WO2013125170A1 - バックアップ電源装置とそれを搭載した自動車 - Google Patents
バックアップ電源装置とそれを搭載した自動車 Download PDFInfo
- Publication number
- WO2013125170A1 WO2013125170A1 PCT/JP2013/000696 JP2013000696W WO2013125170A1 WO 2013125170 A1 WO2013125170 A1 WO 2013125170A1 JP 2013000696 W JP2013000696 W JP 2013000696W WO 2013125170 A1 WO2013125170 A1 WO 2013125170A1
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- WIPO (PCT)
- Prior art keywords
- booster circuit
- power supply
- circuit
- capacitor
- backup power
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
- B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B77/00—Vehicle locks characterised by special functions or purposes
- E05B77/54—Automatic securing or unlocking of bolts triggered by certain vehicle parameters, e.g. exceeding a speed threshold
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
- E05B81/00—Power-actuated vehicle locks
- E05B81/54—Electrical circuits
- E05B81/80—Electrical circuits characterised by the power supply; Emergency power operation
- E05B81/86—Electrical circuits characterised by the power supply; Emergency power operation using capacitors
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
- H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
- H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
- H02J9/061—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for DC powered loads
Definitions
- the present invention relates to a backup power supply device used for various vehicles and an automobile equipped with the backup power supply device.
- FIG. 12 is a circuit block diagram of the conventional backup power supply device 5.
- the backup power supply device 5 includes a main body case 1, a capacitor 2, a charging circuit 3, and an output terminal 4.
- the capacitor 2 and the charging circuit 3 are provided inside the main body case 1.
- the charging circuit 3 is provided in the charging path of the capacitor 2.
- the output terminal 4 is provided in the output path of the capacitor 2.
- the backup power supply device 5 provides an activation voltage to the airbag activation circuit 7 by discharging the electric charge stored in the capacitor 2.
- the airbag device 8 operates when the airbag activation circuit 7 is activated by the activation voltage supplied from the backup power supply device 5. As a result, the backup power supply device 5 can ensure the safety of the passenger by operating the airbag device 8 when an accident occurs.
- Patent Document 1 is known as related prior art document information.
- the backup power supply unit includes a capacitor, a charging circuit, a booster circuit, and a door lock release output terminal.
- the charging circuit is provided in the charging path of the capacitor, and drops the input voltage of the charging circuit.
- the booster circuit is provided in the output path of the capacitor.
- the door lock release output terminal is connected to the booster circuit.
- the backup power supply can appropriately supply power for releasing the door lock in an emergency.
- FIG. 1 is a block diagram showing an example of a backup power supply apparatus according to the first embodiment of the present invention.
- FIG. 2 is a plan view showing an example of an automobile equipped with the backup power supply device according to the first embodiment of the present invention.
- FIG. 3 is a block diagram illustrating an example of the relationship between the backup power supply device and the door according to the first embodiment of the present invention.
- FIG. 4 is a block diagram illustrating an example of the relationship between the backup power supply device and the door lock function unit according to the first embodiment of the present invention.
- FIG. 5 is a block diagram illustrating an example of the relationship between the backup power supply apparatus and the vehicle control apparatus according to the first embodiment of the present invention.
- FIG. 1 is a block diagram showing an example of a backup power supply apparatus according to the first embodiment of the present invention.
- FIG. 2 is a plan view showing an example of an automobile equipped with the backup power supply device according to the first embodiment of the present invention.
- FIG. 3 is a block diagram illustrating an example of the relationship
- FIG. 6 is an exploded perspective view showing an example of the backup power supply device according to the first embodiment of the present invention.
- FIG. 7A is a top view illustrating an example of a substrate on which a circuit portion of the backup power supply device according to the first embodiment of the present invention is mounted.
- FIG. 7B is a back view showing an example of the substrate on which the circuit portion of the backup power supply device of Embodiment 1 of the present invention is mounted.
- FIG. 8 is a time-series diagram illustrating an example of the operation state of the automobile and the door lock on which the backup power supply device according to the first embodiment of the present invention is mounted.
- FIG. 9 is a block diagram showing an example of connection between the backup power supply device according to the second embodiment of the present invention and an automobile equipped with the backup power supply device.
- FIG. 7A is a top view illustrating an example of a substrate on which a circuit portion of the backup power supply device according to the first embodiment of the present invention is mounted.
- FIG. 7B is a back view
- FIG. 10 is a time-series diagram showing an example of the operation state of the automobile and the booster circuit on which the backup power supply device according to the second embodiment of the present invention is mounted.
- FIG. 11 is a time-series diagram illustrating an example of the operating state of the backup power supply device according to the second embodiment of the present invention.
- FIG. 12 is a circuit block diagram of a conventional backup power supply apparatus.
- FIG. 1 is a block diagram showing an example of a backup power supply apparatus according to Embodiment 1 of the present invention.
- the backup power supply device 15 includes a capacitor 25, a charging circuit 26, a booster circuit 27, and a door lock release output terminal 28.
- the charging circuit 26 is provided in the charging path of the capacitor 25 and reduces the input voltage of the charging circuit 26.
- the booster circuit 27 is provided in the output path of the capacitor 25.
- the door lock release output terminal 28 is connected to the booster circuit 27.
- the backup power supply device can appropriately output power for releasing the door lock from the door lock release output terminal in an emergency.
- the booster circuit 27 boosts the voltage of the capacitor 25 and the boosted voltage is released from the door lock release output terminal 28.
