JP6788774B2 - In-vehicle power supply - Google Patents

Description

The present invention relates to an in-vehicle power supply device used in various vehicles.

Hereinafter, the conventional in-vehicle power supply device will be described with reference to the drawings. FIG. 3 is a circuit block diagram showing the configuration of a conventional in-vehicle power supply device, in which the high voltage side power supply 1 and the load 2 are used to supply power from the high voltage side power supply 1 to the load 2 and charge the lead battery 3. And the power supply device 4 was arranged between the lead battery 3 and the lead battery 3. The first converter 5 and the second converter 6 are arranged in parallel in the power supply device 4, and usually one of the first converter 5 and the second converter 6 serves as a converter for normal operation to the load 2 and the lead battery 3. Power was supplied, and the other of the first converter 5 and the second converter 6 was arranged as a backup converter.

As the prior art document information related to the invention of this application, for example, Patent Document 1 is known.

Japanese Unexamined Patent Publication No. 2014-82929

However, in the conventional in-vehicle power supply device, the power supply device 4 is provided with two converters having the same characteristics, that is, a converter that operates normally and a converter for backup that does not normally operate. As a result, the power supply device 4 has approximately twice the weight and volume of the converter with respect to the weight and volume of the converter, which is the minimum required for the power supply device 4 to operate.

As a result, there is a problem that the structure and fuel consumption of the vehicle on which the power supply device 4 is mounted are restricted.

Therefore, an object of the present invention is to reduce the size and weight of the in-vehicle power supply device.

Then, in order to achieve this object, the present invention provides a plurality of DCDC converters which are connected and arranged between the DC voltage input unit, the DC voltage output unit, and the DC voltage input unit and the DC voltage output unit. The first converter group having the first converter group, the second converter group having the DCDC converter connected in parallel to the first converter group and having fewer DCDC converters than the first converter group, and the first converter group and the second converter group. The individual DCDC converters that are connected and include a power supply control unit that controls the first converter group and the second converter group and that constitute the first converter group and the second converter group have the same output power. The power supply control unit has a capacity , compares the output available power in the first converter group with the reference power, and when the output available power is smaller than the reference power, the first converter group operates normally. It is characterized in that it is determined that the power is not present, and the DCDC converter of the second converter group corresponding to the insufficient power in the first converter group is started to make the output possible power equal to or higher than the reference power. is there.

According to the present invention, when the output power from the first converter group is insufficient, the DCDC converter of the second converter group is activated to make up for the shortage of the output power and connect to the power supply. Stabilize the operation of the applied load.

At this time, since the second converter group only needs to supplement the insufficient power, it is not necessary to have the same power capacity as the first converter group. Therefore, the second converter group may be added to the first converter group as a converter group having a smaller volume and lighter weight than the first converter group.

As a result, the in-vehicle power supply device having the first converter group and the second converter group can be made smaller and lighter, and it is possible to make it difficult to cause restrictions on the structure and fuel consumption of the vehicle.

A circuit block diagram showing a configuration of an in-vehicle power supply device according to an embodiment of the present invention. Block diagram of a vehicle equipped with an in-vehicle power supply device according to an embodiment of the present invention Circuit block diagram showing the configuration of a conventional in-vehicle power supply device

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(Embodiment)
FIG. 1 is a circuit block diagram showing a configuration of an in-vehicle power supply device according to an embodiment of the present invention. The in-vehicle power supply device 7 includes a DC voltage input unit 8, a DC voltage output unit 9, and a first converter group 10. , The second converter group 11 and the power supply control unit 12 are included.

The first converter group 10 has a plurality of DCDC converters 13, and is connected and arranged between the DC voltage input unit 8 and the DC voltage output unit 9. The second converter group 11 has fewer DCDC converters 13 than the DCDC converters 13 of the first converter group 10, and is connected and arranged in parallel with the first converter group 10. Further, the power supply control unit 12 is connected to the first converter group 10 and the second converter group 11, and controls the operation of the first converter group 10 and the second converter group 11.

The power supply control unit 12 detects the outputable power in the first converter group 10 and further compares the outputable power with the reference power. Then, the power supply control unit 12 activates at least one DCDC converter 13 of the second converter group 11 when it is determined that the outputable power is smaller than the reference power. As a result, the power that can be output from the in-vehicle power supply device 7 is made equal to or higher than the reference power.

When the output power from the first converter group 10 becomes insufficient due to the above configuration and operation, the DCDC converter 13 of the second converter group 11 is started. As a result, the DCDC converter 13 of the second converter group 11 compensates for the shortage of the output power from the first converter group 10, so that the operation of the vehicle load 14 connected to the in-vehicle power supply device 7 can be stabilized.

