WO2022131341A1 - スイッチ駆動回路 - Google Patents

スイッチ駆動回路 Download PDF

Info

Publication number
WO2022131341A1
WO2022131341A1 PCT/JP2021/046586 JP2021046586W WO2022131341A1 WO 2022131341 A1 WO2022131341 A1 WO 2022131341A1 JP 2021046586 W JP2021046586 W JP 2021046586W WO 2022131341 A1 WO2022131341 A1 WO 2022131341A1
Authority
WO
WIPO (PCT)
Prior art keywords
circuit
voltage
battery
switch drive
drive circuit
Prior art date
Application number
PCT/JP2021/046586
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
良太 高木
Original Assignee
日立Astemo株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日立Astemo株式会社 filed Critical 日立Astemo株式会社
Priority to JP2022570061A priority Critical patent/JPWO2022131341A1/ja
Publication of WO2022131341A1 publication Critical patent/WO2022131341A1/ja

Links

Images

Classifications

    • 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
    • H02J1/00—Circuit arrangements for DC mains or DC distribution networks
    • 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
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
    • H03K17/51—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used
    • H03K17/56—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used by the use, as active elements, of semiconductor devices
    • H03K17/687—Electronic switching or gating, i.e. not by contact-making and –breaking characterised by the components used by the use, as active elements, of semiconductor devices the devices being field-effect transistors