- the motor 19 is supplied. As a result, the motor 19 is started with a sufficiently high voltage, and thus the door lock is properly released in an emergency. For this reason, the passenger can urgently escape from the inside of the vehicle 10 to the outside of the vehicle, and safety is improved.
- FIG. 2 is a plan view showing an example of an automobile on which the backup power supply device 15 is mounted.
- the driver's seat 11 and the passenger seat 12 are provided in front of the interior 10 of the vehicle body 9 ⁇ / b> A of the automobile 9.
- a rear seat 13 is provided behind the interior 10.
- a handle 14 and a dashboard 16 are provided in front of the driver's seat 11 in the vehicle interior 10.
- the backup power supply device 15 is, for example, in front of the vehicle interior 10 and disposed between the driver seat 11 and the passenger seat 12. Alternatively, it is stored and arranged inside the dashboard 16 in front of the vehicle interior 10. In particular, the backup power supply 15 is not easily affected by changes in ambient temperature by being stored inside the dashboard 16. Thereby, it can suppress that the characteristic and lifetime of the backup power supply device 15 deteriorate with heat.
- the backup power supply device 15 operates when the automobile 9 falls into an emergency situation. Details thereof will be described later.
- FIG. 3 is a block diagram showing an example of the relationship between the backup power supply device 15 and the door 17.
- Each door 17 is provided with a door lock 18, a motor 19, a door knob 20 and a mechanical key 21.
- the backup power supply device 15 is connected to the motor 19 of each door 17.
- the door lock 18 corresponds to driving of the motor 19 and releases the lock of the door 17.
- the door lock 18 can unlock or lock the door 17. Further, the door lock 18 can be unlocked or locked by the driver operating the mechanical key 21.
- the motor 19 is automatically activated when the automobile 9 reaches a predetermined speed.
- the door lock 18 locks the door 17 by driving the motor 19. Then, the backup power supply device 15 operates only in an emergency, and the door lock 18 unlocks the door 17 by driving the motor 19.
- FIG. 4 is a block diagram showing an example of the relationship between the backup power supply device 15 and each functional unit related to the locking of the door 17.
- FIG. 5 is a block diagram showing an example of the relationship between the backup power supply device 15 and the vehicle control device, and shows the configuration of the charging circuit 26 and the booster circuit 27.
- FIG. 6 is an exploded perspective view of the backup power supply device 15. As shown in FIG. 4, the backup power supply device 15 is connected to the battery 22 and the vehicle ECU 23 of the automobile 9.
- the vehicle ECU 23 is, for example, a device that controls an electrical component such as a door lock, illumination, or alarm transmission.
- the backup power supply device 15 includes a main body case 24, a capacitor 25, a charging circuit 26, a booster circuit 27, and a door lock release output terminal 28.
- the capacitor 25 is housed in a box-shaped main body case 24.
- the charging circuit 26 is provided in the charging path of the capacitor 25.
- the booster circuit 27 is provided in the output path of the capacitor 25.
- the door lock release output terminal 28 is disposed in the connector 34 a and is connected to the booster circuit 27.
- the capacitor 25 is preferably an electric double layer capacitor.
- the electric double layer capacitor is preferable as the capacitor 25 because it has a large capacity, can be rapidly charged, and can further extend the life of the discharge cycle.
- Capacitor 25 includes a first capacitor 25a and a second capacitor 25b connected in series.
- the charging circuit 26 steps down the voltage supplied from the battery 22 as the main power source and supplies it to the capacitor 25.
- the charging circuit 26 includes a capacitor 29, a switching element 30, a choke coil 31, and a diode 32.
- the charging circuit 26 is a step-down DC-DC converter, for example.
- the charging circuit 26 charges the capacitor 25 with a constant current or charges the capacitor 25 with a constant voltage.
- the charging operation sequence in the charging circuit 26 has priority to charge the capacitor 25 with a constant current.
- the control element 33 switches from the constant current operation to the constant voltage operation in addition to controlling the switching element 30 so as to lower the charging current to the predetermined value or less. .
- the capacitor 25 can be charged without being overcharged, the life of the capacitor 25 can be extended, and the reliability of the backup power supply device 15 is improved.
- the switching element 30 is composed of, for example, an FET, and is connected to the vehicle ECU 23 via a control element 33 such as a control IC.
- FIG. 7A is a top view of the substrate on which the circuit portion of the backup power supply 15 is mounted.
- FIG. 7B is a back view of the substrate on which the circuit portion of the backup power supply device 15 is mounted.
- the switching element 40, the booster coil 37, and the discharge pattern unit 50 of the booster circuit 27 are arranged on the first surface side of the substrate 34.
- Capacitors 25 a and 25 b and charging circuit 26 are arranged on the second surface side on the back side of substrate 34. Then, the substrate 34 shown in FIG. 6 is inserted into the main body case 24 from one end opening 35 provided at one end of the main body case 24. Thereafter, the one-end opening 35 is closed by the lid 36.
- the boosting circuit 27 and the discharge pattern portion 50 are disposed on the first surface side of the substrate 34, and the capacitors 25a and 25b and the charging circuit 26 are disposed on the second surface side of the substrate 34, whereby charging control is performed. It is possible to suppress the noise based on the influence on the booster circuit 27 side. Furthermore, by arranging the booster circuit 27 and the discharge pattern portion 50 and the capacitors 25a and 25b on different surfaces, heat generated in the booster circuit 27 and the discharge pattern portion 50 is hardly transmitted to the capacitors 25a and 25b. Thereby, it can suppress that the characteristic and lifetime of capacitor
- the capacitors 25a and 25b are isolated from the outside of the main body case 24 by the main body case 24, so that they are not easily affected by ambient temperature changes. Therefore, it can suppress that the characteristic and lifetime of capacitor
- the connector 34a is disposed at the end of the board 34.