At this time, since the second converter group 11 only needs to supplement the insufficient power, it is not necessary to have the same power capacity as the first converter group 10. Therefore, the second converter group 11 may be added to the first converter group 10 as a converter group having a smaller volume and lighter weight than the first converter group 10.

As a result, the in-vehicle power supply device 7 having the first converter group 10 and the second converter group 11
Can be made smaller and lighter, and can be less likely to cause restrictions on the structure and fuel efficiency of the vehicle on which the in-vehicle power supply device 7 is mounted. As a matter of course, the number of individual DCDC converters 13 is suppressed, and the total power capacity of the first converter group 10 and the second converter group 11 is suppressed, so that the cost of the in-vehicle power supply device 7 is also suppressed.

Further, since the in-vehicle power supply device 7 is composed of the first converter group 10 and the second converter group 11 having a plurality of DCDC converters 13, particularly in the first converter group 10 composed of the plurality of DCDC converters 13, each of them is individually used. The occurrence of a situation in which the reference power cannot be supplied to the vehicle load 14 due to the duplication of the DCDC converters 13 in the above is suppressed to an extremely low occurrence rate. Therefore, it is generally possible to eliminate the need to arrange a lead battery (not shown) arranged in parallel with the in-vehicle power supply device 7 between the DC voltage output unit 9 and the vehicle load 14.

Hereinafter, the configuration and operation of the in-vehicle power supply device 7 will be described in detail. FIG. 2 is a block diagram of a vehicle equipped with an in-vehicle power supply device according to an embodiment of the present invention. It is connected. The high-voltage DC power supply 17 is, for example, a lithium battery having an output voltage of 24V, 48V, or the like, and the high-voltage DC power supply 17 is appropriately charged by a generator 18 or the like mounted on the vehicle body 16.

The electric power output from the high-voltage DC power supply 17 can be supplied to the first converter group 10 and the second converter group 11 arranged in parallel. Normally, the first converter group 10 is driven preferentially by the power supply control unit 12 over the second converter group 11, and can supply power equal to or higher than the reference power to the vehicle load 14 via the DC voltage output unit 9. Is set to the above state. Here, the reference electric power is the electric power obtained by the voltage and the current capable of the vehicle load 14 operating normally. Further, since the vehicle load 14 is generally determined in advance according to the vehicle 15, the value of the reference power may be determined in advance as a value corresponding to the vehicle 15.

The power supply control unit 12 controls the operations of the first converter group 10 and the second converter group 11, and detects the output power of the first converter group 10. The timing at which the power supply control unit 12 detects the outputable power of the first converter group 10 may be always after the engine switch 19 arranged in the vehicle 15 is turned on. Alternatively, immediately after the engine switch 19 is turned on, the power supply control unit 12 starts to detect the outputable power of the first converter group 10 from the situation where many vehicle loads 14 are not yet operating, and this detection operation is periodically performed. It may be carried out at intervals. In particular, when the detection is performed immediately after the engine switch 19 is turned on, most of the vehicle load 14 is not yet operating, so that the outputable power of the first converter group 10 can be easily and accurately detected. It becomes possible to do. Alternatively, the power supply control unit 12 may execute detection for the first converter group 10 at the timing when the vehicle load 14 suddenly increases.

Further, even if the power supply control unit 12 comprehensively detects the outputable power of the first converter group 10, or the individual DCDC converters 13 in the state of forming the first converter group 10 and being connected in parallel The outputable power may be detected after the outputable power is detected. Further, with respect to the second converter group 11, the individual outputable powers of the individual DCDC converters 13 constituting the second converter group 11 may be detected at the same time when the outputable power of the first converter group 10 is detected. Also in the second converter group 11, the individual DCDC converters 13 are connected in parallel.

If the power supply control unit 12 detects the power that can be output to the first converter group 10 as described above and the power that can be output is equal to or higher than the reference power, the power supply is controlled if the first converter group 10 is operating normally. Part 12 determines. Therefore, in this case, even if a large amount of electric power is required for the vehicle load 14, the first converter group 10 bears all of the electric power supply.

On the other hand, when the outputable power is smaller than the reference power, the power supply control unit 12 determines that the first converter group 10 is not operating normally. At this time, the power supply control unit 12 calculates the shortage of the outputable power with respect to the reference power, and the power supply control unit 12 is arbitrary among the individual DCDC converters 13 constituting the second converter group 11 in order to make up for the shortage of power. DCDC converter 13 is operated. That is, the power supply control unit 12 controls the DCDC converter 13 so that the power obtained from both the first converter group 10 and the second converter group 11 is equal to or higher than the reference power.

