JP2010141958A - Vehicle power supply device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle power supply device that precharges and discharges a capacitor 16 connected to the input terminal of an inverter IV as a vehicle power conversion circuit, wherein it is possible to suppress increase in the number of the parts of the power supply device as much as possible. <P>SOLUTION: A precharge passage for the capacitor 16, bypassing a main relay 12, is formed so that the positive pole of a high-voltage battery 10, the normally-open contact 24b of a C contact relay 24, and a resistance element 22 are included. A discharge passage for the capacitor 16 is formed so that the resistance element 22 and the normally-closed contact 24a of the C contact relay 24 are included. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention provides a capacitor charged by an in-vehicle battery, a low resistance charging path for charging the capacitor by the battery, a path for charging the capacitor by the battery, and from the low resistance charging path The present invention also relates to an in-vehicle power supply device including a high-resistance charge path having a large resistance and a discharge path connecting between both electrodes of the capacitor.

  FIG. 7A shows this type of power supply device. As illustrated, a capacitor 116 is connected to the high voltage battery 110 via main relays 112 and 114. The capacitor 116 is connected to an in-vehicle power conversion circuit such as an inverter (not shown). In addition, a precharge relay 120 and a precharge resistor 122 are connected in parallel to the main relay 114, and a discharge relay 124 and a discharge resistor 126 are connected in parallel to the capacitor 116. .

  In such a configuration, when starting the supply of power from the high voltage battery 110 to the in-vehicle power conversion circuit, first, the main relay 112 and the precharge relay 120 are turned on as shown in FIG. As a result, the capacitor 116 is charged by a closed loop circuit including the high voltage battery 110, the main relay 112, the capacitor 116, the precharging resistor 122, and the precharging relay 120. When the capacitor 116 is charged a predetermined amount or more, as shown in FIG. 7C, after turning on the main relay 114, the precharging relay 120 is turned off. Thereby, even when the pair of main relays 112 and 114 are turned on, it is possible to avoid the flow of the inrush current, whereby the resistance between the high voltage battery 110 and the capacitor 116 can be reduced. Thereafter, when the supply of power to the in-vehicle power conversion circuit is stopped, as shown in FIG. 7D, the discharge relay 124 is turned on with the main relays 112 and 114 turned off. Thereby, the charge of the capacitor 116 can be discharged while controlling the discharge current by the discharging resistor 126.

In addition, as a conventional in-vehicle power supply device, for example, there is a device that can be found in Patent Document 1 below.
JP 2006-224772 A

  The in-vehicle power supply device has a problem that the number of parts is increased and the size of the in-vehicle power supply device is increased, for example, four relays are provided.

  The present invention has been made in order to solve the above-described problems, and the object thereof is to provide a capacitor charged by an in-vehicle battery, a low-resistance charging path for charging the capacitor by the battery, and the battery by the battery. While increasing the number of parts while providing a high-resistance charging path that is a path for charging a capacitor and has a resistance value larger than that of the low-resistance charging path, and a discharging path that connects between both electrodes of the capacitor. An object of the present invention is to provide an in-vehicle power supply device that can be suppressed as much as possible.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

  The invention according to claim 1 is a capacitor charged by an in-vehicle battery, a low resistance charging path for charging the capacitor by the battery, a path for charging the capacitor by the battery, and the low In an in-vehicle power supply device comprising a high resistance charging path having a resistance value larger than that of the resistance charging path and a discharging path connecting between both electrodes of the capacitor, the high resistance charging path is a pair of switching contacts. The discharge path includes the other of the pair of contacts.

  In the said invention, a capacitor | condenser can be charged via a high resistance charge path | route by making one contact closed. Moreover, the capacitor can be discharged through the discharge path by closing the other contact. In this way, by configuring the switch for enabling each of the two processes of the capacitor charging process using the high resistance charging path and the capacitor discharging process using the discharging path with the switching contact, An increase in the number of parts can be suppressed.

  The invention according to claim 2 is the invention according to claim 1, wherein the high resistance charging path includes a normally open contact among the switching contacts, and the discharge path includes a normally closed contact among the switching contacts. It is characterized by providing.

  In an emergency or the like, the electronic operation of the switching contact cannot always be performed satisfactorily, but in such a situation, it is desirable to discharge the capacitor charge. In the above invention, in view of this point, by setting the discharge path side as a normally closed contact, the capacitor can be discharged even in a situation where electric energy cannot be supplied to the switching contact.

