WO2024134807A1 - 電源回路、および電源システム - Google Patents

電源回路、および電源システム Download PDF

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Publication number
WO2024134807A1
WO2024134807A1 PCT/JP2022/047167 JP2022047167W WO2024134807A1 WO 2024134807 A1 WO2024134807 A1 WO 2024134807A1 JP 2022047167 W JP2022047167 W JP 2022047167W WO 2024134807 A1 WO2024134807 A1 WO 2024134807A1
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WO
WIPO (PCT)
Prior art keywords
power
power supply
conversion circuit
power conversion
path
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2022/047167
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
崇志 鈴木
俊博 ▲高▼橋
健一 安部
祐太 梶澤
元明 日比
巧美 三尾
智史 篠田
徳亮 日比野
文彦 佐藤
康平 太田
大揮 仁田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
JTEKT Corp
Original Assignee
JTEKT Corp
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 JTEKT Corp filed Critical JTEKT Corp
Priority to PCT/JP2022/047167 priority Critical patent/WO2024134807A1/ja
Priority to JP2024565480A priority patent/JPWO2024134807A1/ja
Priority to EP22968746.2A priority patent/EP4641904A1/en
Priority to CN202280102638.9A priority patent/CN120359693A/zh
Publication of WO2024134807A1 publication Critical patent/WO2024134807A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/32—Means for protecting converters other than automatic disconnection
    • H02M1/325—Means for protecting converters other than automatic disconnection with means for allowing continuous operation despite a fault, i.e. fault tolerant converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/10—Arrangements incorporating converting means for enabling loads to be operated at will from different kinds of power supplies, e.g. from AC or DC
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/32—Means for protecting converters other than automatic disconnection
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of DC power input into DC power output
    • H02M3/01—Resonant DC/DC converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of DC power input into DC power output
    • H02M3/02—Conversion of DC power input into DC power output without intermediate conversion into AC
    • H02M3/04—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters
    • H02M3/06—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using resistors or capacitors, e.g. potential divider
    • H02M3/07—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using resistors or capacitors, e.g. potential divider using capacitors charged and discharged alternately by semiconductor devices with control electrode, e.g. charge pumps
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of DC power input into DC power output
    • H02M3/02—Conversion of DC power input into DC power output without intermediate conversion into AC
    • H02M3/04—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters
    • H02M3/10—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M3/145—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M3/155—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • H02M3/156—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
    • H02M3/158—Conversion of DC power input into DC power output without intermediate conversion into AC by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load

Definitions

  • This disclosure relates to a power supply circuit and a power supply system.
  • Patent Document 1 describes a power conversion circuit that receives as input the terminal voltage of a first DC voltage source and the terminal voltage of a second DC voltage source.
  • a switching element used to convert the terminal voltage of the first DC voltage source and a switching element used to convert the terminal voltage of the second DC voltage source are shared. With this power conversion circuit, even if an abnormality occurs in either the first or second DC voltage source, the other can be used to supply power to an electrical load.
  • a power supply circuit includes a power conversion circuit configured to apply an output voltage to an electric load, and a bypass path.
  • the power conversion circuit is configured to apply a terminal voltage of a first DC voltage source and a terminal voltage of a second DC voltage source, and includes a first inductor, a second inductor, and a plurality of switching elements.
  • the plurality of switching elements are configured to open and close a first loop path, a second loop path, a third loop path, and a fourth loop path, respectively.
  • the plurality of switching elements that open and close the first loop path and the second loop path and the plurality of switching elements that open and close the third loop path and the fourth loop path are common elements.
  • the first loop path is connected to the power supply circuit. is a path that includes the first DC voltage source and the first inductor and does not include an output terminal of the power conversion circuit
  • the second loop path is a path that includes the first DC voltage source, the first inductor, and an output terminal of the power conversion circuit
  • the third loop path is a path that includes the second DC voltage source and the second inductor and does not include an output terminal of the power conversion circuit
  • the fourth loop path is a path that includes the second DC voltage source, the second inductor, and an output terminal of the power conversion circuit
  • the detour path is a path that bypasses the power conversion circuit to connect the first DC voltage source and the electric load and includes a switch that opens and closes the detour path.
  • FIG. 1 is a diagram showing a configuration of an in-vehicle system according to a first embodiment
  • 2 is a circuit diagram showing a configuration of a power supply circuit in the in-vehicle system of FIG. 1 .
  • 3A and 3B are circuit diagrams showing a power conversion process in which battery power is input.
  • 4A and 4B are circuit diagrams showing a power conversion process in which the power of a capacitor is input.
  • 4 is a time chart illustrating the operation of the power supply circuit according to the first embodiment
  • 5 is a time chart showing an example of control of an output voltage of a second power conversion circuit according to the first embodiment.
