JP6740956B2 - Vehicle power supply - Google Patents

Description

The present invention relates to a vehicle power supply device, and more particularly to a vehicle power supply device including a power storage device and a plurality of boost converters.

Conventionally, as this type of power supply device, a device including first and second boost converters (first and second converter units) has been proposed (for example, refer to Patent Document 1). The first and second boost converters each include a reactor and an upper arm transistor and a lower arm transistor. The first and second boost converters are connected in parallel with each other. In this device, the upper arm transistor and the lower arm transistor of the first and second boost converters are controlled so that the currents from the first and second boost converters are supplied to the load.

JP, 2006-212815, A

However, in the above power supply device, when the load current decreases and the reactor current crosses the value 0, the boosted voltage of the first and second boost converters may fluctuate. This is because the reactor current stagnates at a value of 0 during the dead time when both the upper arm transistor and the lower arm transistor are turned off, and the difference between the load current and the output currents of the first and second boost converters becomes large. Based on. If the timing at which the reactor current of the first boost converter crosses the value 0 and the timing at which the reactor current of the second boost converter crosses the value 0 overlap, the fluctuation of the boosted voltage of the first and second boost converters becomes larger. Will end up.

A vehicle power supply device of the present invention has a main object to suppress fluctuations in voltage after boosting in a power supply device including a plurality of boost converters connected in parallel.

The vehicle power supply device of the present invention employs the following means in order to achieve the above-mentioned main object.

The vehicle power supply device of the present invention is
A power storage device,
A plurality of boost converters connected in parallel, each having a reactor, an upper arm transistor and a lower arm transistor connected in series with each other, and exchanging electric power with conversion of voltage between the motor and the power storage device; ,
A control device for controlling the plurality of boost converters,
A power supply device for a vehicle, comprising:
The control device is
When the reduction amount of the load power of the motor is larger than a predetermined value, the reactor current of the first step-up converter, which is one of the plurality of step-up converters, is smaller than a lower limit of a predetermined range including the value 0. The boost current is controlled by a power distribution amount such that the reactor current of the second boost converter, which is one of the plurality of boost converters and is different from the first boost converter, is higher than the upper limit of the predetermined range. A predetermined control for controlling the second boost converter is executed so that the power distribution amount of the second boost converter is maintained,
When the reactor current of the first boost converter becomes smaller than the lower limit during execution of the predetermined control, the second boost converter is controlled so that the power distribution amount of the second boost converter decreases.
That is the summary.

In the vehicle power supply device of the present invention, when the reduction amount of the load power of the motor is larger than the predetermined value, the reactor current of the first boost converter, which is one of the plurality of boost converters, falls within a predetermined range including the value 0. The power that controls the first boost converter so as to be smaller than the lower limit and that the reactor current of the second boost converter that is one of the plurality of boost converters and is different from the first boost converter is higher than the upper limit of the predetermined range. When a predetermined control for controlling the second boost converter is performed so that the power distribution amount of the second boost converter is maintained by the distribution amount, and the reactor current of the first boost converter becomes smaller than the lower limit during the execution of the predetermined control. , The second boost converter is controlled so that the power distribution amount of the second boost converter is reduced. Here, the “power distribution amount” is the power shared by each boost converter among the load power of the motor. By such control, overlapping of the timings when the reactor currents of the first and second boost converters cross the value 0 can be suppressed, and fluctuations in the voltage after boosting by the plurality of boost converters can be suppressed.

In the vehicle power supply device of the present invention, the control device maintains the power distribution amount of the first boost converter when the reactor current of the first boost converter becomes smaller than the lower limit during execution of the predetermined control. At the same time, the second boost converter may be controlled so that the power distribution amount of the second boost converter is reduced.

It is a block diagram which shows the outline of a structure of the electric vehicle 20 carrying the vehicle power supply device as one Example of this invention. It is a block diagram which shows the outline of a structure of an electric machine drive system containing the motor 32. 6 is a flowchart showing an example of a power distribution setting routine executed by the electronic control unit 70. FIG. 9 is an explanatory diagram for explaining an example of temporal changes in load power Pm and reactor currents IL1 and IL2 when the reduction amount dPm of load power Pm is larger than a predetermined value dPref.