  According to a third aspect of the present invention, in the first or second aspect of the invention, the high resistance charging path includes a precharging resistor, the discharging path includes a discharging resistor, and the precharging resistor. The body and the discharging resistor are shared.

  In the above invention, since the precharging resistor and the discharging resistor are shared, an increase in the number of components can be further suppressed.

  The invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the low resistance charging path includes a switch, and the discharge path is connected between the switch and the capacitor. It is characterized by being made.

  In a configuration including a switch in a low resistance charging path, when this switch is included in a loop circuit including a capacitor and a discharge path, even if the other contact is closed, the switch is open. The capacitor cannot be discharged. In the above invention, in view of this point, the switch can be eliminated from the loop circuit including the capacitor and the discharge path by connecting the discharge path between the switch and the capacitor.

  The invention according to claim 5 is the invention according to any one of claims 1 to 4, wherein the loop circuit including the capacitor and the discharge path is the other contact of the pair of contacts of the switching contact. It becomes a closed loop when is closed.

  In the said invention, a capacitor | condenser can be discharged regardless of the presence or absence of operation of another electronic component because the other contact becomes a closed state.

  The invention according to claim 6 is the invention according to any one of claims 1 to 5, characterized in that both electrodes of the capacitor are connected to input terminals of an in-vehicle power conversion circuit.

  The on-vehicle power conversion circuit is preferably connected to a rotating machine as an on-vehicle power generation device.

(First embodiment)
Hereinafter, a first embodiment in which an in-vehicle power supply device according to the present invention is applied to a hybrid vehicle will be described with reference to the drawings.

  FIG. 1 shows a system configuration according to the present embodiment.

  The high-voltage battery 10 is an assembled battery as a series connection body of battery cells that is the minimum unit of charge and discharge. The high-voltage battery 10 has a high-voltage (for example, “288V”) at both ends thereof, and constitutes an in-vehicle high-voltage system insulated from the in-vehicle low-voltage system. Here, in the present embodiment, a lithium secondary battery is assumed as the battery cell.

  The positive electrode and the negative electrode of the high voltage battery 10 are connected to the high potential side line L1 and the low potential side line L2, respectively. The high potential side line L1 and the low potential side line L2 are input terminals of the inverter IV and the step-down converter (not shown). It is connected to the. The step-down converter is a power conversion circuit for stepping down the output voltage of the high-voltage battery 10 and applying it to the low-voltage battery 34 as a power source for the in-vehicle low-voltage system. The inverter IV is a power conversion circuit for applying a pseudo sine wave to each phase of the motor generator 11 as a three-phase motor / generator. Here, the motor generator 11 constitutes an in-vehicle power generation device.

  The high potential side line L1 is provided with a switch (main relay 12) for electrically opening and closing the path, and the low potential side line L2 is electrically opened and closed. A switch (main relay 14) is provided. The main relays 12 and 14 may be electromagnetic relays such as a movable iron core relay. A capacitor 16 is provided on the downstream side of the high potential side line L1 and the low potential side line L2. In other words, the capacitor 16 is provided at the input terminal of the inverter IV. The capacitor 16 serves as a direct power source for the inverter IV.

  A C contact relay 24 is connected between the high potential side line L1 and the low potential side line L2. The C contact relay 24 is a switching contact that includes a normally closed contact 24a that is closed when no electrical energy is input and a normally open contact 24b that is closed when the electrical energy is input. The C contact relay 24 may be an electromagnetic relay such as a movable core relay. Specifically, the terminal side common to the normally closed contact 24a and the normally open contact 24b in the C contact relay 24 is connected between the main relay 12 and the capacitor 16 in the high potential side line L1 via the resistor 22. . The normally closed contact 24a is connected between the main relay 14 and the capacitor 16 in the low potential side line L2. Furthermore, the normally open contact 24b is connected between the main relay 12 and the high voltage battery 10 in the high potential side line L1.

  The control device 30 constitutes an in-vehicle low-voltage system, and operates the main relays 12 and 14, the C contact relay 24, and further the inverter IV. The control device 30 is supplied with electric power from the low voltage battery 34 via the start switch 36, the relay 32, and the power supply line La. Here, the relay 32 short-circuits the low voltage battery 34 and the power supply line La when the start switch 36 is turned on or a drive signal is input from the signal line Lb. For this reason, when the start switch 36 is turned on, the low voltage battery 34 and the power supply line La are brought into conduction by the relay 32, so that the electric power of the low voltage battery 34 is supplied to the control device 30.