Definitions

  • the present invention relates to a switch drive circuit.
  • the vehicle control device disclosed in Patent Document 1 has a first power input unit connected to a first power supply system to which power is supplied in conjunction with the ignition state of the vehicle, and a power source regardless of the ignition state.
  • the first device control unit is supplied with operating power from both the first power input unit and the second power input unit.
  • the power supply voltage is boosted by a charge pump to obtain a drive voltage for driving the high-side switch.
  • the lower the power supply voltage the lower the drive voltage of the high-side switch. Therefore, if the battery voltage drops significantly in a battery-powered vehicle, the high-side switch may not be sufficiently driven. There is sex.
  • the present invention has been made in view of the conventional circumstances, and an object thereof is a switch drive circuit capable of obtaining a drive voltage for driving a high-side switch even if there is a voltage fluctuation of a battery with a small number of parts. Is to provide.
  • the switch drive circuit is, in one embodiment, a switch drive circuit for driving a high-side switch, which is a booster circuit for boosting an input voltage to a drive voltage for driving the high-side switch.
  • a driver circuit that applies the drive voltage boosted by the booster circuit to the high-side switch based on a control signal, and a first voltage supply circuit that supplies a voltage from the battery to the booster circuit to prevent backflow of current.
  • a first voltage supply circuit provided with one backflow prevention element, a second voltage supply circuit provided in parallel with the first voltage supply circuit, a buck-boost circuit for buckling the voltage of the battery, and a buck-boost. It has the second voltage supply circuit provided with a second backflow prevention element connected in series to the output side of the circuit.
  • FIG. 1 is a circuit diagram of an ECU (Electronic Control Unit) for an automobile including a high-side switch drive circuit.
  • ECU Electronic Control Unit
  • the ECU 100 of FIG. 1 is mounted on an automobile 300 equipped with a battery 200 as a power source, and includes a high-side switch drive circuit 150 for controlling energization of a load 310.
  • the load 310 is, for example, a solenoid valve that controls the flow of brake hydraulic pressure in a stability control system (ESC).
  • ESC stability control system
  • the battery 200 is charged by an alternator (not shown), and the electric power of the battery 200 is used for driving the automobile 300.
  • the nominal voltage (rated voltage) of the battery 200 is 12 [V].
  • the n-type MOSFET 320 constituting the high-side switch (high-side relay) that controls the energization of the load 310 is connected between the battery 200 and the load 310.
  • the drain D of the MOSFET 320 is connected to the battery 200, the source S is connected to the load 310, and the gate G is connected to the output terminal of the driver IC 102. Then, the load 310 is connected between the source S of the MOSFET 320 and the ground GND.
  • the cutoff circuit 101 (relay circuit) is connected to the battery 200 and switches between power output and cutoff of the battery 200 based on a wake-up signal from the outside.
  • the cutoff circuit 101 acquires an on / off signal of the ignition switch (IGSW) 330 as a wake-up signal, and outputs the electric power of the battery 200 in the on state of the ignition switch 330.
  • the ignition switch 330 is an engine switch that controls the operation and stop of the engine mounted on the automobile 300, and the engine drives an alternator for charging the battery 200.
  • the driver IC 102 applies the charge pump 102a, which is a booster circuit that boosts the input voltage V4 to the drive voltage for driving the MOSFET 320, and the drive voltage boosted by the charge pump 102a to the gate G of the MOSFET 320 based on the control signal. It has a driver circuit 102b.
  • the output terminal of the cutoff circuit 101 and the input terminal of the charge pump 102a are connected by the first voltage supply circuit 103. Then, the first voltage supply circuit 103 supplies the voltage VBATT of the battery 200 output from the cutoff circuit 101 to the charge pump 102a.
  • the first voltage supply circuit 103 includes a first diode 103a as a first backflow prevention element for preventing backflow of current.
  • the first diode 103a is a rectifying element that allows a current to flow from the cutoff circuit 101 toward the charge pump 102a and does not allow a current (reverse current) to flow from the charge pump 102a toward the cutoff circuit 101.
  • the buck-boost circuit 104a is a circuit that acquires the voltage VBATT of the battery 200 output from the cutoff circuit 101 and performs step-up and step-down operations so that the output voltage becomes constant even if the voltage VBATT) fluctuates.
  • V3 is set to 8 [V].
  • a second diode 104b as a second backflow prevention element is connected in series to the output terminal of the buck-boost circuit 104a.
  • the second voltage supply circuit 104 which is a circuit in which the buck-boost circuit 104a and the second diode 104b are connected in series, is provided in parallel with the first voltage supply circuit 103 (first diode 103a).
  • the second diode 104b is a rectifying element in which a current flows from the buck-boost circuit 104a toward the charge pump 102a and no current (current in the reverse direction) flows from the charge pump 102a toward the buck-boost circuit 104a.
  • driver IC 102 charge pump 102a, driver circuit 102b
  • first voltage supply circuit 103 first diode 103a
  • second voltage supply circuit 104 boost voltage circuit 104a, second diode 104b
  • the high side switch drive circuit 150 is configured.