- the connector 34a connects the vehicle ECU 23 shown in FIG. 5 and the board 34 shown in FIG.
- the lid 36 is provided with an opening 36a so as to face the connector 34a.
- the booster circuit 27 is disposed between the choke coil 31 of the charging circuit 26 and the door lock release output terminal 28.
- the booster circuit 27 includes a booster coil 37, a diode 38, a smoothing capacitor 39, and a switching element 40.
- the step-up coil 37 is connected in series between the choke coil 31 and the door lock release output terminal 28.
- the smoothing capacitor 39 is connected in parallel between the diode 38 and the door lock release output terminal 28.
- the switching element 40 composed of an FET or the like is connected between the booster coil 37 and the diode 38. With this configuration, a closed loop is formed by the switching element 40, the booster coil 37, and the capacitors 25a and 25b.
- the switching element 30 of the charging circuit 26 always charges the capacitor 25, but the switching element 40 of the boosting circuit 27 always boosts the output voltage of the charging circuit 26. , May be stopped.
- the vehicle ECU 23 instructs this boosting operation.
- a circuit that short-circuits the capacitor 25 and discharges it is not used. That is, in a state where the engine mounted on the automobile is operating, the vehicle ECU 23 instructs to maintain the state where the capacitor 25 is charged.
- the discharge circuit 41 is connected to the capacitor 25.
- the discharge circuit 41 is connected to the vehicle ECU 23. And if vehicle ECU23 detects a stop of an engine, the discharge circuit 41 will discharge the electric charge of the capacitor
- the switching element 40 is connected to the vehicle ECU 23 via a control element 42 constituted by a control IC or the like.
- FIG. 8 is a time-series diagram showing an example of the operating state of a car equipped with a backup power supply device and a door lock.
- the “Vbatt” curve shows the change in the battery voltage of the main power supply
- the speed curve shows the change in the vehicle speed
- the “lock” curve shows the change in the state where the door lock is locked or released
- the “Vin” curve shows the variation in voltage that the charging circuit receives from the battery
- the “EDLC” curve shows the variation in the charging voltage of the capacitor.
- the engine is first started at point A in FIG. Since the battery 22 shown in FIG. 4 is in a normal state, as shown in the curve of Vbatt, only a slight voltage fluctuation occurs when the engine is started, and the voltage fluctuation is small.
- the battery 22 supplies power to the charging circuit 26 in accordance with the Vin curve shown in FIG.
- the vehicle ECU 23 shown in FIG. 4 is activated by power supply from the battery 22.
- the switching element 30 shown in FIG. 5 is controlled via the control element 33, As a result, the switching element 30 switches to an ON state.
- the charging circuit 26 is activated. As a result, the capacitor 25 is gradually charged according to the EDLC curve shown in FIG.
- the motor 19 shown in FIG. 4 is activated by the vehicle ECU 23, and the door lock 18 shown in FIG. Thereby, the door 17 of FIG. 1 is locked (locked).
- the motor 19 is used as an example of an element (configuration) for releasing the door lock 18.
- the discharge circuit 41 is activated by the vehicle ECU 23, and the discharge circuit 41 gradually discharges the electric charge of the capacitor 25. Since the characteristics of the capacitor 25 deteriorate when left in a fully charged state, the discharge circuit 41 gradually discharges the capacitor 25 every time in the engine OFF state in order to avoid this.
- the capacitor 25 is not completely discharged, and a predetermined amount of charge remains as shown by the EDLC curve in FIG. For this reason, from the next charging time, the time required to fully charge the capacitor 25 does not take the initial 30 seconds shown in the EDLC curve, and only a short time is required. Therefore, the capacitor 25 can smoothly reach a fully charged state.
- the capacitor 25 supplies electric power to the vehicle ECU 23 via the booster coil 37, the diode 38, and the door lock release output terminal 28, so that the vehicle ECU 23 can continue the control operation. .
- the electric charge stored in the capacitor 25 is gradually discharged by the discharge circuit 41. Therefore, until the discharge of the capacitor 25 is completed, the capacitor 25 continues to supply power to the vehicle ECU 23 via the booster coil 37, the diode 38, and the door lock release output terminal 28. As a result, the vehicle ECU 23 can continue the control operation.
- the greatest feature of the backup power supply 15 is that when the automobile 9 is in operation, the backup power supply 15 starts the motor 19 in a state where the battery 22 cuts off the power supply to each part due to an accident or the like, and the door lock 18 is driven. By this operation, the door 17 is unlocked.
- the time of driving means a state in which the engine is started, and includes the time of running and the time of temporary stop.
- the vehicle ECU 23 determines that the voltage drop from the battery 22 is a voltage drop due to the damage of the battery 22.
- the vehicle ECU 23 stops the discharge circuit 41 based on the determination that the battery 22 is damaged due to an accident, so the discharge circuit 41 does not discharge the capacitor 25.
- the capacitor 25 continues to supply power to the vehicle ECU 23 until the capacitor 25 has no electric charge. As a result, the vehicle ECU 23 can continue the control operation.
