JP2018050355A - On-vehicle emergency power supply device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable operation of an in-vehicle emergency power supply device for a long time. An in-vehicle emergency power supply device (8) includes a charging unit (9), a first power storage unit (10) connected to the charging unit (9), a second power storage unit (11), and a first discharging circuit connected to the first power storage unit. 21, a discharging unit 12 having a second discharging circuit 25 connected to the second power storage unit 11, and a control unit 13. The control unit 13 causes the charging unit 9 to charge the first power storage unit 10 and the second power storage unit 11 when the input voltage in the charging unit 9 is normal, and the first power storage unit 10 and the second power storage unit 11 when the input voltage is abnormal. In the small power mode in which the discharge unit 12 needs to output electric power equal to or lower than the power threshold when the input is abnormal, the first discharge circuit 21 is activated and output, and the discharge unit 12 outputs the power threshold. In the high power mode in which a larger amount of power needs to be output, the control unit 13 activates the second discharge circuit 25 to output power. [Selection diagram] Figure 1

Description

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

  Hereinafter, a conventional in-vehicle emergency power supply device will be described with reference to the drawings. FIG. 5 is a circuit block diagram showing the configuration of a conventional in-vehicle emergency power supply device. The in-vehicle emergency power supply device 1 is connected to the normal power line 2 in parallel, and then connected to the vehicle battery 3 and the load 4. Was connected.

  In the in-vehicle emergency power supply device 1, the charging circuit 5 operates using the power supplied from the vehicle battery 3 to charge the power storage element 6. And the discharge circuit 7 was outputting the electric power stored in the electrical storage element 6 to the load 4 as needed.

  The discharge circuit 7 can vary the output power according to the load 4. For example, an abnormality occurs in the vehicle battery 3 or the normal power line 2, and the in-vehicle emergency power supply 1 has a small amount of power with respect to the load 4. , The discharge circuit 7 can supply desired power to the load 4 until the electric charge remaining in the electric storage element 6 is reduced. In other words, when supplying small electric power to the load 4, the discharge circuit 7 can efficiently consume the energy of the power storage element 6.

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

International Publication No. 2013/125170

  However, the conventional in-vehicle emergency power supply 1 loses power from the vehicle battery 3 due to some abnormality and the in-vehicle emergency power supply 1 needs to supply a relatively large amount of power to the load 4. Even if charges remain in the element 6, the discharge circuit 7 cannot supply the desired power to the load 4 unless the value is equal to or greater than a predetermined residual charge. In other words, when supplying a large amount of power to the load 4, it is not easy for the discharge circuit 7 to consume the energy of the storage element 6 efficiently.

  As a result, in the conventional in-vehicle emergency power supply 1, especially after the in-vehicle emergency power supply 1 has already performed some operations and consumed a part of the electric power of the power storage element 6, the in-vehicle emergency power supply 1 However, there is a problem that there is a great restriction on supplying desired power to the load 4, that is, the in-vehicle emergency power supply device 1 may not be able to supply large power to the load 4.

  Accordingly, an object of the present invention is to efficiently consume the energy stored in the in-vehicle emergency power supply regardless of the output power, and to enable the operation of the in-vehicle emergency power supply for a long time.

  In order to achieve this object, the present invention provides an input unit, a charging circuit connected to the input unit, a first rectifier circuit and a second rectifier circuit connected to the charging circuit, and the first rectifier. A first charging output unit connected to the charging circuit via a circuit; and a second charging output unit connected to the charging circuit via the second rectifier circuit; and the first charging unit. A first power storage unit connected to the output unit, a second power storage unit connected to the second charge output unit, a first discharge input unit connected to the first power storage unit, and the first discharge input unit A first discharge circuit connected to the first discharge circuit; a first output unit connected to the first discharge circuit; a second discharge input unit connected to the second power storage unit; and a second discharge input unit connected to the second discharge input unit. And a second discharge circuit connected to the cutoff circuit, and a second discharge circuit connected to the second discharge circuit. A discharge unit having a second output unit, and a control unit that controls the charging unit and the discharge unit, the control unit according to a voltage detected by the input unit and The discharge unit is controlled, and when the voltage detected by the input unit is higher than the abnormality determination value, the first power storage unit and the second power storage unit are charged by the charging unit and detected by the input unit. At the time of an input abnormality when the measured voltage is less than or equal to the abnormality determination value, the first power storage unit and the second power storage unit are discharged by the discharge unit, and at the time of the input abnormality, the power below the power threshold from the discharge unit In the low power mode that requires the output, the control unit shuts off the cutoff circuit and activates the first discharge circuit to output power to the first output unit. Big power The output high power mode required, the control unit causes connected the cutoff circuit, activates the second discharge circuit to output power to the second output portion, it is obtained by it said.

  According to the present invention, the first discharge circuit that discharges the electric power stored in the first power storage unit and the second discharge circuit that discharges the electric power stored in the second power storage unit are provided as separate discharge paths. Yes. Therefore, when a voltage drop abnormality is detected at the input unit, each discharge path operates individually for low power or high power.

