, when the determination result is "YES", the flow proceeds to step S2 5.
Next, in step S25, the controller 14 determines whether or not the state from the initial explosion to the complete explosion of the internal combustion engine 22 has been confirmed.
If the determination result is “NO”, the determination process of step S25 is repeatedly executed.
On the other hand, if the determination is “YES”, the flow proceeds to step S26.
In step S <b> 26, the controller 14 turns off the starter magnet switch 18 by turning off the starter relay 19 and stops driving the starter motor 20. Then, the meshing between the pinion gear of the starter motor 20 and the ring gear on the internal combustion engine 22 side is released, and the power transmission between the starter motor 20 and the internal combustion engine 22 is interrupted. Thus, the controller 14 completes starting of the internal combustion engine 22 and proceeds to the end.
In step S27, the controller 14 turns off the starter magnet switch 18 by turning off the starter relay 19, and stops the drive of the starter motor 20. Then, the meshing between the pinion gear of the starter motor 20 and the ring gear on the internal combustion engine 22 side is released, and the power transmission between the starter motor 20 and the internal combustion engine 22 is interrupted. Thus, the controller 14 stops the internal combustion engine 22.
Next, in step S28, the controller 14 notifies that a predetermined operation (for example, a predetermined key operation or an ON operation of the ignition switch 24) needs to be performed in order to restart the internal combustion engine 22. (Omitted) is notified to the driver of the vehicle 1.
Next, in step S <b> 29, the controller 14 determines whether or not a predetermined operation has been executed by the driver of the vehicle 1.
If the determination result is “NO”, the determination process of step S29 is repeatedly executed.
On the other hand, if this determination is “YES”, the flow proceeds to step S30.
In step S30, the controller 14 starts to perform the same operation as in the first-start operation mode M1. More specifically, first, when the starter relay 19 is turned on, the starter magnet switch 18 is brought into a connected state. Then, the pinion gear of the starter motor 20 is engaged with the ring gear on the internal combustion engine 22 side so that the driving force of the starter motor 20 can be transmitted to the internal combustion engine 22.
Next, in step S <b> 31, the controller 14 drives the starter motor 20 by supplying power only from the capacitor 11.
Next, in step S32, the controller 14 determines whether or not the predetermined condition described above is satisfied.
If the determination result is “NO”, the determination process of step S32 is repeatedly executed.
On the other hand, if the determination is “YES”, the flow proceeds to step S33.
Next, in step S33, the controller 14 puts the contactor 15 in the connected state when the contactor relay 16 is turned on.
Next, in step S <b> 34, the controller 14 drives the starter motor 20 by the power supply from the capacitor 11 and the battery 12 to restart the internal combustion engine 22.
Next, in step S <b> 35, the controller 14 determines whether or not the state from the initial explosion to the complete explosion of the internal combustion engine 22 has been confirmed.
If this determination is “NO”, the flow proceeds to step S 36, in which it is determined that an abnormality has occurred in the internal combustion engine 22, and the flow proceeds to the end.
On the other hand, if this determination is “YES”, the flow proceeds to step S 37.
In step S <b> 37, the controller 14 turns off the starter magnet switch 18 by turning off the starter relay 19 and stops driving the starter motor 20. Then, the meshing between the pinion gear of the starter motor 20 and the ring gear on the internal combustion engine 22 side is released, and the power transmission between the starter motor 20 and the internal combustion engine 22 is interrupted.
Next, in step S38, the controller 14 shuts off the contactor 15 by turning off the contactor relay 16, and completes the restart of the internal combustion engine 22.
Next, in step S39, the controller 14 instructs the prohibition of the next execution of the idle stop and proceeds to the end.
For example, when the engine speed NE is equal to or lower than a predetermined lower limit rotational speed within a predetermined elapsed time after the restart of the internal combustion engine 22 is completed, the controller 14 has an abnormality in the power supply circuit including the capacitor 11 and the battery 12. It is determined that it has occurred, and the next execution of idle stop is prohibited.
For example, the controller 14 changes the predetermined I / S lower limit potential when the engine speed NE is equal to or lower than the predetermined lower limit rotation speed within a predetermined elapsed time after the restart of the internal combustion engine 22 is completed ( For example, change to the increase side). If the output voltage VC of the capacitor 11 detected by the first voltage sensor 25 is less than the changed I / S lower limit potential, the controller 14 prohibits the execution of idle stop.
As described above, according to the vehicle power supply device 10 according to the present embodiment, the controller 14 allows the contactor to start before starting the internal combustion engine 22 at the time of starting the vehicle 1 in which the ignition switch 24 is switched from OFF to ON. The presence or absence of 15 off failures is detected. At this time, since the contactor relay 16 is turned on to instruct the contactor 15 to be in a connected state, if the contactor 15 is normal, the contact of the contactor 15 can be purified. Furthermore, the output voltage of the capacitor 11 can be increased by supplying power from the battery 12 to the capacitor 11, and the startability and toughness when starting the internal combustion engine 22 by supplying power from the capacitor 11 to the starter motor 20 are improved. Can do. When an off-failure has occurred, the controller 14 waits for the starter motor 20 to be driven until the temperature of the capacitor 11 rises to a predetermined temperature or more at the first start, so that power is supplied from the capacitor 11 to the starter motor 20. Thus, the internal combustion engine 22 can be accurately started.
Further, the controller 14 detects whether or not the contactor 15 has an on-failure. When the on-failure occurs, the controller 14 prohibits the execution of the idle stop, that is, prohibits the starter motor 20 from being driven, so that the output voltage of the battery 12 decreases. It is possible to prevent the occurrence of power supply shortage at the electrical loads 23 of the various auxiliary machines supplied with power from the battery 12.
  It should be noted that the technical scope of the present invention is not limited to the above-described embodiment, and includes various modifications made to the above-described embodiment without departing from the spirit of the present invention. That is, the configuration of the above-described embodiment is merely an example, and can be changed as appropriate.
For example, in the above-described embodiment, the DC-DC converter 13 is an H-bridge buck-boost DC-DC converter. However, the DC-DC converter 13 is not limited to this, and is a buck-boost DC-DC converter having another configuration. Also good.
For example, in the above-described embodiment, the contactor 15 may be another switch.
DESCRIPTION OF SYMBOLS 1 Vehicle 10 Power supply device for vehicles 11 Capacitor (2nd power supply)
12 Battery (first power supply)
13 DC-DC converter 14 Controller (control means, idle stop means)
15 Contactor (switch)
16 Contactor relay (open / close means)
17 FI-ECU (idle stop means)
20 Starter motor (second electric load, electric motor)
22 Internal combustion engine 23 Electrical load (first electrical load)
25 First voltage sensor (voltage detection means)
26 Second voltage sensor (voltage detection means)