- the capacitor 25 supplies power to the vehicle ECU 23 via the booster coil 37, the diode 38, and the door lock release output terminal 28.
- the vehicle ECU 23 issues an instruction to turn on the switching element 40 via the control element 42 based on the determination that the voltage of the battery 22 has dropped due to an accident.
- both ends of the capacitor 25 are short-circuited. That is, the capacitor 25, the switching element 40, and the booster coil 37 are short-circuited in series by the discharge pattern unit 50, and the electric charge stored in the capacitor 25 is supplied to the booster circuit. Therefore, the capacitor 25 allows a large value of current to flow to the discharge pattern portion 50.
- the discharge pattern unit 50 has a larger current capacity and cross-sectional area than the wiring pattern unit 51 of the charging circuit 26 and the booster circuit 27.
- the capacitor 25 is added to the discharge pattern unit 50 by 2 (V), 100 (A). Current.
- the booster circuit 27 is activated in response to an instruction from the vehicle ECU 23, and supplies a predetermined voltage to the door lock release output terminal 28 based on this large current. For example, the booster circuit 27 supplies 12 (V) and 16 (A) power.
- the voltage is low because the capacitor 2 is only discharged in an emergency.
- equipment for ensuring safety such as the air bag activation circuit 7, is driven by a high voltage. Therefore, there is a possibility that the conventional backup power supply device 5 cannot properly drive such equipment when an emergency such as an accident occurs.
- the booster circuit 27 is provided in the output path of the capacitor 25 as shown in FIGS.
- the output of the booster circuit 27 is connected to the door lock release output terminal 28. Therefore, in an emergency such as the battery 22 being damaged due to an accident or the like, the voltage of the capacitor 25 is boosted by the booster circuit 27 and supplied to the motor 19 which is a door lock release unit through the door lock release output terminal 28. As a result, since the motor 19 is started with a sufficiently high voltage, the door lock can be appropriately released in an emergency. For this reason, it becomes possible for the passenger to urgently escape from the vehicle interior 10 shown in FIG.
- FIG. 9 is a block diagram showing an example of connection between a backup power supply device according to Embodiment 2 of the present invention and a vehicle equipped with the backup power supply device.
- an embodiment of connection between the backup power supply device 115 and a vehicle equipped with the backup power supply device 115 will be described.
- the backup power supply device 115 is disposed in the interior 10 of the automobile 9 shown in FIG.
- symbol is attached
- the charging circuit 26 of the backup power supply device 115 is provided on the power supply side of the capacitor 25.
- the charging circuit 26 charges the capacitor 25.
- the booster circuit 27 is provided on the capacitor 25 power discharge side. The booster circuit 27 boosts the voltage when the electric power stored in the capacitor 25 is discharged.
- the door lock release output terminal 28 is connected to the output side of the booster circuit 27.
- the charging circuit 26 drops the voltage of the battery 22 to an appropriate voltage for charging the capacitor 25.
- the input terminal 26 a of the charging circuit 26 and the output terminal 27 a of the booster circuit 27 are further connected via a first diode 43.
- the cathode side of the first diode 43 is connected to the output terminal 27 a of the booster circuit 27, and the anode side is connected to the input terminal 26 a of the charging circuit 26.
- the first diode 43 is connected in parallel to the charging circuit 26 and the booster circuit 27. The power from the battery 22 connected to the input terminal 26 a of the charging circuit 26 in a state where the booster circuit 27 is stopped and there is no output from the booster circuit 27 passes through the first diode 43. To the output terminal 27a.
- the backup power supply device 115 does not start up the booster circuit 27 when the power is normally supplied to the input terminal 26a of the charging circuit 26. Therefore, the switching element 40 in the booster circuit 27 does not perform a switching operation.
- the backup power supply device 115 shown in FIG. 9 is in a standby state. As a result, noise emitted from the booster circuit 27 to the outside with the operation of the switching element 40 is suppressed.
- the booster circuit 27 is required to boost the voltage of the capacitor 25 that stores limited power or voltage after being reduced in size. Therefore, the noise generated by the switch operation is also likely to increase. Therefore, the influence of noise on other in-vehicle devices due to the stop of the switch operation can be suppressed. Of course, the power consumption accompanying the switch operation can also be suppressed.
- the bypass between the input terminal 26a of the charging circuit 26 and the output terminal 27a of the booster circuit 27 has a configuration in which an impedance component such as a resistor is connected in series with the first diode 43 to suppress a current flowing therethrough. Thus, power consumption may be suppressed.
- the operation of the backup power supply device 115 shown so far is an operation in a state where the battery 22 is normally connected. Therefore, regardless of whether the ignition switch 44 is opened or closed, the relay 45 does not connect the door lock release output terminal 28 and the door lock open / close terminal 47. Therefore, the booster circuit 27 is not required to output a voltage from the vehicle ECU 23 or the control element 42.
- the booster circuit 27 When the automobile 9 is in operation and the power supply from the battery 22 to the input terminal 26a of the charging circuit 26 is interrupted due to an accident, a backup of the power supply is required. Therefore, when such a state occurs, the booster circuit 27 is activated. The voltage stored in the capacitor 25 is boosted by the booster circuit 27, and the boosted voltage is supplied to the door lock release output terminal 28 through the output terminal 27a. At this time, since the automobile 9 is in operation, the ignition switch 44 is in a connected state at least until immediately before an accident occurs. Therefore, the capacitor 25 is already fully charged through the charging circuit 26.