When the power supply control unit 12 operates an arbitrary DCDC converter 13 among the individual DCDC converters 13 constituting the second converter group 11, it goes without saying that the individual DCDC converters 13 constituting the second converter group 11 are individually operated. The power supply control unit 12 selects the DCDC converter 13 having a normal outputable power. Here, the individual DCDC converters 13 constituting the first converter group 10 and the individual DCDC converters 13 constituting the second converter group 11 may all have substantially the same output power capacity. As a result, the calculation of the power shortage in the first converter group 10 and the control of the second converter group 11 by the power supply control unit 12 for compensating for the shortage of power become easier and more accurate.

When the outputable power in the first converter group 10 is smaller than the reference power, the power supply control is performed after identifying the DCDC converter 13 in an abnormal state among the individual DCDC converters 13 constituting the first converter group 10. The unit 12 may issue a warning to a warning device (not shown) provided on the vehicle 15 to urge the passengers of the vehicle 15 to repair the DCDC converter 13 in an abnormal state.

For convenience, FIGS. 1 and 2 show a group of specific DCDC converters 13 arranged continuously as a first converter group 10 and a second converter group 11. However, both the first converter group 10 and the second converter group 11 are not classified according to the arrangement location or the like, and the power supply control unit 12 selectively selects each of the first converter group 10 and the second converter group 11. The DCDC converter 13 to be configured may be determined. Therefore, it is not necessary to centrally arrange all the DCDC converters 13 in one place, and it is possible to disperse the risk of damage caused by an impact on the vehicle 15.

Therefore, if one or a plurality of DCDC converters 13 constituting the initially set first converter group 10 have an abnormality such as a failure, the start of the vehicle 15 is stopped and then the next start of the vehicle 15 is started. When doing so, the DCDC converter 13 in which the abnormality has occurred is classified and set as the second converter group 11, and the normal DCDC converter 13 that constitutes the second converter group 11 at the time of the previous start of the vehicle 15 is selected. After that, the power supply control unit 12 may instruct and set to replace the first converter group 10 so as to form the first converter group 10. As a result, the first converter group 10 that normally operates as the main converter group and supplies electric power to the vehicle load 14 can maintain a healthy state at all times.

It suffices that the second converter group 11 can supplement the shortage of electric power by the configuration and operation of the in-vehicle power supply device 7 as described above. That is, the second converter group 11 does not need to have the same power capacity as the first converter group 10. Therefore, the second converter group 11 has a smaller volume than the first converter group 10 by having the DCDC converter 13 having a smaller number of members than the first converter group 10, and is the first converter group that is lighter in weight. It may be added to the converter group 10.

As a result, the vehicle-mounted power supply device 7 having the first converter group 10 and the second converter group 11 can be made smaller and lighter, and the structure and fuel consumption of the vehicle on which the vehicle-mounted power supply device 7 is mounted are less likely to be restricted. Can be done. As a matter of course, the number of individual DCDC converters 13 is suppressed, and the total power capacity of the first converter group 10 and the second converter group 11 is suppressed to be small, so that the cost of the in-vehicle power supply device 7 is also suppressed.

Further, when the second converter group 11 is composed of a plurality of DCDC converters 13, even if a failure occurs in a part of the DCDC converters 13, the second converter group 11 compensates for the power shortage in the first converter group 10. Is possible in most situations. In other words, the number of DCDC converters 13 constituting the second converter group 11 may be significantly smaller than the number of DCDC converters 13 constituting the first converter group 10.

Further, since the in-vehicle power supply device 7 has a configuration including a first converter group 10 having a plurality of DCDC converters 13 and a second converter group 11, the individual DCDC converters 13 constituting the plurality of converter groups overlap. As a result, the reference power cannot be supplied to the vehicle load 14 due to an abnormal situation, and the occurrence rate of the vehicle 15 starting failure or sudden operation stop is extremely high compared to the case where the power supply device is configured by a single converter. It can be suppressed to a low incidence. Therefore, in general, a vehicle using the vehicle-mounted power supply device 7 does not have to dispose a lead battery (not shown) arranged in parallel with the vehicle-mounted power supply device 7 between the DC voltage output unit 9 and the vehicle load 14. It is possible to respond only by supplying power to the load 14. As a result, the in-vehicle power supply device 7 can realize not only miniaturization and weight reduction in the in-vehicle power supply device 7, but also weight reduction equivalent to that of a lead battery (not shown), and the in-vehicle power supply device 7 is an in-vehicle power supply device. It is possible to further improve the fuel efficiency of the vehicle 15 on which the 7 is mounted.