  • FIG. 11 is a diagram illustrating a configuration of an in-vehicle system according to a second embodiment.
  • 8 is a circuit diagram showing a configuration of a power supply circuit in the in-vehicle system of FIG. 7 .
  • FIG. 1 shows the configuration of a power supply system according to this embodiment.
  • the vehicle steering device 10 of this embodiment includes a steering wheel 12, a steering shaft 14, a reaction motor 16, a reaction inverter 18, and a reaction reduction mechanism 20.
  • the steering wheel 12 is connected to the steering shaft 14.
  • the reaction motor 16 applies a steering reaction force, which is a force resisting steering, to the steering wheel 12 via the steering shaft 14.
  • the reaction motor 16 is connected to the steering shaft 14 via the reaction reduction mechanism 20.
  • a three-phase synchronous motor is used for the reaction motor 16.
  • the reaction inverter 18 is a DC-AC conversion circuit that converts the voltage of a DC voltage source into AC voltage and applies it to the reaction motor 16.
  • the reaction reduction mechanism 20 is, for example, a worm and wheel.
  • the steering device 10 includes steered wheels 30, a rack shaft 32, a steering motor 34, and a steering inverter 36.
  • the steered wheels 30 change the turning angle of their tires when the rack shaft 32 is displaced in the axial direction.
  • the rack shaft 32 is displaced in the axial direction as the steering motor 34 rotates.
  • a three-phase synchronous motor is used for the steering motor 34.
  • the steering inverter 36 is a DC-AC conversion circuit that converts the voltage of a DC voltage source into AC voltage and applies it to the steering motor 34.
  • the reaction force motor 16 and the reaction force inverter 18 are housed in the housing Hb of the reaction force control unit 40.
  • the reaction force control unit 40 controls the steering wheel 12. In other words, the reaction force control unit 40 controls the steering reaction force that resists the steering of the driver, which is the control amount of the steering wheel 12 as the control object.
  • the reaction force control unit 40 includes a reaction force power supply IC 42 and a reaction force microcomputer 44.
  • the reaction force power supply IC 42 is an integrated circuit that supplies power to the reaction force microcomputer 44 when the IG signal is turned on.
  • the reaction force microcomputer 44 When the reaction force microcomputer 44 is turned on, it turns on the reaction force power supply relay 46. In other words, when the IG signal is turned on, the reaction force microcomputer 44 closes the reaction force power supply relay 46.
  • the IG signal is a vehicle travel permission signal.
  • the travel permission signal is a signal for switching the vehicle into a state in which it can travel.
  • the travel permission signal is an ignition signal.
  • the travel permission signal may be a signal that switches a relay provided between the motor and the battery to a closed state.
  • the reaction force power supply relay 46 is, for example, a field effect transistor.
  • FIG. 1 shows an example in which the reaction force microcomputer 44 is connected to the cathode of a body diode.
  • the reaction force microcomputer 44 is a control circuit that operates the reaction force inverter 18 to control the reaction force torque applied to the steering wheel 12 .
  • the steering motor 34 and the steering inverter 36 are housed in a housing Hc of the steering control unit 50.
  • the steering control unit 50 controls the steered wheels 30 as a control object. That is, the steering control unit 50 controls the turning angle of the tires of the steered wheels 30 as a control object.
  • the steering control unit 50 includes a steering power supply IC 52 and a steering microcomputer 54.
  • the steering power supply IC 52 is an integrated circuit that supplies power to the steering microcomputer 54 when the IG signal is turned on. When the steering microcomputer 54 is turned on, it turns on the steering power supply relay 56.
  • the steering power relay 56 is, for example, a field effect transistor.
  • FIG. 1 shows an example in which the steering microcomputer 54 is connected to the cathode of a body diode.
  • the steering microcomputer 54 is a control circuit that operates the steering inverter 36 to control the torque of the steering motor 34 .
  • Reaction force control unit 40 and steering control unit 50 are supplied with power from battery 60 via power supply circuit 70.
  • Battery 60 is a secondary battery such as a lead storage battery, a nickel-metal hydride secondary battery, or a lithium-ion secondary battery.
  • the terminal voltage of battery 60 may be, for example, from several volts to several tens of volts.
  • the terminal voltage of battery 60 may be several tens of volts.
  • the power supply circuit 70 has a power terminal TP and a control terminal TC.
  • the power terminal TP is a terminal for supplying power to the actuator system. That is, the power terminal TP is a terminal for supplying power to the reaction force inverter 18 and the steering inverter 36.