  • the microcomputer 105 includes a microprocessor (MPU), a read-only memory (ROM), a random access memory (RAM), and the like. Then, the microcomputer 105 controls whether or not the drive voltage boosted by the charge pump 102a is applied to the gate G of the MOSFET 320, in other words, on / off of the MOSFET 320 by outputting a control signal to the driver circuit 102b. do. Further, the microcomputer 105 outputs a wake-up signal to the cutoff circuit 101, and outputs the power of the battery 200 from the cutoff circuit 101 even when the ignition switch 330 is in the off state.
  • MPU microprocessor
  • ROM read-only memory
  • RAM random access memory
  • the control circuit (including the control circuit) is stepped down to 3.3 [V], which is the operating power supply voltage, and output.
  • the microcomputer 105 operates using the output voltage (3.3 [V]) of the step-down circuit 106 as the power supply voltage, and performs stability control through output processing of the control signal to the driver circuit 102b, in other words, on / off control of the MOSFET 320. implement.
  • the step-down circuit 107 acquires a voltage V3 from between the step-up / down circuit 104a and the second diode 104b, and sets the output voltage (8 [V]) of the step-up / down circuit 104a as the operating power supply voltage of the CAN-IC 108.
  • the voltage is stepped down to 5 [V] and output.
  • a plurality of ECUs including the ECU 100 and the ECU 340 are connected to the CAN bus 350 as nodes to form an in-vehicle network.
  • the in-vehicle network of the present embodiment adopts CAN (Controller Area Network) as a communication standard, but the communication standard of the in-vehicle network is not limited to CAN.
  • CAN Controller Area Network
  • the CAN-IC 108 acquires a voltage from the step-down circuit 107 and is connected to the battery 200 via the third diode 110, and the standby voltage V1 is constantly supplied from the battery 200. That is, even when the cutoff circuit 101 cuts off the power of the battery 200, the standby voltage V1 is directly supplied to the CAN-IC 108 from the battery 200.
  • the third diode 110 is a rectifying element that allows a current to flow from the battery 200 toward the CAN-IC 108 and does not allow a current (reverse current) to flow from the CAN-IC 108 toward the battery 200.
  • the voltage is stepped down to the power supply voltage of various sensors 360 and output to the sensor 360.
  • the step-down circuit 109 is a voltage tracker IC having high resistance to external electromagnetic noise, and acquires the output voltage (5 [V]) of the step-down circuit 107 as a reference voltage.
  • the step-down voltage is supplied to the microcomputer 105, the CAN-IC108, and the sensor 360, respectively.
  • step-down circuits 106, 107, 109 acquire the constant voltage V3 output by the step-up / down circuit 104a, the load of the step-down operation in the step-down circuits 106, 107, 109 is reduced, and when the engine is started, etc.
  • the voltage VBATT of the battery 200 drops, the power supply to the microcomputer 105 and the like is stabilized.
  • the input / output interface 111 is a device for communicating with another ECU 370 mounted on the automobile 300.
  • the input / output interface 111 acquires the voltage V2 from between the cutoff circuit 101 and the first diode 103a of the first voltage supply circuit 103 via the fourth diode 112.
  • the input / output interface 111 is a circuit that needs to be supplied with power when the ECU 100 is operating, a wake-up signal such as a signal of the ignition switch 330 is supplied to the cutoff circuit 101, and the cutoff circuit 101 is the voltage of the battery 200.
  • the voltage V2 is supplied to the input / output interface 111.
  • the fourth diode 112 is a rectifying element in which a current flows from the cutoff circuit 101 toward the input / output interface 111 and no current (current in the opposite direction) flows from the input / output interface 111 toward the cutoff circuit 101.
  • the driver IC 102 has a voltage equivalent to the voltage supplied to the input / output interface 111 via the first voltage supply circuit 103, that is, A voltage obtained by subtracting the voltage drop due to the diode from the voltage VBATT of the battery 200 is supplied.
  • the voltage V4 supplied to the driver IC 102 becomes the second voltage supply circuit from the voltage supplied via the first voltage supply circuit 103. It automatically switches to the output voltage V3 of the buck-boost circuit 104a supplied from 104. That is, when the voltage VBATT of the battery 200 is equal to or higher than the output voltage V3 of the buck-boost circuit 104a, the voltage V4 supplied to the driver IC 102 is equivalent to the voltage BATT of the battery 200 and responds to fluctuations in the voltage BATT of the battery 200. Change.
  • the voltage V4 supplied to the driver IC 102 is maintained at the output voltage V3 of the buck-boost circuit 104a.
  • the current directed to the cutoff circuit 101 is cut off by the first diode 103a included in the first voltage supply circuit 103, and the current directed to the buck-boost circuit 104a by the second diode 104b included in the second voltage supply circuit 104.
  • the input voltage V4 of the driver IC 102 becomes higher than the voltage BATT of the battery 200 and the output voltage V3 of the buck-boost circuit 104a.
  • the input voltage V4 of the charge pump 102a of the driver IC 102 also needs to be increased following the voltage VBATT of the battery 200.
  • a voltage equivalent to the voltage VBATT of the battery 200 is acquired by the charge pump 102a via the first voltage supply circuit 103, so that the MOSFET 320 can be driven by the driver IC 102.
  • the MOSFET 320 can be sufficiently driven. It may disappear.
  • the output voltage V3 of the buck-boost circuit 104a is used for the charge pump 102a instead of the voltage VBATT of the battery 200. Since it is input, the MOSFET 320 can be sufficiently driven even if the voltage VBATT of the battery 200 drops.