Next, modes for carrying out the present invention will be described using examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of an electric vehicle 20 equipped with a vehicle power supply device as an embodiment of the present invention, and FIG. 2 is an outline of the configuration of an electric drive system including a motor 32. It is a block diagram. As shown in FIG. 1, the electric vehicle 20 of the embodiment includes a motor 32, an inverter 34, a battery 36 as a power storage device, first and second boost converters 40 and 41, and an electronic control unit 70. Prepare Here, the battery 36, the first and second boost converters 40 and 41, and the electronic control unit 70 correspond to the vehicle power supply device of the embodiment.

The motor 32 is configured as, for example, a synchronous generator motor, and has a rotor connected to a drive shaft 26 that is connected to the drive wheels 22a and 22b via a differential gear 24. The inverter 34 is connected to the motor 32 and the high voltage side power line 42. The motor 32 is rotationally driven by the electronic control unit 70 controlling switching of a plurality of switching elements (not shown) of the inverter 34. A smoothing capacitor 46 is attached to each of the positive and negative lines of the high voltage side power line 42.

The battery 36 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to a low voltage side power line 44 as a second power line. A smoothing capacitor 48 is attached to the positive electrode side line and the negative electrode side line of the low voltage side power line 44.

As shown in FIG. 2, the first boost converter 40 is configured as a well-known step-up/down converter, is connected to a high voltage side power line 42 and a low voltage side power line 44, and has two transistors T11, It has T12, two diodes D11 and D12, and a reactor L1. The transistor T11 is connected to the positive side line of the high voltage side power line 42. The transistor T12 is connected to the transistor T11 and the negative voltage lines of the high voltage side power line 42 and the low voltage side power line 44. The reactor L1 is connected to a connection point between the transistors T11 and T12 and a positive side line of the low voltage side power line 44. In the first boost converter 40, the electronic control unit 70 adjusts the ratio of the on-time of the transistors T11 and T12, so that the power of the low voltage side power line 44 is boosted and the high voltage side power line 42 is boosted. Or to supply the electric power of the high-voltage side power line 42 to the low-voltage side power line 44 with stepping down the voltage. When the ratio of the on-time of the transistors T11 and T12 is adjusted, the period in which both the transistors T11 and T12 are turned off (dead time) so that the period in which the transistor T11 is turned on and the period in which the transistor T12 is turned on do not overlap. Is provided. The second boost converter 41 is configured as a known boost converter, is connected to the high voltage side power line 42 and the low voltage side power line 44, and has two transistors T21 and T22 and two diodes D21, It has D22 and a reactor L2. In the second boost converter 41, the on-time ratio of the transistors T21 and T22 is adjusted by the electronic control unit 70, so that the power of the low voltage side power line 44 is boosted and the high voltage side power line is increased. 42, or the power of the high-voltage side power line 42 is supplied to the low-voltage side power line 44 with a voltage drop. When the ratio of the on-time of the transistors T21 and T22 is adjusted, the period in which both the transistors T21 and T22 are turned off (dead time) so that the period in which the transistor T21 is turned on does not overlap with the period in which the transistor T22 is turned on. Is provided. Here, the transistors T11 and T21 may be referred to as “upper arm transistors”, and the transistors T12 and T22 may be referred to as “lower arm transistors”.