- the charging circuit 26 may charge the capacitor 25 immediately when power is supplied to the input terminal 26a. Alternatively, the charging circuit 26 may charge the capacitor 25 once and then periodically charge it after a predetermined time.
- the capacitor 25 is discharged in a small amount as time passes without supplying power to the booster circuit 27. Therefore, it is desirable that the charging circuit 26 periodically charges the capacitor 25. With this configuration, the capacitor 25 is always fully charged or close to it when the backup power supply 115 needs to operate.
- the charging circuit 26 is also provided with a switching element 30.
- the switching element 30 performs a switching operation to perform DC-DC conversion.
- the switching operation by the switching element 30 is a step-down operation and is not an operation performed within a limited short time. Therefore, compared with the booster circuit 27, the charging circuit 26 generates very little noise.
- the input terminal 26 a of the charging circuit 26 and the output terminal 27 a of the booster circuit 27 are connected by the first diode 43.
- connection and operation of the electronic control system of the automobile 9 and the backup power supply 115 when the backup power supply 115 is mounted on the automobile 9 will be described.
- the ignition switch 44 operates in conjunction with the ignition.
- the ignition switch 44 is connected to the input terminal 26 a of the charging circuit 26 of the backup power supply device 115. That is, the battery 22 and the charging circuit 26 are connected via the ignition switch 44.
- connection point between the battery 22 and the ignition switch 44 is connected to the vehicle ECU 23 via the second diode 46.
- the cathode side of the second diode 46 is connected to the vehicle ECU 23.
- connection point between the battery 22 and the ignition switch 44 is connected to a relay 45. If the battery 22 is normally connected, the relay 45 is connected to the battery 22 regardless of whether the ignition switch 44 is connected or not. With this configuration, the battery 22 supplies power to the door lock opening / closing terminal 47 via the relay 45.
- the normal state is not a state in which the power supply from the battery 22 is cut off due to an accident as described above, but a state in which the battery 22 is connected without reaching such a state.
- the door lock in the normal state can be arbitrarily locked or released through the door lock opening / closing terminal 47.
- the vehicle ECU 23 or the control element 42 operates the switching element 40 of the booster circuit 27 based on the information on the power interruption.
- the switching element 40 operates, the electric power stored in the capacitor 25 is boosted, and the electric power for releasing the door lock is output from the output end 27a to the door lock release output terminal 28 side.
- connection of the relay 45 is switched from the battery 22 side to the door lock release output terminal 28 side.
- electric power for releasing the door lock can be sent to the door lock opening / closing terminal 47, and the door lock is forcibly released by this electric power and an instruction from the vehicle ECU 23.
- FIG. 10 is a time-series diagram showing an example of the operating state of the automobile equipped with the backup power supply device 115 and the booster circuit.
- the “Vbatt” curve shows the change in the battery voltage of the main power supply
- the speed curve shows the change in the vehicle speed
- the “lock” curve shows the change in the state where the door lock is locked or released
- the “Vin” curve shows the fluctuation of the voltage that the charging circuit receives from the battery
- the curve of “EDLC” shows the fluctuation of the charging voltage of the capacitor
- the curve of “Boost circuit output” shows the fluctuation of the output voltage from the boost circuit
- the curve of “output” shows the fluctuation of the output voltage of the door lock opening / closing terminal.
- the booster circuit 27 does not operate before the timing of accident (D point). Therefore, as shown in the curve of the booster circuit output in FIG. 10, the booster circuit 27 outputs a voltage after the battery 22 is damaged.
- the door lock open / close output curve is the Vbatt curve and the booster circuit output.
- a curve is formed by superimposing the curve.
- the ignition switch 44 is closed and the door lock release output terminal 28 is disconnected from the door lock opening / closing terminal 47.
- the booster circuit 27 is stopped while being always operable. With this configuration, noise emitted from the switching element 40 of the booster circuit 27 is suppressed.
- the cross-sectional area of the first conductor line 43 a connecting the first diode 43 is smaller than the cross-sectional area of the second conductor line 46 a connecting the second diode 46.
- the second conductor line 46a it is necessary for the second conductor line 46a to constantly supply power for driving the vehicle ECU 23 to the vehicle ECU 23. Therefore, in consideration of power loss, the second conductor line 46a needs a large cross-sectional area with a low resistance value.
- the first conductor line 43a only needs to secure a voltage sufficient to send a minute signal to the output terminal 27a of the booster circuit 27. Therefore, the first conductor line 43a may be a conductor having a small cross-sectional area.
- a third diode 48 is connected between the output terminal 27 a of the booster circuit 27 and the vehicle ECU 23, a voltage divider circuit 49 is connected between the output terminal 27 a and the ground, and It is desirable to input a partial voltage to the control element 42. With this configuration, it is possible to suppress an instantaneous deterioration in the function of the vehicle ECU 23. Therefore, after the battery 22 is damaged due to an accident, the vehicle ECU 23 can continue to function.
- the booster circuit 27 is activated in response to an instruction from the control element 42. To do. At the same time, the voltage at the output terminal 27a suddenly decreases, and the discharge from the smoothing capacitor 39 connected to the output terminal 27a in the booster circuit 27 to the vehicle ECU 23 starts through the third diode 48. The smoothing capacitor 39 is charged by the battery 22 through the first diode 43 until the power supply from the battery 22 is cut off. Therefore, until the power supply is cut off, the booster circuit 27 is in a state capable of discharging even if it is not activated.