  Therefore, the energy remaining in one power storage unit does not affect the operation of the other discharge path. For this reason, the first power storage unit and the second power storage unit can discharge power to a level at which the first discharge circuit and the second discharge circuit can discharge, respectively.

  As a result, when a voltage drop abnormality is detected at the input unit, the in-vehicle power supply device efficiently consumes the power stored in the power storage unit of the in-vehicle emergency power supply device regardless of the magnitude of the output power. The operation of the in-vehicle emergency power supply device over time can be enabled.

FIG. 1 is a circuit block diagram showing a configuration of an in-vehicle emergency power supply apparatus according to an embodiment of the present invention. FIG. 2 is a circuit block diagram showing the configuration of a vehicle equipped with an in-vehicle emergency power supply device according to an embodiment of the present invention. FIG. 3 is an operation timing chart of the in-vehicle emergency power supply device according to the embodiment of the present invention. FIG. 4 is a circuit block diagram showing another configuration of the in-vehicle emergency power supply device according to the embodiment of the present invention. FIG. 5 is a circuit block diagram showing the configuration of a conventional in-vehicle emergency power supply.

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

(Embodiment)
FIG. 1 is a circuit block diagram showing a configuration of an in-vehicle emergency power supply apparatus according to an embodiment of the present invention. In-vehicle emergency power supply device 8 includes a charging unit 9, a first power storage unit 10, a second power storage unit 11, a discharge unit 12, and a control unit 13.

  The charging unit 9 includes an input unit 14, a charging circuit 15 connected to the input unit 14, a first rectifier circuit 16 and a second rectifier circuit 17 connected to the charging circuit 15, and the first rectifier circuit 16. The first charging output unit 18 connected to the charging circuit 15 and the second charging output unit 19 connected to the charging circuit 15 via the second rectifier circuit 17 are included.

  The first power storage unit 10 is connected to the first charge output unit 18. The second power storage unit 11 is connected to the second charge output unit 19.

  The discharge unit 12 includes a first discharge input unit 20 connected to the first power storage unit 10, a first discharge circuit 21 connected to the first discharge input unit 20, and a first connected to the first discharge circuit 21. And an output unit 22. Further, the discharge unit 12 includes a second discharge input unit 23 connected to the second power storage unit 11, a cutoff circuit 24 connected to the second discharge input unit 23, and a second discharge circuit 25 connected to the cutoff circuit 24. And a second output unit 26 connected to the second discharge circuit 25.

  The control unit 13 controls the operation of the charging unit 9 and the discharging unit 12 according to the voltage detected by the input unit 14.

  The control unit 13 controls the charging unit 9 and the discharging unit 12 according to the voltage detected by the input unit 14. When the input detected in the state where the voltage detected by the input unit 14 is higher than the abnormality determination value, the first power storage unit 10 and the second power storage unit 11 are charged by the charging unit 9, and the voltage detected by the input unit 14 is When the input abnormality is less than or equal to the abnormality determination value, the first power storage unit 10 and the second power storage unit 11 are discharged by the discharge unit 12.

  In the low power mode in which the output of power below the power threshold value is required from the discharge unit 12 when the input is abnormal, the control unit 13 shuts off the shut-off circuit 24 and activates the first discharge circuit 21 to start the first output unit. Power is output to 22. Further, in the high power mode in which the output of the power larger than the power threshold is required from the discharge unit 12, the control unit 13 connects the cutoff circuit 24 and activates the second discharge circuit 25 to supply power to the second output unit 26. Is output.

  With the configuration and operation described above, the in-vehicle emergency power supply 8 is stored in the first power storage unit 10 and the second power storage unit 11 of the in-vehicle emergency power supply 8 when a voltage drop abnormality is detected at the input unit 14. Thus, the vehicle-mounted emergency power supply 8 can be operated for a long time. That is, the power stored in the first power storage unit 10 is used in the low power mode, and the power stored in the second power storage unit 11 is used in the high power mode according to the required power status. As a result, when the voltage drop abnormality is detected at the input unit 14, the in-vehicle emergency power supply device 8 efficiently stores the stored power regardless of the magnitude of the output power, the first output unit 22 and the second output. The output from the unit 26 can be performed.

  The in-vehicle emergency power supply device 8 includes a first discharge circuit 21 that discharges the electric power stored in the first power storage unit 10 and a second discharge circuit 25 that discharges the electric power stored in the second power storage unit 11. This is because each discharge path is individually operated to support low power or high power. Therefore, the energy remaining in either the first power storage unit 10 or the second power storage unit 11 does not affect the operation of the other discharge path.