Although not shown, the electronic control unit 70 is configured as a microprocessor centered on a CPU, and in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, a non-volatile flash memory, It has an input/output port. As shown in FIG. 1, signals from various sensors are input to the electronic control unit 70 via input ports. As the signal input to the electronic control unit 70, for example, the rotational position θm from the rotational position detection sensor 32a that detects the rotational position of the rotor of the motor 32 and the current sensor that detects the current flowing in each phase of the motor 32. The phase currents Iu and Iv from the above can be mentioned. Moreover, the voltage Vb from the voltage sensor attached between the terminals of the battery 36 and the current Ib from the current sensor attached to the output terminal of the battery 36 can also be mentioned. Further, the voltage VH of the high voltage side power line 42 (capacitor 46) from the voltage sensor 46a mounted between the terminals of the capacitor 46 and the low voltage side power line from the voltage sensor 48a mounted between the terminals of the capacitor 48. The voltage VL of 44 (capacitor 48) can also be mentioned. Reactor currents IL1 and IL2 from the current sensors 40a and 41a that detect the currents flowing in the reactors L1 and L2 of the first and second boost converters 40 and 41 (the direction of the current flowing from the battery 36 side to the transistors T11 and T21 is positive). Value) and the temperatures tc1 and tc2 of the first and second boost converters 40 and 41 from the temperature sensors 40b and 41b attached to the first and second boost converters 40 and 41, respectively. The ignition signal from the ignition switch 80 and the shift position SP from the shift position sensor 82 which detects the operation position of the shift lever 81 can be mentioned. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83 and the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85 can be mentioned. Furthermore, the vehicle speed V from the vehicle speed sensor 88 can also be mentioned.

Various control signals are output from the electronic control unit 70 via the output ports. As the signal output from the electronic control unit 70, for example, a switching control signal to the plurality of switching elements of the inverter 34, a switching control signal to the transistors T11 and T12 of the first boost converter 40, and a signal of the second boost converter 41. A switching control signal to the transistors T21 and T22 can be given. The electronic control unit 70 calculates the electrical angle θe and the rotational speed Nm of the motor 32 based on the rotational position θm of the rotor of the motor 32 from the rotational position detection sensor 32a. In addition, the electronic control unit 70 calculates the storage ratio SOC of the battery 36 based on the cumulative value of the current Ib of the battery 36 from the current sensor, or the calculated storage ratio SOC and a temperature sensor (not shown) attached to the battery 36. The input/output limits Win and Wout, which are the maximum allowable power for charging and discharging the battery 36, are calculated based on the battery temperature Tb detected by. Here, the charge ratio SOC is the ratio of the capacity of the electric power that can be discharged from the battery 36 to the total capacity of the battery 36.

In the electric vehicle 20 of the embodiment configured in this way, the electronic control unit 70 first sets the required torque Td* required for traveling (required for the drive shaft 26) based on the accelerator opening Acc and the vehicle speed V. The load power Pm required to be output from the motor 32 for traveling is set by setting the required torque Td* and multiplying the rotational speed of the drive shaft 26. Subsequently, the torque command Tm* is set so that the load power Pm is output from the motor 32. Then, the switching element of the inverter 34 is switching-controlled so that the torque command Tm* is output. Then, the target voltage VH* of the high voltage side power line 42 is set based on the torque command Tm*, and the power from the battery 36 is boosted to the target voltage VH* so that the load power Pm is supplied to the inverter 34. First, the first boost converter 40 and the second boost converter 41 are controlled. For the first boost converter 40, the power distribution amount P1 is controlled to be supplied to the high voltage side power line 42, and for the second boost converter 41, the power distribution amount P2 is supplied to the high voltage side power line 42. To control. The power distribution amounts P1 and P2 will be described later.

Next, the operation of the thus configured electric vehicle 20 of the embodiment, particularly the operation when setting the power distribution amounts P1 and P2 will be described. FIG. 3 is a flowchart showing an example of a power distribution setting routine executed by the electronic control unit 70. This routine is repeatedly executed every predetermined time Tref.

When this routine is executed, the electronic control unit 70 executes a process of inputting the load power Pm, the previous power Pm_pre, and the reactor currents IL1 and IL2 (step S100). The load power Pm is calculated by multiplying the required torque Td* by the rotation speed of the drive shaft 26, as described above. The previous power Pm_pre is the load power Pm input in the process of step S100 when this routine was executed last time. As the reactor currents IL1 and IL2, those detected by the current sensors 40a and 41a are input.

Then, base distribution amounts P1b and P2b, which are base values of the amount of power distributed to first boost converter 40 and second boost converter 41 in load power Pm, are set (step S110). The base distribution amount P1b is set to electric power (k1·Pm) obtained by multiplying the load power Pm by the distribution ratio k1. The base distribution amount P2b is set to electric power (k2·Pm) obtained by multiplying the load power Pm by the distribution ratio k2 (k2=1−k1).