  • the control terminal TC is a terminal for supplying power to the control unit that operates the actuator system. That is, the control terminal TC is a terminal for supplying power to the reaction force power supply IC 42, the reaction force microcomputer 44, the steering power supply IC 52, and the steering microcomputer 54.
  • power is supplied from the control terminal TC to the reaction force power supply IC 42 and the steering power supply IC 52.
  • power can be supplied from the power terminal TP to the reaction force power supply IC 42 via the reaction force power supply relay 46.
  • power can be supplied from the power terminal TP to the steering power supply IC 52 via the steering power supply relay 56.
  • power can be supplied to the reaction force inverter 18 from the power terminal TP via a reaction force power supply relay 46.
  • power can be supplied to the steering inverter 36 from the power terminal TP via a steering power supply relay 56.
  • the positive terminal of the battery 60 is connected to the power supply terminal TS of the power supply circuit 70.
  • the negative terminal of the battery 60 is connected to the ground terminal TG of the power supply circuit 70.
  • the negative terminal of the battery 60 is also connected to the reaction force control unit 40 and the steering control unit 50 via a ground wiring LG that bypasses the power supply circuit 70.
  • the ground wiring LG exists outside the housing Ha that houses the power supply circuit 70, the housing Hb that houses the reaction force control unit 40, and the housing Hc that houses the steering control unit 50.
  • the ground wiring LG may be, for example, a cable with an insulating coating.
  • FIG. 2 shows the configuration of the power supply circuit 70.
  • the power supply circuit 70 includes a first power conversion circuit 72.
  • the first power conversion circuit 72 includes a series connection of four switching elements SW1 to SW4. Of the two input/output terminals of the switching element SW1, the terminal that is not connected to the switching element SW2 is the output terminal of the first power conversion circuit 72. Of the two input/output terminals of the switching element SW4, the terminal that is not connected to the switching element SW3 is connected to a ground terminal TG.
  • the switching elements SW1 to SW4 are all field effect transistors.
  • a body diode is formed in each of the switching elements SW1 to SW4. The forward direction of these body diodes is the direction proceeding from the ground terminal TG side to the output side of the first power conversion circuit 72.
  • the first power conversion circuit 72 has a first inductor 72a connected to the connection point between the switching elements SW2 and SW3.
  • the first power conversion circuit 72 also has a second inductor 72b connected to the connection point between the switching elements SW1 and SW2.
  • the power relay 74 opens and closes between the power terminal TS and the first power conversion circuit 72.
  • the power relay 74 is a normally open type relay.
  • the power relay 74 is composed of two switching elements SW5, SW6 connected in series.
  • the switching elements SW5, SW6 are field effect transistors.
  • FIG. 2 shows an example in which the anodes of the body diodes of the switching elements SW5, SW6 are connected to each other.
  • the terminal voltage of the battery 60 is applied to the first inductor 72a.
  • a smoothing capacitor 73 is connected to the output terminal of the first power conversion circuit 72.
  • the output voltage of the first power conversion circuit 72 is applied to the smoothing capacitor 73.
  • the terminal that is not connected to the output terminal is connected to the ground terminal TG.
  • the first power conversion circuit 72 is a circuit that converts the terminal voltage of the battery 60 to generate an output voltage.
  • the switching elements SW1 to SW4 and the first inductor 72a of the first power conversion circuit 72 form a step-up/step-down chopper circuit that uses the terminal voltage of the battery 60 as an input voltage.
  • 3A and 3B show the operation of the first power conversion circuit 72 as a step-up/step-down chopper circuit that uses the terminal voltage of the battery 60 as an input voltage.
  • 3A shows a state in which the switching elements SW1 and SW2 are turned off and the switching elements SW3 and SW4 are turned on.
  • the first loop path formed by the battery 60, the first inductor 72a, and the switching elements SW3 and SW4 is in a closed state.
  • the current flowing from the positive terminal of the battery 60 to the first inductor 72a gradually increases.
  • FIG. 3B shows a state in which switching elements SW1 and SW2 are turned on and switching elements SW3 and SW4 are turned off.
  • the second loop path including the battery 60, the first inductor 72a, and the switching elements SW1 and SW2 is closed.
  • the second loop path includes the output terminal of the first power conversion circuit 72. Therefore, the second loop path is a path that includes components external to the first power conversion circuit 72.
  • the second loop path includes the smoothing capacitor 73.
  • the first power conversion circuit 72 is a circuit that converts the charging voltage of the capacitor 82 to generate an output voltage.
  • the switching elements SW1 to SW4 and the second inductor 72b of the first power conversion circuit 72 form a step-up/step-down chopper circuit that uses the charging voltage of the capacitor 82 as an input voltage.
  • the capacitor 82 is a lithium-ion capacitor.
  • the upper limit value of the charging voltage of the capacitor 82 is lower than the terminal voltage of the battery 60.