  On the other hand, the control device 30 monitors the on / off state of the start switch 36 via the signal line Lc when power is supplied from the low voltage battery 34. When the start switch 36 is turned off, the drive signal is sent to the relay 32 via the signal line Lb in order to continue the power supply to the control device 30 until the post-processing performed before stopping the control device 30 is completed. Is output. Thereby, even after the start switch 36 is turned off, the electric power of the low voltage battery 34 is supplied to the control device 30 via the relay 32 and the power supply line La until the post-processing is completed in the control device 30. The

  FIG. 2 shows how the main relays 12 and 14 and the C contact relay 24 are operated by the control device 30.

  FIG. 2A shows an operation mode when the capacitor 16 is precharged. When the control device 30 is activated by turning on the activation switch 36, the charge of the capacitor 16 is considered to be zero. Under such circumstances, when the main relays 12 and 14 are turned on, a large current flows through the main relays 12 and 14 and the main relays 12 and 14 may be welded. Therefore, by turning on the main relay 14 and the C contact relay 24, the positive electrode of the high voltage battery 10 is connected to one electrode of the capacitor 16 through the normally open contact 24 b and the resistor 22, and the other electrode is connected. The high voltage battery 10 is connected to the negative electrode via the main relay 14. As a result, the resistor 22 is included in the path for charging the capacitor 16. Here, in the present embodiment, the resistance value of the resistor 22 is set to be larger than the resistance value of the electrical path connecting the positive electrode of the high-voltage battery 10 to one electrode of the capacitor 16 via the main relay 12. For this reason, compared with the case where the main relays 12 and 14 are turned on, a charge path | route can be made high resistance. For this reason, the electric current which flows into the capacitor | condenser 16 per unit time can be suppressed, and the welding of the main relay 14 can be avoided by extension.

  FIG. 2B shows an operation mode in a steady state. When the capacitor 16 is charged more than a predetermined amount, the main relay 12 is turned on. Thereby, the positive electrode side of the high-voltage battery 10 is connected to the capacitor 16 through a path including the main relay 12 in addition to a path including the normally open contact 24 b and the resistor 22. For this reason, it is possible to reduce the resistance of the electrical path for charge transfer between the high voltage battery 10 and the capacitor 16.

  FIG. 2C shows a time when power supply to the inverter IV is stopped. In this case, the main relays 12 and 14 are turned off and the C contact relay 24 is turned off. Thereby, since the normally closed contact 24a side is closed, both electrodes of the capacitor 16 are connected via the resistor 22 and the normally closed contact 24a. For this reason, the resistor 22 and the normally closed contact 24a serve as a discharge path, and the capacitor 16 is discharged. The maximum value per unit time of the discharge current is controlled by the resistor 22. For this reason, it is possible to avoid an excessively large current from flowing through the C contact relay 24 when the capacitor 16 is discharged.

  FIG. 3 shows an operation sequence of the main relays 12 and 14 and the C contact relay 24. Specifically, FIG. 3A shows the transition of the state of the start switch 36, FIG. 3B shows the transition of the state of the main relay 14, and FIG. FIG. 3D shows the transition of the state of the C contact relay 24.

  As shown in the figure, when the start switch 36 is turned on, the main relay 14 and the C contact relay 24 are turned on, and the precharge path shown in FIG. 2A is closed. The capacitor 16 is charged. Thereafter, when the main relay 12 is turned on, the electrical connection state shown in FIG. Thereafter, when the start switch 36 is turned off, the main relays 12 and 14 are turned off, and then the C contact relay 24 is turned off.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) The switch that opens and closes the precharge path of the capacitor 16 and the switch that opens and closes the discharge path of the capacitor 16 are configured by the C contact relay 24. Thereby, compared with the case where the relay similar to the main relays 12 and 14 is provided in each of a precharge path | route and a discharge path | route, the increase in a number of parts can be suppressed. Furthermore, it is possible to avoid an abnormality in which both the precharge path and the discharge path are simultaneously closed.

  (2) By providing the normally closed contact 24a on the discharge path side of the capacitor 16, electrical energy is not supplied from the control device 20 to the C contact relay 24 in a situation where the inverter IV is shut down in an emergency such as a vehicle accident. Thus, the capacitor 16 can be reliably discharged. For this reason, the electric charge of the capacitor 16 can be discharged regardless of whether there is an abnormality in the electrical path connecting between the control device 20 and the C contact relay 24.