Next, the value obtained by subtracting the previous power Pm_pre from the load power Pm is multiplied by the value (-1) is set as the decrease amount dPm (step S120), and it is determined whether the decrease amount dPm is larger than the predetermined value dPref. (Step S130). The predetermined value dPref is a threshold for determining whether or not the load power Pm is greatly reduced.

When the reduction amount dPm is less than or equal to the predetermined value dPref in step S130, it is determined that the load power Pm is greatly reduced, and the base distribution amounts P1b and P2b are set to the power distribution amounts P1 and P2 (step S140). , This routine ends. When the power distribution amounts P1 and P2 are set, the electronic control unit 70 controls the first boost converter 40 so that the power distribution amount P1 is supplied to the high voltage side power line 42 and the second boost converter 41. The power distribution amount P2 is controlled to be supplied to the high voltage side power line 42.

When the reduction amount dPm is greater than the predetermined value dPref in step S130, it is determined that the load power Pm is significantly reduced, and the absolute value of the smaller one of the reactor currents IL1 and IL2 is less than or equal to the predetermined current Iref. It is determined whether or not (step S150). The predetermined current Iref is a threshold value for determining whether or not the reactor currents IL1 and IL2 are near the value 0. When the load power Pm greatly decreases and changes so as to cross the value 0, the power distribution amounts P1 and P2 of the first boost converter 40 and the second boost converter 41 are set to the base distribution amounts P1b and P2b. , P2 greatly decreases and changes to cross the value 0, and reactor currents IL1 and IL2 also greatly decrease and changes to cross the value 0. At this time, if the dead time overlaps with the timing when the reactor currents IL1 and IL2 approach the value 0, the reactor currents IL1 and IL2 stagnate near the value 0. When the reactor currents IL1 and IL2 stagnate near a value of 0, the power actually output from the first boost converter 40 and the second boost converter 41 and the load power of the motor 32 deviate, and the high voltage side power line 42 ( The voltage VH of the capacitor 46) fluctuates. The larger the decrease dPm of the load power Pm, the larger the fluctuation of the voltage VH. The predetermined current Iref is set to a value slightly larger than the upper limit of the range A of the reactor currents IL1 and IL2 including the value 0 in which the influence of the dead time becomes large. For example, when the range A is -25 mA or more and 25 mA or less, 50 mA is set. Is set to.

When the absolute value of the smaller one of the reactor currents IL1 and IL2 is equal to or less than the predetermined current Iref in step S150, it is determined that the reactor currents IL1 and IL2 are near the value 0, and the power distribution amount P2 is set to the previous value. The power distribution amount P2 when the routine is executed is set to the previous value P2_pre, and the power distribution amount P1 is set to a value obtained by subtracting the power distribution amount P2 from the load power Pm (step S160). Through such processing, the power distribution amount P2 is maintained at P2_pre in the previous time. When the power distribution amounts P1 and P2 are set, the electronic control unit 70 controls the first boost converter 40 so that the power distribution amount P1 is supplied to the high voltage side power line 42 and the second boost converter 41. The power distribution amount P2 is controlled to be supplied to the high voltage side power line 42.

Then, the flag F is set to the value 1 (step S170), and this routine is finished. An initial value of the flag F is set to 0. By such processing, the flag F is set to the value 1 when the power distribution amount P2 was maintained at P2_pre the previous time.

When the absolute value of the smaller one of the reactor currents IL1 and IL2 is larger than the predetermined current Iref in step S150, it is determined that the reactor currents IL1 and IL2 are not near the value 0, and then the flag F is set to the value 1 It is determined whether or not is set (step S180). When the value of the flag F is 0, the process proceeds to step S140, the base distribution amounts P1b and P2b are set to the power distribution amounts P1 and P2, and this routine ends.

When the flag F is the value 1 in step S180, the power distribution amount P1 is set to the last time P1_pre which is the set value of the power distribution amount P1 when this routine was executed last time, and the power distribution amount P2 is set to the load power Pm. The power distribution amount P1 is subtracted from the value (step S190). Through such processing, the power distribution amount P1 is maintained at P1_pre the previous time. When the power distribution amounts P1 and P2 are set, the electronic control unit 70 controls the first boost converter 40 so that the power distribution amount P1 is supplied to the high voltage side power line 42 and the second boost converter 41. The power distribution amount P2 is controlled to be supplied to the high voltage side power line 42.