- the voltage for driving the vehicle ECU 23 after the battery damage is a voltage obtained by superimposing the discharge voltage of the smoothing capacitor 39 and the output voltage of the booster circuit 27.
- FIG. 11 is a time-series diagram showing an example of the operating state of the backup power supply device 115.
- the battery voltage becomes “0” when the battery 22 is damaged.
- the voltage of the smoothing capacitor 39 decreases along the discharge curve, and a voltage in which the battery curve and the smooth C discharge curve are superimposed on the output end 27a is obtained.
- the voltage shown in the curve of the booster circuit is activated with a time difference from the time when the battery 22 is damaged.
- an ECU drive voltage in which a battery curve, a smooth C discharge curve, and a booster circuit curve are superimposed is supplied to the vehicle ECU 23.
- capacitance of the smoothing capacitor 39 should just prescribe
- the capacity of the smoothing capacitor 39 is sufficient as the capacity of the smoothing capacitor used for the normal smoothing function. That is, the smoothing capacitor 39 has both functions of a smoothing function when the booster circuit 27 is operating, and a micro storage battery function before the booster circuit 27 operates.
- a time lag occurs between the state where the booster circuit 27 has stopped operating for noise suppression and the time when the control element 42 receives an instruction for boosting and the booster circuit 27 starts operating.
- the electric charge stored in the smoothing capacitor 39 is supplied as instantaneous compensation power to the vehicle ECU 23 via the third diode 48. Therefore, the voltage at the output end 27a can be maintained at a voltage that maintains the driving of the vehicle ECU 23.
- the vehicle ECU 23 can continue a stable operation without suspending or stopping the operation without impairing the function.
- the operation for unlocking the door does not execute everything instantaneously but requires control and operation that lasts for a long time. Therefore, it is very useful for ensuring safety that the vehicle ECU 23 receives power supply without interruption.
- the backup power supply device 115 can maintain a stable operation as an emergency power supply based on the limited power from the power storage, in addition to suppressing the influence of noise.
- the smoothing capacitor 39 shares a part of the function of the booster circuit 27, it is not necessary to add a capacitor element newly. Therefore, an increase in mounting area and cost due to the added capacitive element can be suppressed.
- the third diode 48 is energized in a limited short time only in an emergency. Therefore, the cross-sectional area of the third conductor line 48a may be smaller than the cross-sectional area of the second conductor line 46a. With this configuration, it is possible to suppress the third conductor line 48a from receiving radiation noise in the same manner as the first conductor line 43a. In addition, since electric power is supplied to the vehicle ECU 23 through the second conductor line 46a in a normal state, power loss can be reduced.
- the booster circuit 27 starts operating and the door lock is released.
- the order of operations of the backup power supply 115 in an emergency is not limited to this.
- the door unlocking operation can be performed, for example, by determining that the battery 22 has disappeared and starting the operation of the booster circuit 27. It can also be done at the moment or immediately after.
- the relay 45 can be switched to the door lock release output terminal 28 side and connected to release the door lock.
- the predetermined time can be variously set in consideration of the safety of the passenger.
- the time required for the vehicle ECU 23 to determine that a function such as an airbag that needs to start operation at the moment of an accident starts and that the operation has been completed may be a predetermined time.
- a function such as an airbag that needs to start operation at the moment of an accident may be set in advance, and this may be set as a predetermined time.
- the vehicle ECU 23 detects an impact of a predetermined level or more by an inertial force sensor or the like (not shown) connected to the vehicle ECU 23 and determines that an accident has occurred, whether or not the battery 22 is normally supplying power is determined. Instead, the operation of the booster circuit 27 may be started. After the vehicle ECU 23 determines that the vehicle has stopped, or after determining that a predetermined time has elapsed since the accident, the door lock is first released by the power from the battery 22 regardless of whether or not the battery 22 is connected. Try that. After that, the backup power supply device 115 switches the relay 45 and releases the door lock with the electric power from the booster circuit 27. With this configuration, it is possible to prevent the passenger from being thrown outside when the automobile 9 is not stopped.
- the vehicle ECU 23 supplies power to the door lock opening / closing terminal 47 from both the battery 22 and the backup power supply device 115. Therefore, the automobile 9 including the backup power supply device 115 can improve the reliability of the door lock release.
- this embodiment has the following features.
- the first feature is that the booster circuit 27 is not activated by the control of the vehicle ECU 23 or the control element 42 in a normal connection state in which power is supplied to the input terminal 26a of the charging circuit 26. Therefore, the switching element 40 in the booster circuit 27 does not perform a switching operation. However, the smoothing capacitor 39 is charged.
- the backup power supply device 115 when the automobile 9 is driven in a normal state, the backup power supply device 115 is in a standby state, and noise emitted from the booster circuit 27 to the outside can be suppressed.
- the booster circuit 27 needs to be downsized to boost the voltage of the capacitor 25 that stores limited power and voltage. For this reason, noise generated by the switching operation of the booster circuit 27 tends to increase. By stopping the switch operation as described above, the influence of noise on other in-vehicle devices can be suppressed.
- the vehicle ECU 23 In the normal driving state, first, the vehicle ECU 23 is supplied with power via the second diode 46, so that the booster circuit 27 can be normally started.
- the capacitor 25 is charged via the charging circuit 26.