  • the circuit is formed by the combination of the first voltage supply circuit 103 including the first diode 103a and the second voltage supply circuit 104 including the buck-boost circuit 104a and the second diode 104b.
  • the MOSFET 320 can be stably driven even if the voltage VBATT of the battery 200 fluctuates while suppressing the increase in the number of parts.
  • the output voltage of the buck-boost circuit 104a is always the input voltage V4 of the charge pump 102a, it is possible to prevent the input voltage V4 of the charge pump 102a from dropping when the voltage VBATT of the battery 200 becomes low, but the battery 200 Even if the voltage VBATT of the above becomes high, the input voltage V4 of the charge pump 102a does not change.
  • the input of the charge pump 102a is input when the voltage VBATT of the battery 200 becomes low by using the step-up / down circuit 104a without using the step-up circuit and the step-down circuit in combination.
  • the input voltage V4 of the charge pump 102a can also be increased when the voltage VBATT of the battery 200 becomes high while suppressing the decrease of the voltage V4. Therefore, compared to the case where the step-up circuit and the step-down circuit are used in combination, even if the voltage VBATT of the battery 200 fluctuates while suppressing the increase in the number of parts of the circuit, it becomes a half-on state and operates on and off. Is suppressed, and the MOSFET 320 can be driven stably.
  • the output voltage V3 of the buck-boost circuit 104a needs to be equal to or higher than the minimum operating voltage of the driver IC 102. Further, since the step-down circuits 106, 107, 109 acquire the output voltage V3 of the step-down circuit 104a and perform the step-down operation, the output voltage V3 of the step-down circuit 104a is higher than the output voltage of the step-down circuits 106, 107, 109. The higher the value, the larger the loss in the step-down circuits 106, 107, 109.
  • the output voltage V3 of the step-up / down circuit 104a is set to a voltage slightly higher than the minimum operating voltage or the minimum operating voltage of the driver IC 102.
  • the output voltage of the buck-boost circuit 104a is set to 8 [V].
  • the voltage VBATT of the battery 200 is generally 13 [V] or more.
  • the step-down circuits 106, 107, 109 acquire the output voltage (8 [V]) of the step-up / down circuit 104a, the step-down is about 5 [V] in advance as compared with the case of directly acquiring the voltage VBATT of the battery 200.
  • the loss in the step-down circuits 106, 107, 109 is reduced.
  • the time chart of FIG. 2 shows the operation of the circuit shown in FIG.
  • the voltages V1, V2, and V4 shown in the time chart of FIG. 2 are voltages when it is assumed that all the voltage drops in the diode are 1 [V].
  • the cutoff circuit 101 starts outputting the voltage VBATT of the battery 200.
  • the input voltage V2 of the input / output interface 111 is switched from 0 [V] to 11 [V]
  • the output voltage V3 of the buck-boost circuit 104a is switched from 0 [V] to 8 [V].
  • the input voltage V4 of the driver IC 102 is a voltage drop from 12 [V], which is the voltage VBATT of the battery 200, by the first diode 103a. It becomes 11 [V] after subtracting the minute.
  • the standby voltage V1 applied to the CAN-IC 108 in response to the voltage rise increases from 11 [V] to 17 It rises to [V].
  • the input voltage V2 of the input / output interface 111 also rises from 11 [V] to 17 [V].
  • the output voltage V3 of the buck-boost circuit 104a is held at 8 [V] even if the voltage VBATT of the battery 200 rises.
  • the input voltage V4 of the driver IC 102 is a voltage from 18 [V], which is the voltage VBATT of the battery 200, to the first diode 103a. It becomes 17 [V] after subtracting the amount of descent.
  • the standby voltage V1 applied to the CAN-IC 108 in response to the voltage drop is 5 from 17 [V]. It descends to [V]. Further, the input voltage V2 of the input / output interface 111 also drops from 17 [V] to 5 [V]. On the other hand, the output voltage V3 of the buck-boost circuit 104a is held at 8 [V] even if the voltage VBATT of the battery 200 drops.
  • the input voltage V4 of the driver IC 102 is from 8 [V] which is the output voltage V3 of the buck-boost circuit 104a to the second diode 104b. It becomes 7 [V] after subtracting the voltage drop due to.
  • the input voltage V4 of the driver IC 102 holds 7 [V] or more even if the voltage VBATT of the battery 200 drops, and the voltage VBATT of the battery 200 keeps the output voltage V3 (8) of the step-up / down circuit 104a.
  • the higher the voltage VBATT of the battery 200 the higher the voltage.
  • the first voltage supply circuit 103 can be a circuit that directly supplies the voltage of the battery 200 to the driver IC 102 without going through the cutoff circuit 101. Further, in the high-side switch drive circuit 150 provided with the first voltage supply circuit 103, the driver IC 102 can have a function of outputting a wake-up signal to the cutoff circuit 101.
  • the high-side switch is not limited to the configuration consisting of one MOSFET 320, and can be configured by, for example, two n-type MOSFETs in which drains D and gates G are connected to each other. Further, the configuration is not limited to the configuration in which the ECU 100 integrally includes the microcomputer 105 and the high-side switch drive circuit 150, and the high-side switch drive circuit 150 and the microcomputer 105 that outputs a control signal to the high-side switch drive circuit 150. Can be provided separately.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Dc-Dc Converters (AREA)
PCT/JP2021/046586 2020-12-17 2021-12-16 スイッチ駆動回路 WO2022131341A1 (ja)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2022570061A JPWO2022131341A1 (enrdf_load_stackoverflow) 2020-12-17 2021-12-16