  • the fully charged charge amount of the capacitor 82 is smaller than the fully charged charge amount of the battery 60.
  • 4A and 4B show, among the operations of the first power conversion circuit 72, the operation as a step-up/step-down chopper circuit in which the charging voltage of the capacitor 82 is used as an input voltage.
  • 4A shows a state in which the switching elements SW2 and SW3 are turned on and the switching elements SW1 and SW4 are turned off.
  • the third loop path formed by the capacitor 82, the second inductor 72b, and the switching elements SW2 and SW3 is in a closed state.
  • the current flowing from the positive electrode of the capacitor 82 to the second inductor 72b gradually increases.
  • FIG. 4B shows a state in which the switching elements SW1 and SW4 are turned on and the switching elements SW2 and SW3 are turned off.
  • the fourth loop path including the capacitor 82, the second inductor 72b, and the switching elements SW1 and SW4 is closed.
  • the fourth loop path includes the output terminal of the first power conversion circuit 72. Therefore, the fourth loop path is a path that includes components external to the first power conversion circuit 72.
  • the fourth loop path includes the smoothing capacitor 73.
  • the output terminal of the first power conversion circuit 72 is connected to the power terminal TP.
  • the smoothing capacitor 73 is connected between the ground terminal TG and the power terminal TP.
  • the smoothing capacitor 73 is connected in parallel to the reaction force inverter 18 and the steering inverter 36. Therefore, the second loop circuit and the fourth loop circuit can be said to be paths that include the reaction force inverter 18 and the steering inverter 36.
  • the node N1 between the output terminal of the first power conversion circuit 72 and the power terminal TP is connected to the power supply terminal TS via a bypass relay 76, which is a switch.
  • the bypass relay 76 is a switch that opens and closes the electrical path between the power supply terminal TS and the node N1. Therefore, when the bypass relay 76 is in a closed state, the terminal voltage of the battery 60 is applied to the node N1.
  • the electrical path between the power supply terminal TS, the bypass relay 76, and the node N1 constitutes a bypass path that bypasses the first power conversion circuit 72 and connects the battery 60 to the power terminal TP.
  • the bypass relay 76 is a normally closed type relay.
  • the bypass relay 76 is configured by connecting switching elements SW7 and SW8 in series.
  • the switching elements SW7 and SW8 are P-channel field effect transistors.
  • the anodes of the body diode of the switching element SW7 and the body diode of the switching element SW8 are connected to each other.
  • the voltages of the pre-drivers 78 and 80 are applied to the gates of the switching elements SW7 and SW8.
  • the pre-driver 78 uses the capacitor 82 as a power source.
  • the pre-driver 78 opens and closes the bypass relay 76 by generating a potential difference between the gate and source or between the gate and drain of the switching elements SW7 and SW8.
  • the pre-driver 78 includes a circuit that switches between connecting either the negative electrode of the capacitor 82 or a point at a higher potential than the negative electrode to the gate of the switching elements SW7 and SW8.
  • the point at a higher potential may be the positive electrode of the capacitor 82.
  • the point at a higher potential than the positive electrode of the capacitor 82 can be realized, for example, by providing the pre-driver 78 with a charge pump that boosts the charging voltage of the capacitor 82.
  • the pre-driver 80 uses the battery 60 as a power source.
  • the pre-driver 80 opens and closes the bypass relay 76 by generating a potential difference between the gate and source or between the gate and drain of the switching elements SW7 and SW8.
  • the pre-driver 80 includes a circuit that switches between connecting the gate of the switching elements SW7 and SW8 to either the negative electrode of the battery 60 or a point with a higher potential than the negative electrode.
  • the point with a higher potential may be the positive electrode of the battery 60.
  • the point with a higher potential than the positive electrode of the battery 60 can be realized, for example, by providing the pre-driver 80 with a charge pump that boosts the terminal voltage of the battery 60.
  • the charging voltage of the capacitor 82 is applied to the second power conversion circuit 84.
  • the second power conversion circuit 84 is a circuit that boosts the charging voltage of the capacitor 82. More specifically, the second power conversion circuit 84 is a boost chopper circuit. More specifically, the second power conversion circuit includes an inductor 84a connected to the input terminal, and a diode 84b whose anode is connected to the inductor 84a. The cathode of the diode 84b serves as the output terminal of the second power conversion circuit 84. The anode of the diode 84b is connected to the ground terminal TG via the switching element SW9.
  • a capacitor 85 is provided between the output terminal of the second power conversion circuit 84 and the ground terminal TG.
  • the output voltage of the second power conversion circuit 84 and the voltage applied to the power supply terminal TS are input to the OR circuit 86.