- the voltage of the output terminal 27a of the booster circuit 27 is kept high during charging. Therefore, in this state, the booster circuit 27 is not activated.
- the backup power supply device 115 when the automobile 9 is operating in a normal state, the backup power supply device 115 is in a standby state (a state where the capacitor 25 is charged) and does not start up the booster circuit 27. As a result, noise emitted from the booster circuit 27 to the outside can be suppressed.
- the second feature is that, in the above state, for example, when power supply from the battery 22 to the vehicle ECU 23 is cut off due to the occurrence of an accident, the power charged in the smoothing capacitor 39 causes the third diode 48 to pass through. It is a point supplied to vehicle ECU23 via this. Thereby, the fluctuation
- the vehicle ECU 23 immediately grasps the stop of power supply from the battery 22 due to the occurrence of the above-mentioned accident, and then tries to start a safe operation (release of the door lock).
- the smoothing capacitor 39 supplies electric power to the vehicle ECU 23 via the third diode 48.
- the control element 42 is activated in response to a decrease in the voltage of the voltage dividing circuit 49. Since the operation instruction is directly given from the voltage dividing circuit 49 to the control element 42, the time from when the power supply from the battery 22 is stopped to when the booster circuit 27 starts operating can be shortened.
- the vehicle ECU 23 continues to operate with the output voltage of the booster circuit 27, and at the same time, the vehicle has an abnormality. Detect what happened. Thereby, even if an accident occurs in a vehicle, the operation
- the booster circuit 27 is activated. Then, the boosting operation is performed using the electric charge charged in the capacitor 25. The boosted high voltage can start the motor 19 via the door lock release output terminal 28 and reliably release the door lock.
- the relay 45 is switched to the door lock release output terminal 28 side, thereby releasing the door lock described above.
- the operation of the booster circuit 27 at the normal time when the battery 22 is supplying power and at the abnormal time when the power supply from the battery 22 is interrupted due to an accident or the like is described.
- the vehicle ECU 23 has already recognized that the ignition switch 44 is opened under a command to stop the engine. Therefore, even if the battery 22 is removed from the vehicle in this state, the vehicle ECU 23 does not operate the booster circuit 27.
- the present invention noise is suppressed during normal operation, and stable power source operation can be maintained based on a small amount of electric power limited by power storage in an emergency.
- the door lock can be appropriately released in an emergency, it is effective as a backup power supply device used in various automobiles.
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- Charge And Discharge Circuits For Batteries Or The Like (AREA)
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Abstract
Description
図1は、本発明の実施の形態1によるバックアップ電源装置の一例を示すブロック図である。バックアップ電源装置15は、コンデンサ25、充電回路26、昇圧回路27と、ドアロック解除出力端子28を含む。充電回路26は、コンデンサ25の充電経路に設けられていて、充電回路26の入力電圧を降下させる。昇圧回路27は、コンデンサ25の出力経路に設けられている。そして、ドアロック解除出力端子28が、昇圧回路27に接続されている。
図9は本発明の実施の形態2によるバックアップ電源装置とバックアップ電源装置を搭載した自動車との接続の一例を示すブロック図である。以下、バックアップ電源装置115とバックアップ電源装置115を搭載した自動車との接続の実施の形態について説明する。これもまた当然ながら、バックアップ電源装置115は図2に示す自動車9の車内10に配置される。なお、実施の形態1と同じ構成には同じ符号を付し、詳細な説明を省略する場合がある。
10 車内
11 運転席
12 助手席
13 後部席
14 ハンドル
15,115 バックアップ電源装置
16 ダッシュボード
17 ドア
18 ドアロック
19 モータ
20 ドアノブ