Claims (5)

  1. A first power source;
    A second power source connected in parallel to the first power source;
    A DC-DC converter connected between the first power source and the second power source;
    A switch connected in parallel to the DC-DC converter and connected between the first power source and the second power source;
    Opening and closing means for opening and closing the switch;
    Voltage detecting means for detecting an output voltage of the first power source and an output voltage of the second power source;
    A first electrical load connected to the first power source;
    A second electric power connected to the second power supply and connected to the first power supply via the switch when the switch is in an on state, and requires a larger current supply than the first electric load. Load,
    Control means for controlling the DC-DC converter, the switching means, and the second electrical load;
    With
    Wherein, prior Symbol instructs off of the switch for opening and closing means, after a predetermined time the first power supply output voltage detected by said voltage detecting means across said second power supply output voltage Doo within equal degree of Jo Tokoro, prohibits driving of the second electrical load,
    A power supply device for a vehicle.
  2. A vehicle power supply device mounted on a vehicle including an internal combustion engine,
    The second electrical load is an electric motor that starts the internal combustion engine.
    The vehicular power supply device according to claim 1.
  3. A vehicle power supply device mounted on a vehicle, comprising: an internal combustion engine; and idle stop means for executing an idle stop for temporarily stopping the internal combustion engine,
    The idle stop means executes the idle stop when the output voltage of the first power supply and the output voltage of the second power supply detected by the voltage detection means are equal to each other over a predetermined time. Ban,
    The vehicle power supply device according to claim 1 or 2, wherein
  4. A vehicle power supply device mounted on a vehicle,
    The control means cancels the drive prohibition of the second electrical load when the vehicle is stopped;
    The vehicular power supply device according to any one of claims 1 to 3.
  5.   The control means instructs the opening / closing means to turn on the switch, and the output voltage of the first power supply and the output voltage of the second power supply detected by the voltage detection means are not fluctuated before and after that. In this case, the driving of the second electrical load is waited until the temperature of the second power source rises above a predetermined temperature.
    The power supply device for vehicles according to any one of claims 1 to 4 characterized by things.
JP2013138228A 2013-07-01 2013-07-01 Vehicle power supply Active JP5855608B2 (en)

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JP2013138228A JP5855608B2 (en) 2013-07-01 2013-07-01 Vehicle power supply
CN201410268220.2A CN104276044B (en) 2013-07-01 2014-06-16 Vehicle power source device
US14/315,432 US9458813B2 (en) 2013-07-01 2014-06-26 Vehicle electric power supply apparatus
EP14174306.2A EP2821269A3 (en) 2013-07-01 2014-06-26 Vehicle electric power supply apparatus for starter/generator device

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JP3972906B2 (en) * 2003-04-09 2007-09-05 株式会社デンソー Vehicle power supply system
US7963264B2 (en) * 2008-06-25 2011-06-21 GM Global Technology Operations LLC Engine cranking system and method
JP5310092B2 (en) * 2009-02-27 2013-10-09 パナソニック株式会社 Vehicle power supply
JP2011004556A (en) * 2009-06-22 2011-01-06 Mitsubishi Electric Corp Power supply device for vehicle
EP2562910B1 (en) * 2011-08-25 2018-07-11 Volvo Car Corporation Multi battery system for start/stop
JP2013091477A (en) * 2011-10-27 2013-05-16 Autonetworks Technologies Ltd Vehicle power supply device
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