  • the OR circuit 86 outputs a logical sum voltage of the input voltages. That is, if the two input voltages are not equal, the OR circuit 86 outputs the larger of the two voltages. If the two input voltages are equal, the OR circuit 86 outputs the input voltage.
  • the voltage applied to the power supply terminal TS is input to the OR circuit 86 via the power supply relay 74.
  • the OR circuit 86 includes diodes 86a and 86b.
  • the diode 86a has an anode connected to the power supply terminal TS and a cathode connected to the control terminal TC.
  • the diode 86b has an anode connected to the output terminal of the second power conversion circuit 84 and a cathode connected to the control terminal TC.
  • the control unit 88 which is a processing circuit, is hardware that controls the output voltage of the power supply circuit 70.
  • the control unit 88 may be configured to include, for example, a PU and a storage device.
  • the PU is a software processing device such as a CPU, a GPU, or a TPU.
  • the storage device may be an electrically non-rewritable non-volatile memory.
  • the storage device may also be an electrically rewritable non-volatile memory, or a storage medium such as a disk medium.
  • the control unit 88 is not limited to one that executes software processing.
  • the control unit 88 may include a dedicated hardware circuit such as an ASIC.
  • the control unit 88 operates the switching elements SW1 to SW9 to control the output voltage of the power supply circuit .
  • FIG. 5 shows the operation of the power supply circuit 70.
  • FIG. 5 shows an example where the IG signal is turned on at time t1.
  • the driving permission signal is turned on, i.e., the state indicates that driving is permitted.
  • the control unit 88 is turned on at time t2.
  • the control unit 88 When the control unit 88 is turned on, it first turns on the power supply relay 74 at time t3. Then, the control unit 88 starts driving the first power conversion circuit 72 and the second power conversion circuit 84 at time t4.
  • the control unit 88 causes the power of the battery 60 to be output via the first power conversion circuit 72 by the process shown in FIG. 3. If an abnormality occurs, such as when the terminal voltage of the battery 60 is not applied to the power supply terminal TS, or when the battery 60 cannot fully cover the power, the control unit 88 causes the power of the capacitor 82 to be output via the first power conversion circuit 72 by the process shown in FIG. 4.
  • the control unit 88 sets the command value Vout2* of the output voltage Vout2 of the second power conversion circuit 84 to a value lower than the terminal voltage VB of the battery 60. Therefore, when the terminal voltage VB of the battery 60 is applied to the power supply terminal TS, the OR circuit 86 outputs the voltage applied to the power supply terminal TS. In other words, in this case, the power output from the OR circuit 86 becomes the output power of the battery 60, so that the power consumption of the capacitor 82 can be suppressed.
  • the control unit 88 switches the bypass relay 76 to the off state. In other words, the control unit 88 switches the bypass relay 76 to the on state.
  • the first power conversion circuit 72 receives the power of the battery 60 and the charging power of the capacitor 82. Therefore, even if an abnormality occurs in the battery 60, the charging power of the capacitor 82 can be supplied to the reaction force control unit 40 and the steering control unit 50.
  • the circuit portion that receives the battery 60 as input and the circuit portion that receives the capacitor 82 as input share the switching elements SW1 to SW4. This contributes to reducing the number of parts.
  • the power supply circuit 70 is provided with a bypass relay 76.
  • the bypass relay 76 bypasses the first power conversion circuit 72 and connects the positive electrode of the battery 60 to the power terminal TP. Therefore, even if the first power conversion circuit 72 does not operate normally, the power of the battery 60 can be supplied to the reaction force inverter 18 and the steering inverter 36.
  • a normally-closed type relay is used as the bypass relay 76. This allows power to be quickly supplied to the reaction force inverter 18 and the steering inverter 36 after the IG signal is switched to the on state.
  • the bypass relay 76 is of a normally closed type.
  • the terminal voltage of the battery 60 is applied to the reaction force power supply relay 46.
  • the terminal voltage of the battery 60 is applied to the steering power supply relay 56. Therefore, when the IG signal is switched, the terminal voltage of the battery 60 can be applied to the reaction force inverter 18 and the steering inverter 36 as soon as possible via the bypass relay 76.
  • the bypass relay 76 is configured as a pair of switching elements SW7 and SW8 connected in series, and the forward directions of the body diodes are reversed. This makes it possible to prevent current from flowing between the battery 60 and the power terminal TP via the body diodes when the bypass relay 76 is in the off state.
  • the drive circuit of the bypass relay 76 is made up of pre-drivers 78 and 80, each of which has a different power source. This allows the bypass relay 76 to be operated even if an abnormality occurs in either the battery 60 or the capacitor 82.