21 メカキー
22 バッテリー
23 車両ECU
24 本体ケース
25,25a,25b コンデンサ
26 充電回路
26a 入力端
27 昇圧回路
27a 出力端
28 ドアロック解除出力端子
29 コンデンサ
30 スイッチング素子
31 チョークコイル
32 ダイオード
33 制御素子
34 基板
34a コネクター
35 一端開口部
36 蓋
36a 開口部
37 昇圧コイル
38 ダイオード
39 平滑コンデンサ
40 スイッチング素子
41 放電回路
42 制御素子
43 第1のダイオード
43a 第1の導体路線
44 イグニションスイッチ
45 リレー
46 第2のダイオード
46a 第2の導体路線
47 ドアロック開閉端子
48 第3のダイオード
48a 第3の導体路線
49 分圧回路
50 放電パターン部
51 配線パターン部
Claims (9)
- コンデンサと、
前記コンデンサの充電経路に設けられ降圧動作を行う充電回路と、
前記コンデンサの出力経路に設けられた昇圧回路と、
前記昇圧回路に接続されたドアロック解除出力端子と、を備えた、
バックアップ電源装置。 - 前記昇圧回路は、基板の第一面に配置された、スイッチング素子とチョークコイルと放電パターン部とを有し、前記コンデンサは前記基板の第二面に配置されるとともに前記スイッチング素子と前記チョークコイルとに直列に接続された、
請求項1に記載のバックアップ電源装置。 - 前記コンデンサを放電するとともに、前記コンデンサの電荷を残した状態で放電を停止する放電回路をさらに備えた、
請求項1に記載のバックアップ電源装置。 - 前記充電回路の入力端と前記昇圧回路の出力端との間に接続された第1のダイオードをさらに備え、
前記第1のダイオードのカソード側は前記昇圧回路の出力端側に接続され、アノード側は前記充電回路の入力端側に接続された、
請求項1に記載のバックアップ電源装置。 - 車体と、
前記車体にとりつけられてドアロックおよびドアロック解除部が設けられたドアと、
前記車体に搭載されたバッテリーと、
前記バッテリーに接続されて前記車体の車内に配置された請求項1に記載のバックアップ電源装置と、
前記バックアップ電源装置の前記昇圧回路を起動させて前記昇圧回路の出力によって前記ドアロック解除部を駆動させる車両ECUと、を備えた、
自動車。 - エンジンをさらに備え、
前記バックアップ電源装置は、前記コンデンサを放電するとともに、前記コンデンサの電荷を残した状態で放電を停止する放電回路をさらに有し、
前記バッテリーから前記車両ECUへの電力供給状態では、前記車両ECUは前記エンジンの始動と、前記エンジンの停止状態に合わせて前記放電回路を起動し、
前記バッテリーから前記車両ECUへの電力非供給状態では、前記車両ECUは前記昇圧回路を起動させ、前記昇圧回路の出力によってドアロック解除部を駆動させる、
請求項5に記載の自動車。 - 前記バッテリーと前記バックアップ電源装置の前記充電回路の入力端側との間に接続されたイグニションスイッチと、
前記充電回路の入力端と前記昇圧回路の出力端との間に接続された第1のダイオードと、
前記バッテリーと前記イグニションスイッチとの接続点と前記車両ECUとの間に接続された第2のダイオードと、
前記車両ECUと前記昇圧回路の出力端との間に接続された第3のダイオードと、をさらに備え、
前記第1のダイオードのカソード側は前記昇圧回路の出力端側に接続され、アノード側は前記充電回路の入力端に接続され、
前記第2のダイオードのカソード側は前記車両ECUに接続され、アノード側は前記バッテリーと前記イグニションスイッチとの接続点側に接続され、
前記第3のダイオードのカソード側は前記車両ECUに接続され、アノード側は前記昇圧回路の出力端に接続された、
請求項5に記載の自動車。 - 第1のダイオードの前記アノードと前記カソードを接続する第1の導体路線と、
第2のダイオードの前記アノードと前記カソードを接続する第2の導体路線と、
第3のダイオードの前記アノードと前記カソードを接続する第3の導体路線と、をさらに備え、
前記第1の導体路線の断面積と前記第3の導体路線の断面積は、前記第2の導体路線の断面積より小さい、
請求項7に記載の自動車。 - 車体と、
前記車体にとりつけられてドアロックおよびドアロック解除部が設けられたドアと、
前記車体に搭載されたバッテリーと、
前記バッテリーに接続されて前記車体の車内に配置された請求項1に記載のバックアップ電源装置と、
前記バックアップ電源装置の前記昇圧回路の出力によって前記ドアロック解除部を駆動させる車両ECUと、
前記バッテリーと前記バックアップ電源装置の前記充電回路の入力端側との間に接続されたイグニションスイッチと、
前記充電回路の入力端と前記昇圧回路の出力端との間に接続された第1のダイオードと、
前記バッテリーと前記イグニションスイッチとの接続点と前記車両ECUとの間に接続された第2のダイオードと、
前記車両ECUと前記昇圧回路の出力端との間に接続された第3のダイオードと、
前記昇圧回路を起動させる制御素子と、
前記昇圧回路の出力端に接続された分圧回路と、を備え、
前記第1のダイオードのカソード側は前記昇圧回路の出力端側に接続され、アノード側は前記充電回路の入力端に接続され、
前記第2のダイオードのカソード側は前記車両ECUに接続され、アノード側は前記バッテリーと前記イグニションスイッチとの接続点側に接続され、
前記第3のダイオードのカソード側は前記車両ECUに接続され、アノード側は前記昇圧回路の出力端に接続され、
前記昇圧回路は、前記昇圧回路の出力端に接続された平滑コンデンサを有し、
前記制御素子は、前記分圧回路から発せられる分電圧信号もしくは車両ECUから発せられる信号に応じて前記昇圧回路を起動させる、
自動車。
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US14/373,033 US9013056B2 (en) | 2012-02-22 | 2013-02-08 | Backup power source device and automobile equipped with same |
EP13752028.4A EP2818366B1 (en) | 2012-02-22 | 2013-02-08 | Backup power source device and automobile equipped with same |
CN201380010620.7A CN104136279B (zh) | 2012-02-22 | 2013-02-08 | 备用电源装置 |
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Also Published As
Publication number | Publication date |
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US9013056B2 (en) | 2015-04-21 |
EP2818366A1 (en) | 2014-12-31 |
CN105186677B (zh) | 2017-07-18 |
EP3006654B1 (en) | 2017-03-29 |
CN105059224A (zh) | 2015-11-18 |
US20150001926A1 (en) | 2015-01-01 |
CN104136279A (zh) | 2014-11-05 |
CN105186677A (zh) | 2015-12-23 |
JP5618024B2 (ja) | 2014-11-05 |
EP2818366A4 (en) | 2015-06-10 |
JPWO2013125170A1 (ja) | 2015-07-30 |
EP3002398B1 (en) | 2016-11-30 |
CN104136279B (zh) | 2015-12-30 |
EP3002398A1 (en) | 2016-04-06 |
EP2818366B1 (en) | 2016-04-27 |
EP3006654A1 (en) | 2016-04-13 |
CN105059224B (zh) | 2017-04-26 |
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