  (3) The precharge resistor for increasing the resistance value of the precharge path and the discharge resistor for increasing the resistance value of the discharge path are shared as the resistor 22. Thereby, the increase in a number of parts can be suppressed further.

  (4) The normally closed contact 24a constituting the discharge path is connected between the main relay 14 and the capacitor 16. Thereby, the normally closed contact 24a is closed, so that the capacitor 16 can be discharged with the discharge path of the capacitor 16 closed.

(Second Embodiment)
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 4 shows a configuration of the power supply device according to the present embodiment. In FIG. 4, members corresponding to those shown in FIG. 1 are given the same reference numerals for the sake of convenience.

  As illustrated, in the present embodiment, the precharge path is a path that bypasses the main relay 14 side. That is, a terminal common to both the normally closed contact 24a and the normally open contact 24b of the C contact relay 24 is connected between the main relay 14 and the capacitor 16 of the low potential side line L2 via the resistor 22. To do. Further, the normally closed contact 24a is connected between the main relay 12 and the capacitor 16 in the high potential side line L1. Further, the normally open contact 24b is connected between the main relay 14 and the negative electrode of the high voltage battery 10 in the low potential side line L2.

  Incidentally, FIGS. 4A to 4C correspond to FIGS. 2A to 2C. However, in the present embodiment, since the precharge path is a path that bypasses the main relay 14 side, as shown in FIG. 4A, the main relay 12 and the C contact relay 24 are turned on during precharge. To do.

  Also according to the present embodiment described above, it is possible to obtain effects according to the above-described effects of the first embodiment.

(Third embodiment)
Hereinafter, the third embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 5 shows a configuration of the power supply device according to the present embodiment. In FIG. 5, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

  As illustrated, also in the present embodiment, the precharge path is a path that bypasses the main relay 14 side. However, a terminal common to both the normally closed contact 24a and the normally open contact 24b of the C contact relay 24 is connected to the main relay 14 of the low potential side line L2 and the negative electrode of the high voltage battery 10 via the resistor 22. Connect between. In addition, the normally open contact 24b is connected between the main relay 14 and the capacitor 16 in the low potential side line L2. Further, the normally closed contact 24a is connected between the main relay 12 and the capacitor 16 in the high potential side line L1.

  Incidentally, FIGS. 5A to 5C correspond to FIGS. 2A to 2C described above. However, in this embodiment, since the precharge path is a path that bypasses the main relay 14 side, the main relay 12 and the C contact relay 24 are turned on during precharge as shown in FIG. To do. In this embodiment, since the main relay 14 is included in the discharge path, when discharging the capacitor 16, the main relay 14 is turned on and the C contact relay 24 is turned off as shown in FIG. 5C. . Then, when the discharge of the capacitor 16 is completed, the main relay 14 is turned off.

  Also according to the present embodiment described above, it is possible to obtain effects according to the effects (1) to (3) of the first embodiment.

(Fourth embodiment)
Hereinafter, the fourth embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 6 shows a configuration of the power supply device according to the present embodiment. In FIG. 6, members corresponding to those shown in FIG. 1 are given the same reference numerals for convenience.

  As shown in the figure, in this embodiment, the precharge path is a path that bypasses the main relay 12 side, and the main relay 14 is deleted. Specifically, a terminal common to both the normally closed contact 24a and the normally open contact 24b of the C contact relay 24 is connected between the main relay 12 and the capacitor 16 of the high potential side line L1 via the resistor 22. Connecting. Further, the normally open contact 24 b is connected between the main relay 12 and the positive electrode of the high voltage battery 10 in the high potential side line L <b> 1. Further, the normally closed contact 24a is connected to the low potential side line L2.

  Incidentally, FIG. 6A to FIG. 6C correspond to FIG. 2A to FIG. 2C, and in FIG. 6 and FIG. Each operation at the time of discharging is the same.

  Also according to the present embodiment described above, it is possible to obtain effects according to the above-described effects of the first embodiment. In particular, when the precharge relay and the discharge relay are separately provided in the configuration in which the main relay 14 is deleted as in the present embodiment, the battery 10 and the pair of the battery 10 and the pair thereof are generated due to an abnormality that causes them to be closed simultaneously. A closed loop circuit is formed by the relay. Further, at this time, when the configuration described in Patent Document 1 is adopted as a configuration in which the pair of relays are provided, both ends of the battery 10 are short-circuited due to an abnormality that causes the pair of relays to be closed. On the other hand, in this embodiment, such a problem does not arise by using the C contact relay 24.