  • the negative pole of the battery 60 is connected to the reaction force control unit 40 and the turning control unit 50 via a ground wiring LG that bypasses the housing Ha that houses the power supply circuit 70. This reduces the number of terminals of the connector of the power supply circuit 70. In other words, if a terminal that is connected to the ground terminal TG is provided in the power supply circuit 70 and the negative pole of the battery 60 is connected to the reaction force control unit 40 and the turning control unit 50 via this terminal, the number of terminals of the power supply circuit 70 increases.
  • constraints on the cross-sectional area of the ground wiring LG are less restrictive than the constraints on the cross-sectional area of the wiring in the power supply circuit 70. This reduces the electrical resistance between the negative electrode of the battery 60 and the reaction force control unit 40 and the steering control unit 50. This improves the efficiency of power usage.
  • the output voltage of the second power conversion circuit 84 which boosts the charging power of the capacitor 82, can be output to the control terminal TC. This makes it possible to apply the necessary voltage to the control terminal TC even if the charging voltage of the capacitor 82 is low.
  • control unit 88 drives the second power conversion circuit 84 while controlling the output voltage of the second power conversion circuit 84 to a voltage lower than the terminal voltage of the battery 60. This makes it possible to prevent the reaction force microcomputer 44 and the steering microcomputer 54 from being reset if an abnormality occurs in the battery 60.
  • the second power conversion circuit 84 is stopped when the power of the capacitor 82 is not being used, the voltage of the control terminal TC will drop significantly once in the event of an abnormality such as when the terminal voltage of the battery 60 is no longer applied to the power supply terminal TS. This may cause the reaction force microcomputer 44 and the steering microcomputer 54 to be reset. In this embodiment, therefore, by driving the second power conversion circuit 84 in advance, when the terminal voltage of the battery 60 is no longer applied to the power supply terminal TS, the output voltage of the second power conversion circuit 84 is immediately applied to the control terminal TC. This makes it possible to continue the operation of the reaction force microcomputer 44 and the steering microcomputer 54.
  • a power supply relay 74 is provided between the battery 60 and the first power conversion circuit 72. This makes it possible to prevent the power of the battery 60 from flowing out to the power terminal TP via the first power conversion circuit 72 when the first power conversion circuit 72 is stopped. In other words, if the power supply relay 74 is not provided, there is a risk that current will flow from the positive electrode of the battery 60 to the power terminal TP via the body diodes of the switching elements SW1 and SW2 when the first power conversion circuit 72 is stopped.
  • the power supply relay 74 is configured with two switching elements SW5 and SW6 whose body diodes are connected in the opposite direction to each other. This makes it possible to prevent current from the battery 60 from flowing through the body diodes of the first power conversion circuit 72 when the first power conversion circuit 72 is stopped, both when the battery 60 is connected correctly and when it is connected in the opposite polarity. In other words, when the battery 60 is connected in the opposite polarity, the body diodes of the switching elements SW3 and SW4 are in the forward direction in the path including the switching elements SW3 and SW4, the first inductor 72a, and the battery 60. Therefore, when the power supply relay 74 cannot open the loop path, the loop path is in a closed loop state.
  • FIGS. 7 and 8 show the configuration of the power supply system according to this embodiment.
  • the same reference numerals are used in FIG. 7 and FIG. 8 to designate components corresponding to those shown in FIG. 1 and FIG. 2.
  • the negative terminal of the battery 60 is connected to the reaction force control unit 40 and the steering control unit 50 via two ground wirings LG.
  • the electrical paths of the ground potential between the battery 60 and the reaction force control unit 40 and the steering control unit 50 are made redundant. This makes it possible to provide a more stable ground potential to each of the reaction force control unit 40 and the steering control unit 50.
  • the reaction force control unit 40 and the steering control unit 50 can be more reliably closed.
  • the path including the battery 60, the power supply terminal TS, the control terminal TC, the reaction force microcomputer 44 (steering microcomputer 54), and the ground wiring LG can be more reliably closed.
  • the power supply circuit 70 also has two power terminals TP. More specifically, as shown in FIG. 8, the output terminal of the first power conversion circuit 72 is connected to two different power terminals TP.
  • the bypass relay 76 is also connected to two different power terminals TP.
  • the two power terminals TP are then connected to the reaction force control unit 40 and the turning control unit 50, respectively.
  • the distribution paths of the output power of the battery 60 and the first power conversion circuit 72 between the power supply circuit 70 and the reaction force control unit 40 and the turning control unit 50 are made redundant. This allows the output power of the battery 60 and the first power conversion circuit 72 to be supplied to the reaction force control unit 40 and the turning control unit 50 more stably.