In the above description, the vehicle-mounted power supply device 7 has a first converter group 10 and a second converter group 11. However, the in-vehicle power supply device 7 further has a plurality of converter groups such as a third converter group (not shown) and a fourth converter group (not shown) in addition to the first converter group 10 and the second converter group 11. You may. Even in this case, all of the individual DCDC converters 13 arranged in parallel in each converter group need to have substantially the same output power capacity. The total number of DCDC converters 13 included in the second converter group 11, the third converter group (not shown), and the fourth converter group (not shown) is the DCDC converter 13 included in the first converter group 10. The number of members is smaller than the number of members, and the individual DCDC converters 13 are connected in parallel in each converter group.

Even when a plurality of converter groups are provided in addition to the first converter group 10, the power supply control unit 12 preferentially drives the first converter group 10 over the other converter groups, and the power supply control unit 12 is driven via the DC voltage output unit 9. It is set in a state where it is possible to supply power equal to or higher than the reference power to the vehicle load 14. Since the plurality of converter groups other than the first converter group 10 need only supplement the insufficient power in the first converter group 10, it is not necessary to have the same power capacity as the first converter group 10. Therefore, the plurality of converter groups may be added to the first converter group 10 as a converter group having a smaller volume and lighter weight than the first converter group 10.

Further, as described above, in FIGS. 1 and 2, for convenience, a group of specific DCDC converters 13 arranged continuously is shown as a first converter group 10 and a second converter group 11. However, both the first converter group 10 and the plurality of converter groups are not classified according to the arrangement location or the like, and the power supply control unit 12 selectively constitutes each of the first converter group 10 and the plurality of converter groups. The DCDC converter 13 may be determined.

Therefore, if one or more of the DCDC converters 13 constituting the initially set first converter group 10 have an abnormality such as a failure, the next time the vehicle 15 is started after the vehicle 15 has stopped starting. The DCDC converter 13 in which the abnormality has occurred is classified and set as the lowest-order converter group among the plurality of converter groups, and the normal DCDC among the multiple converter groups that were configured when the vehicle 15 was started last time. After selecting the converter 13, it may be set to be replaced so as to form the first converter group 10. As a result, the first converter group 10 that normally operates as the main converter group and supplies electric power to the vehicle load 14 can maintain a healthy state at all times.

The in-vehicle power supply device of the present invention has the effect of being able to be miniaturized and lightened, and is useful in various vehicles.

7 In-vehicle power supply device 8 DC voltage input unit 9 DC voltage output unit 10 1st converter group 11 2nd converter group 12 Power supply control unit 13 DCDC converter 14 Vehicle load 15 Vehicle 16 Vehicle body 17 High voltage DC power supply 18 Generator 19 Engine switch

Claims (5)

DC voltage input section and
DC voltage output unit and
A first converter group having a plurality of DCDC converters connected and arranged between the DC voltage input unit and the DC voltage output unit, and
A second converter group connected in parallel to the first converter group and having fewer DCDC converters than the first converter group,
A power supply control unit that is connected to the first converter group and the second converter group and controls the first converter group and the second converter group.
With
The first converter group and the individual DCDC converters constituting the second converter group have the same output power capacity.
The power supply control unit
Comparing the outputable power and the reference power in the first converter group,
When the outputable power is smaller than the reference power, it is determined that the first converter group is not operating normally.
The DCDC converter of the second converter group corresponding to the insufficient power in the first converter group is started, and the DCDC converter is started.
Make the outputable power equal to or higher than the reference power.
In-vehicle power supply. The power supply control unit
After the engine switch is switched from off to on, the outputable power and the reference power in the first converter group are compared.
The vehicle-mounted power supply device according to claim 1. The power supply control unit
At the next vehicle startup when an abnormality is detected in the first converter group,
The plurality of DCDC converters constituting the first converter group are all in a normal state.
The DCDC converter determined to be abnormal in the first converter group is replaced with the DCDC converter in the second converter group.
The vehicle-mounted power supply device according to claim 1. With a third converter group
The DCDC converter included in the second converter group and the third converter group is
Less than the DCDC converters of the first converter group
The power supply control unit
Comparing the outputable power and the reference power in the first converter group,
When the outputable power is smaller than the reference power, at least one DCDC converter of the second converter group and the third converter group is started.
Make the outputable power equal to or higher than the reference power.
The vehicle-mounted power supply device according to claim 1. With multiple converters
The DCDC converter included in the second converter group and the plurality of converter groups is
Less than the DCDC converters of the first converter group
The power supply control unit
Comparing the outputable power and the reference power in the first converter group,
When the outputable power is smaller than the reference power, at least one DCDC converter of the second converter group and the plurality of converter groups is activated.
Make the outputable power equal to or higher than the reference power.
The vehicle-mounted power supply device according to claim 1.

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