Subsequently, it is determined whether or not the ratio between the set power distribution amount P1 and the power distribution amount P2 is equal to the ratio between the value k1 and the value k2 (step S200). When the ratio between the power distribution amount P1 and the power distribution amount P2 is equal to the ratio between the value k1 and the value k2, the flag F is set to the value 0 (step S210), this routine is terminated, and the power distribution amount P1 When the ratio with the power distribution amount P2 is not equal to the ratio between the value k1 and the value k2, this routine is ended.

FIG. 4 is an explanatory diagram for explaining an example of temporal changes of the load power Pm and the reactor currents IL1 and IL2 when the decrease amount dPm of the load power Pm is larger than the predetermined value dPref. In the figure, the solid line indicates the load power Pm and the reactor current IL1. The broken line indicates the reactor current IL2. Here, in order to simplify the description, the case where the distribution ratio k1 is set to 50% (value 0.5) is illustrated. However, the distribution ratio k1 is not limited to 50% and may be set appropriately.

When the decrease amount dPm of the load power Pm becomes larger than the predetermined value dPref (step S130, time T0), it is determined whether the absolute value of the smaller one of the reactor currents IL1 and IL2 is less than or equal to the predetermined current Iref. (Step S150). As shown in the figure, when the absolute value of the smaller one of the reactor currents IL1 and IL2 is greater than or equal to the predetermined current Iref, the base distribution amounts P1b and P2b are set to the power distribution amounts P1 and P2 (step S140). When the load power Pm decreases, the power distribution amounts P1 and P2 (base distribution amounts P1b and P2b) decrease, so that the reactor currents IL1 and IL2 decrease as illustrated.

When the reactor currents IL1 and IL2 decrease and the absolute value of the smaller one of the reactor currents IL1 and IL2 becomes less than or equal to the predetermined current Iref (in this case, both the reactor currents IL1 and IL2 are less than or equal to the predetermined current Iref) (time). T1), the power distribution amount P2 is set to P2_pre the previous time, the power distribution amount P1 is set to a value obtained by subtracting the power distribution amount P2 from the load power Pm (step S160), and this routine is repeatedly executed. The power distribution amount P2 was set to P2_pre the previous time and the power distribution amount P1 was subtracted from the load power Pm by the power distribution amount P2 until the absolute value of the smaller value of the reactor current IL became larger than the predetermined current Iref. The value is set (steps S150 to S170). At this time, the power distribution amount P2 is maintained at P2_pre the previous time, so the reactor current IL2 is maintained at the value Iref. Since the load power Pm decreases, the power distribution amount P1 also decreases and the reactor current IL1 also decreases. At this time, the flag F is set to the value 1.

When the reactor current IL1 decreases and the absolute value becomes larger than the predetermined current Iref (step S150, time T2), since the flag F is set to the value 1, the power distribution amount P1 is set to P1_pre at the previous time and the power distribution is set to P1_pre. The amount P2 is set to a value obtained by subtracting the power distribution amount P1 from the load power Pm (step S190), and the routine is repeatedly executed, whereby the ratio between the power distribution amount P1 and the power distribution amount P2 is equal to the value k1 and the value k2. The power distribution amount P2 is set to P2_pre at the previous time and the power distribution amount P1 is set to a value obtained by subtracting the power distribution amount P2 from the load power Pm until it becomes equal to the ratio with k2 (steps S180 and S190). At this time, since the power distribution amount P1 is maintained at P1_pre the previous time, the reactor current IL1 is maintained at the value (-Iref). Since the load power Pm decreases, the power distribution amount P2 also decreases and the reactor current IL2 also decreases.

When the ratio between the power distribution amount P1 and the power distribution amount P2 becomes equal to the ratio between the value k1 and the value k2 (step S200, time T3), the flag F is set to the value 0 (step S210), and then the When the routine is executed, it is determined in step S180 that the flag F is 0, and the base distribution amounts P1b and P2b are set to the power distribution amounts P1 and P2 (step S140).