  • the power supply circuit 70 also has two control terminals TC. Specifically, as shown in FIG. 8, the power supply circuit 70 has two OR circuits 86. The voltage of the power supply terminal TS and the output voltage of the second power conversion circuit 84 are applied to each of the OR circuits 86. The output voltages of the two OR circuits 86 are connected to different control terminals TC.
  • the two control terminals TC are each connected to the reaction force control unit 40 and the turning control unit 50.
  • the distribution paths for the output power of the battery 60 and the capacitor 82 between the power supply circuit 70 and the reaction force control unit 40 and the turning control unit 50 are made redundant. This allows the output power of the battery 60 and the capacitor 82 to be supplied more stably to the reaction force control unit 40 and the turning control unit 50.
  • the switch is not limited to two P-channel field effect transistors having anodes of body diodes connected to each other.
  • the switch may be, for example, two P-channel field effect transistors having cathodes of body diodes connected to each other.
  • the voltage-controlled switching element constituting the switch is not limited to a P-channel field effect transistor.
  • an N-channel field effect transistor may be used.
  • the path that opens and closes the path connecting the gate of the N-channel field effect transistor and the positive terminal of the battery 60 may be constituted by a P-channel field effect transistor. This allows the switch to be a normally closed type.
  • the conduction control terminals of the two voltage-controlled switching elements that make up the switch do not need to be short-circuited.
  • the first power conversion circuit 72 may be started to be driven and a switching element having a body diode whose forward direction is the direction from the battery 60 to the power terminal TP may be selectively turned off.
  • the switching element having a body diode whose reverse direction is the direction from the battery 60 to the power terminal TP may be turned off after the output of the first power conversion circuit 72 has stabilized.
  • the switch is made up of two voltage-controlled switching elements.
  • the switch may be made up of three or more voltage-controlled switching elements connected in series. In that case, the forward directions of the body diodes are different from each other.
  • the switch may be made up of one voltage-controlled switching element.
  • an insulated gate bipolar transistor may be used as the single voltage-controlled switching element constituting the switch.
  • a P-channel field effect transistor may be used as the single voltage-controlled switching element constituting the switch.
  • the bypass relay 76 may be made up of only the switching element SW7.
  • a voltage-controlled switching element may be provided between the node N1 and the output terminal of the first power conversion circuit 72.
  • the cathode of the body diode of this switching element may be connected to the output terminal of the first power conversion circuit 72.
  • the switching elements that make up the switch do not necessarily have to be voltage-controlled switching elements.
  • they may be current-controlled switching elements such as bipolar transistors.
  • the semiconductor element constituting the switch is not limited to a transistor.
  • it may be a thyristor.
  • the switch does not necessarily have to be made of a semiconductor element.
  • it may be made of an electromagnetic relay. Even in this case, it is preferable to use a normally-closed type electromagnetic relay.
  • the terminal of the pre-driver 78 may be connected to the ground terminal TG instead of being connected to the connection point of the switching elements SW3 and SW4.
  • the switch drive circuit is not limited to the pre-driver 78 powered by the capacitor 82 and the pre-driver 80 powered by the battery 60.
  • the drive circuit may include only one of the pre-drivers 78 and 80.
  • the power supply relay is not limited to two N-channel field effect transistors having anodes of body diodes connected to each other, as exemplified by the power supply relay 74.
  • the switch may be, for example, two N-channel field effect transistors having cathodes of body diodes connected to each other.
  • the voltage-controlled switching element that constitutes the power relay is not limited to an N-channel field effect transistor.
  • a P-channel field effect transistor may be used.
  • the path that opens and closes the path connecting the gate of the P-channel field effect transistor and the positive terminal of the battery 60 may be constructed with a P-channel field effect transistor. This allows the switch to be a normally open type.
  • the power relay be made up of two voltage-controlled switching elements.
  • the power relay may be made up of three or more voltage-controlled switching elements connected in series. In that case, the forward directions of the body diodes should be different from each other. It may also be made up of, for example, a single voltage-controlled switching element.
  • an insulated gate bipolar transistor may be used as the single voltage-controlled switching element that makes up the power relay.
  • the switching element that constitutes the power relay does not necessarily have to be a voltage-controlled switching element.
  • it may be a current-controlled switching element such as a bipolar transistor.
  • the semiconductor elements that make up the power relay are not limited to transistors. For example, they may be thyristors.
  • the power relay does not necessarily have to be made of a semiconductor element.
  • it may be made of an electromagnetic relay. Even in this case, it is preferable to use a normally open type electromagnetic relay.
  • the switching elements SW1 to SW4 constituting the first power conversion circuit 72 do not necessarily have to be field effect transistors.
  • they may be insulated gate bipolar transistors.
  • freewheel diodes may be connected in parallel to the switching elements SW1 to SW4.