(Other embodiments)
Each of the above embodiments may be modified as follows.

  In the second embodiment (FIG. 4), the main relay 12 may be deleted.

  In each of the above embodiments, the precharge resistor and the discharge resistor are shared, but the present invention is not limited to this. For example, in the first embodiment, instead of providing the resistor 22, the precharge resistor between the positive electrode of the high-voltage battery 10 and the main relay 12 and the normally open contact 24b in the high potential side line L1. And a discharging resistor between the main relay 14 and the capacitor 16 and the normally closed contact 24a in the low potential side line L2.

  The power conversion circuit connected to both ends of the capacitor 16 is not limited to the inverter IV or the step-down converter. For example, when the motor generator 11 and the high voltage battery 10 are connected via the inverter IV and the booster circuit, the capacitor 16 may be connected in parallel to the input terminal of the booster circuit connected to the input terminal of the inverter. Even in this case, configuring the switch for performing both the precharge and discharge processes of the capacitor 16 with the C contact relay 24 is advantageous in that an increase in the number of parts can be suppressed. Have Further, the booster circuit includes a capacitor connected in parallel to the input terminal of the inverter IV, a pair of switching elements connected in parallel to the capacitor, a freewheel diode connected in parallel to the switching element, and a pair of switching elements. In the case of a configuration including a reactor for connecting to the high voltage battery 10, the capacitor precharge process of the boost circuit can be suitably performed by the C contact relay 24 and the resistor 22. That is, by turning on the C contact relay 24, the capacitor 16 is charged. At this time, the capacitor of the booster circuit is also precharged to the voltage of the capacitor 16 through the free wheel diode.

  In each of the above embodiments, the normally closed contact 24a side of the C contact relay 24 is used as a discharge path and the normally open contact 24b side is used as a precharge path. However, the present invention is not limited to this. Can be suppressed.

  In each of the above embodiments, the present invention is applied to a hybrid vehicle. However, the present invention is not limited to this and may be applied to an electric vehicle.

1 is a system configuration diagram according to a first embodiment. FIG. The circuit diagram which shows the operation mode of the power supply device concerning the embodiment. The time chart which shows the operation mode of the power supply device concerning the embodiment. The circuit diagram which shows the operation mode of the power supply device concerning 2nd Embodiment. The circuit diagram which shows the operation mode of the power supply device concerning 3rd Embodiment. The circuit diagram which shows the operation mode of the power supply device concerning 4th Embodiment. The circuit diagram which shows the operation mode of the conventional power supply device.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... High voltage battery, 16 ... Capacitor, 12, 14 ... Main relay, 24 ... C contact relay, 24a ... Normally closed contact, 24b ... Normally open contact, IV ... Inverter (one embodiment of in-vehicle power conversion circuit).

Claims (6)

A capacitor charged by the on-vehicle battery, a low-resistance charging path for charging the capacitor by the battery, a path for charging the capacitor by the battery, and having a resistance value higher than that of the low-resistance charging path In a vehicle-mounted power supply device comprising a large high resistance charging path and a discharging path connecting between both electrodes of the capacitor,
The high-resistance charging path includes one of a pair of switching contacts,
The in-vehicle power supply device, wherein the discharge path includes the other of the pair of contacts. The high resistance charging path includes a normally open contact among the switching contacts,
The in-vehicle power supply device according to claim 1, wherein the discharge path includes a normally closed contact among the switching contacts. The high resistance charging path includes a precharging resistor,
The discharge path includes a discharge resistor,
The in-vehicle power supply device according to claim 1, wherein the precharging resistor and the discharging resistor are shared. The low resistance charging path includes a switch,
The in-vehicle power supply device according to any one of claims 1 to 3, wherein the discharge path is connected between the switch and the capacitor.   The loop circuit including the capacitor and the discharge path is in a closed loop when the other contact of the pair of contacts of the switching contact is in a closed state. The in-vehicle power supply device according to item.   The in-vehicle power supply device according to claim 1, wherein both electrodes of the capacitor are connected to input terminals of an in-vehicle power conversion circuit.

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