By setting the power distribution amounts P1 and P2 in this way, it is possible to suppress overlapping of the timing at which the reactor current IL1 crosses the value 0 and the timing at which the reactor current IL2 crosses the value 0, and thus the reactor due to dead time. It is possible to prevent the period in which current IL1 is stagnant near the value 0 from overlapping with the period in which reactor current IL2 is stagnant near the value 0. As a result, the fluctuation of the high voltage side voltage VH can be suppressed.

According to the vehicle power supply device mounted on the electric vehicle 20 of the embodiment described above, when the reduction amount dPm of the load power Pm of the motor 32 is larger than the predetermined value dPref, the reactor current IL1 of the first boost converter 40 has the value 0. The first boost converter 40 is controlled so as to be smaller than the lower limit of the range A that includes the second boost converter with the power distribution amount (previously P2_pref) in which the reactor current IL2 of the second boost converter 41 becomes higher than the upper limit of the range A. The second boost converter 41 is controlled so that the power distribution amount P2 of the second boost converter 41 is maintained, and when the reactor current IL1 becomes smaller than the lower limit during execution of this control, the power distribution amount P2 of the second boost converter 41 decreases. By controlling the second boost converter 41 so that the fluctuation of the high-voltage side voltage VH can be suppressed.

Although the vehicle power supply device mounted on the electric vehicle 20 of the embodiment has two boost converters, that is, the first boost converter 40 and the second boost converter 41, it may have three or more boost converters. Good.

In the vehicle power supply device mounted on the electric vehicle 20 of the embodiment, one battery 36 is provided as a power storage device, but a capacitor may be used instead of the battery 36.

In the embodiment, the form of the vehicle power supply device mounted in the electric vehicle 20 that travels by using the power from the motor 32 is adopted. However, it may be in the form of a vehicle power supply device mounted on a hybrid vehicle that travels using power from a motor and power from an engine.

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 will be described. In the embodiment, the battery 36 corresponds to the "power storage device", the first boost converter 40 corresponds to the "first boost converter", the second boost converter 41 corresponds to the "second boost converter", and the electronic control unit is used. 70 corresponds to a "control device".

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 that the embodiment implements the invention described in the section of means for solving the problem. This is an example for specifically explaining the mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problem should be made based on the description in that column, and the embodiment is the invention of the invention described in the column of means for solving the problem. This is just a specific example.

Although the embodiments for carrying out the present invention have been described above with reference to the embodiments, the present invention is not limited to these embodiments, and various embodiments are possible without departing from the scope of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention can be used in the manufacturing industry of vehicle power supply devices.

20 electric vehicle, 22a, 22b drive wheels, 24 differential gear, 26 drive shaft, 32 motor, 32a rotational position detection sensor, 34 inverter, 36 battery, 40 first boost converter, 40a, 41a current sensor, 40b, 41b temperature sensor , 41 second boost converter, 42 high voltage side power line, 44 low voltage side power line, 46, 48 capacitor, 46a, 48a voltage sensor, 70 electronic control unit, 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, D11, D12, D21, D22 diode, L1, L2 reactor, T11, T12, T21, T22 transistor.

Claims (1)

A power storage device,
A plurality of boost converters connected in parallel, each having a reactor, an upper arm transistor and a lower arm transistor connected in series with each other, and exchanging electric power with conversion of voltage between the motor and the power storage device; ,
A control device for controlling the plurality of boost converters,
A power supply device for a vehicle, comprising:
The control device is
When the reduction amount of the load power of the motor is larger than a predetermined value, the reactor current of the first step-up converter, which is one of the plurality of step-up converters, is smaller than a lower limit of a predetermined range including the value 0. The boost current is controlled by a power distribution amount such that the reactor current of the second boost converter, which is one of the plurality of boost converters and is different from the first boost converter, is higher than the upper limit of the predetermined range. A predetermined control for controlling the second boost converter is executed so that the power distribution amount of the second boost converter is maintained,
When the reactor current of the first boost converter becomes smaller than the lower limit during execution of the predetermined control, the second boost converter is controlled so that the power distribution amount of the second boost converter decreases.
Vehicle power supply.

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