  • the first power conversion circuit 72 has four switching elements SW1 to SW4.
  • the first power conversion circuit 72 may be a circuit in which the switching element SW1 is replaced with a diode.
  • the circuit portion of the first power conversion circuit 72 that receives the power of the battery 60 as an input becomes a boost chopper circuit that receives the power of the battery 60 as an input.
  • the circuit portion of the first power conversion circuit 72 that receives the power of the capacitor 82 as an input becomes a boost chopper circuit that receives the power of the capacitor 82 as an input.
  • the output power of the first power conversion circuit may be supplied to a control system, for example, rather than to an actuator system. "Regarding the second power conversion circuit" It is not essential that the second power conversion circuit 84 is a step-up chopper circuit.
  • the second power conversion circuit 84 may be, for example, a step-up/step-down chopper circuit. Also, for example, the second power conversion circuit 84 may be a charge pump.
  • the electrical path that bypasses the housing Ha that houses the power supply circuit 70 is not limited to one or two ground wirings LG. For example, it may be three or more ground wirings LG.
  • the first DC voltage source does not necessarily have to be the battery 60.
  • it may be a capacitor.
  • the capacitor is provided between the output terminal of the power conversion circuit connected to the secondary battery and the ground. This allows the capacitor to charge the power of the secondary battery.
  • this secondary battery may be, for example, a secondary battery that supplies power to a main engine mounted on an electric vehicle.
  • the capacitor 82 is not limited to a lithium ion capacitor.
  • an aluminum electrolytic capacitor may be used.
  • the second DC voltage source does not necessarily have to be the capacitor 82.
  • it may be a secondary battery.
  • the fully charged charge amount of the second DC voltage source does not necessarily have to be smaller than the fully charged charge amount of the first DC voltage source.
  • the power system electrical load is not limited to the reaction force inverter 18 and the turning inverter 36.
  • a drive circuit of an assist motor that generates torque to assist the operation of the steering wheel 12 may be the electrical load.
  • the power system electric load does not necessarily have to be an electric load provided in an actuator of a steering system of a vehicle. "others"
  • the power supply circuit 70 does not necessarily need to include the smoothing capacitor 73 .

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Power Steering Mechanism (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
PCT/JP2022/047167 2022-12-21 2022-12-21 電源回路、および電源システム Ceased WO2024134807A1 (ja)

Priority Applications (4)

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PCT/JP2022/047167 WO2024134807A1 (ja) 2022-12-21 2022-12-21 電源回路、および電源システム
JP2024565480A JPWO2024134807A1 (https=) 2022-12-21 2022-12-21
EP22968746.2A EP4641904A1 (en) 2022-12-21 2022-12-21 Power-supply circuit and power-supply system
CN202280102638.9A CN120359693A (zh) 2022-12-21 2022-12-21 电源电路、以及电源系统

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Citations (7)

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JP2008029126A (ja) * 2006-07-21 2008-02-07 Fujitsu Ten Ltd 昇圧回路、モータ駆動回路及び電動パワーステアリング制御装置
WO2008114777A1 (ja) * 2007-03-20 2008-09-25 Mitsubishi Electric Corporation 鉄道車両用通信装置
JP2013135556A (ja) * 2011-12-27 2013-07-08 Omron Automotive Electronics Co Ltd 電源装置
JP2014007830A (ja) * 2012-06-22 2014-01-16 Auto Network Gijutsu Kenkyusho:Kk 電源装置
JP5492040B2 (ja) 2010-09-22 2014-05-14 株式会社豊田中央研究所 電源システム
JP2016048990A (ja) * 2014-08-27 2016-04-07 トヨタ自動車株式会社 電源システム
JP2016134996A (ja) * 2015-01-20 2016-07-25 三菱電機株式会社 電力変換装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008029126A (ja) * 2006-07-21 2008-02-07 Fujitsu Ten Ltd 昇圧回路、モータ駆動回路及び電動パワーステアリング制御装置
WO2008114777A1 (ja) * 2007-03-20 2008-09-25 Mitsubishi Electric Corporation 鉄道車両用通信装置
JP5492040B2 (ja) 2010-09-22 2014-05-14 株式会社豊田中央研究所 電源システム
JP2013135556A (ja) * 2011-12-27 2013-07-08 Omron Automotive Electronics Co Ltd 電源装置
JP2014007830A (ja) * 2012-06-22 2014-01-16 Auto Network Gijutsu Kenkyusho:Kk 電源装置
JP2016048990A (ja) * 2014-08-27 2016-04-07 トヨタ自動車株式会社 電源システム
JP2016134996A (ja) * 2015-01-20 2016-07-25 三菱電機株式会社 電力変換装置

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Title
See also references of EP4641904A1

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