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2020-208965 2020-12-17
JP2020208965 2020-12-17

Publications (1)

Publication Number Publication Date
WO2022131341A1 true WO2022131341A1 (ja) 2022-06-23

Family

ID=82059576

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2021/046586 WO2022131341A1 (ja) 2020-12-17 2021-12-16 スイッチ駆動回路

Country Status (2)

Country Link
JP (1) JPWO2022131341A1 (enrdf_load_stackoverflow)
WO (1) WO2022131341A1 (enrdf_load_stackoverflow)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001109526A (ja) * 1993-11-24 2001-04-20 Yamatake Corp 定電流回路
JP2010283944A (ja) * 2009-06-03 2010-12-16 Fujitsu Ten Ltd プラグイン車両の制御装置及び制御方法
JP2012148707A (ja) * 2011-01-20 2012-08-09 Toyota Motor Corp 車両用電源制御装置
JP2014011841A (ja) * 2012-06-28 2014-01-20 Denso Corp スイッチングレギュレータ
JP2018074874A (ja) * 2016-11-04 2018-05-10 株式会社デンソー 電子制御装置
JP2019018844A (ja) * 2017-07-19 2019-02-07 株式会社デンソー 車両用制御装置及び電源供給回路

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57206231A (en) * 1981-06-12 1982-12-17 Hitachi Ltd Power source for automotive electronic device
JPS622818A (ja) * 1985-06-28 1987-01-08 富士通株式会社 電池駆動装置の電源方式
JPH065346U (ja) * 1992-06-25 1994-01-21 株式会社東芝 充電制御回路
JP2002037099A (ja) * 2000-07-24 2002-02-06 Koyo Seiko Co Ltd 電動パワーステアリング装置のための電子制御装置
US20060119414A1 (en) * 2004-12-02 2006-06-08 Mitsubishi Denki Kabushiki Kaisha Gate drive circuit for semiconductor device
JP2007118932A (ja) * 2005-09-27 2007-05-17 Nsk Ltd 電動パワーステアリング制御装置
JP5471534B2 (ja) * 2010-02-04 2014-04-16 株式会社デンソー 電源回路
JP6394487B2 (ja) * 2015-05-08 2018-09-26 株式会社デンソー スイッチング電源装置
JP7191618B2 (ja) * 2018-09-28 2022-12-19 株式会社ジェイテクト 回転検出装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001109526A (ja) * 1993-11-24 2001-04-20 Yamatake Corp 定電流回路
JP2010283944A (ja) * 2009-06-03 2010-12-16 Fujitsu Ten Ltd プラグイン車両の制御装置及び制御方法
JP2012148707A (ja) * 2011-01-20 2012-08-09 Toyota Motor Corp 車両用電源制御装置
JP2014011841A (ja) * 2012-06-28 2014-01-20 Denso Corp スイッチングレギュレータ
JP2018074874A (ja) * 2016-11-04 2018-05-10 株式会社デンソー 電子制御装置
JP2019018844A (ja) * 2017-07-19 2019-02-07 株式会社デンソー 車両用制御装置及び電源供給回路

Also Published As

Publication number Publication date
JPWO2022131341A1 (enrdf_load_stackoverflow) 2022-06-23

Similar Documents

Publication Publication Date Title
EP2083497B1 (en) Electronic control system and power supply unit of the system
JP4111109B2 (ja) スイッチングレギュレータ及び電源装置
US11870241B2 (en) Power control device
EP2736146A1 (en) Vehicle power unit
JP2001352751A (ja) 電源装置
US20040051397A1 (en) Intelligent power distribution system with a selectable output voltage
EP2858223A1 (en) Power supply circuit for vehicle
US20130307435A1 (en) Power supply device, vehicle-mounted device, and vehicle
JP2014172573A (ja) エアバッグ装置
JP2009120081A (ja) 電動パワーステアリング装置
CN111630763B (zh) 升压型开关电源电路
JP2007312543A (ja) 電源モジュール
JP5477189B2 (ja) 車両電源制御装置
WO2022131341A1 (ja) スイッチ駆動回路
CN112218788A (zh) 车载用的电源控制装置和车载用电源系统
JP6112004B2 (ja) 補助電源装置
WO2015190421A1 (ja) 電子制御装置
US7358690B2 (en) Motor control apparatus
JP2005006467A (ja) 半導体装置のゲート駆動回路
JP2013247823A (ja) 半導体装置
JP2012105481A (ja) 電圧調整装置
JP2006320130A (ja) 車載電子制御装置用電源回路
CN112769096A (zh) 过压保护电路及过压保护方法
WO2014104332A1 (ja) 電源供給装置
JPWO2020080029A1 (ja) 電子制御装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21906701

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2022570061

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 21906701

Country of ref document: EP

Kind code of ref document: A1