Since the electric power stored in the first power storage unit 10 is consumed in the low power mode, when the first discharge circuit 21 outputs power, the energy remaining in the first power storage unit 10 tends to gradually decrease. Here, when the energy remaining in the first power storage unit 10 becomes lower than the threshold value, even if the output with low power or low voltage can be continued, Output may be impossible. This is because the threshold of residual energy that can be output at low power or low voltage is different from the threshold of residual energy that can be output at high power or high voltage, and the threshold of residual energy that can be output at high power or high voltage. This is because of the larger.

  Therefore, the second power storage unit 11 is provided separately from the first power storage unit 10 for output with high power or high voltage, and in particular, the energy remaining in the first power storage unit 10 is efficiently and with low power. It is possible to efficiently use up to the output limit. Therefore, the first power storage unit 10 and the second power storage unit 11 can discharge power to a level at which the first discharge circuit 21 and the second discharge circuit 25 can discharge, respectively.

  Hereinafter, with respect to the configuration and operation of the in-vehicle emergency power supply device 8, a circuit block diagram showing the configuration of the vehicle equipped with the in-vehicle emergency power supply device in the embodiment of the present invention in FIG. 2, and the implementation of the present invention in FIG. This will be described in detail with reference to an operation timing chart of the in-vehicle emergency power supply apparatus in the embodiment.

  In FIG. 2, the in-vehicle emergency power supply device 8 is mounted on a vehicle body 27 constituting the vehicle 28. A vehicle battery 29 disposed on the vehicle body 27 is connected to the input unit 14 of the in-vehicle emergency power supply device 8. The control unit 13 is electrically connected to an engine switch 30 disposed on the vehicle body 27, and the control unit 13 detects the state of the engine switch 30. A first load 31 is connected to the first output unit 22, and a second load 32 is connected to the second output unit 26.

  As shown in the timing chart of FIG. 3, first, at the timing of T0, the engine switch 30 that was previously in the off state is switched to the on state, whereby the vehicle 28 is started. The vehicle battery 29 supplies power to the input unit 14 at a predetermined battery voltage before the engine switch 30 is switched from the off state to the on state.

  The charging circuit 15 starts operating in conjunction with the switching of the engine switch 30 from the off state to the on state, and charges the first power storage unit 10 and the second power storage unit 11. Here, charging circuit 15 operates in accordance with the relationship between the voltage of vehicle battery 29 and the rated voltage of first power storage unit 10 and second power storage unit 11. For example, when the voltage of the vehicle battery 29 is higher than the rated voltage of the first power storage unit 10 and the second power storage unit 11, the charging circuit 15 may be a circuit that performs a step-down operation. Further, for example, when the voltage of the vehicle battery 29 is lower than the rated voltage of the first power storage unit 10 and the second power storage unit 11, the charging circuit 15 may be a circuit that performs a boosting operation.

  Generally, the number of arrangements of the first power storage unit 10 and the second power storage unit 11 is suppressed in order to reduce the size of the in-vehicle emergency power supply device 8. For this reason, the charging circuit 15 often performs a step-down operation.

  Here, the timing at which the charging circuit 15 starts the charging operation is the same as the timing at which the engine switch 30 is switched from the off state to the on state, or the engine switch 30 is switched from the off state to the on state. After the given timing, it may be a timing with a short time lag.

  In addition, the first rectifier circuit 16 and the second rectifier circuit 17 that are connected and arranged between the charging circuit 15 and the first power storage unit 10 and the second power storage unit 11 are configured so that the charging circuit 15 performs a charging operation. The energized state is synchronized with the charging circuit 15.

When the charging circuit 15 starts the charging operation at the timing of T0, the first power storage unit 10 and the second power storage unit 11 are kept until the first power storage unit 10 and the second power storage unit 11 are fully charged, The battery is charged until the timing of T1, which is the charging voltage. Here, the charging circuit 15
Control by the control unit 13 is performed by feeding back the voltage of the first power storage unit 10 and the second power storage unit 11 or the voltage on the output side of the charging circuit 15 to the control unit 13.

  Here, the 1st electrical storage part 10 and the 2nd electrical storage part 11 will be in the charge state approximated in the timing of T1 by setting it as the same rated voltage. This is because the current flowing through the first power storage unit 10 and the second power storage unit 11 changes corresponding to the capacity when the charging circuit 15 performs the charging operation. This is because the charging voltage with the second power storage unit 11 changes while showing an approximate value. Therefore, the 1st electrical storage part 10 and the 2nd electrical storage part 11 do not need to be set as the same capacity | capacitance, and each may be set as arbitrary capacity | capacitance. Further, the period from the timing T0 to the timing T1 does not require a long time, and after the vehicle 28 is started by switching the engine switch 30, the time from the timing T0 in a short time until the vehicle 28 starts to travel. It is completed up to the timing of T1.

  Further, the first discharge circuit 21 starts to operate between the timing T0 and the timing T1. Here, the first discharge circuit 21 is mainly provided to output to the first output unit 22 with a small amount of power or a low voltage over a long period using the power stored in the first power storage unit 10. Then, when the first discharge circuit 21 starts operating, the first discharge circuit 21 starts supplying electric power necessary for the control unit 13 to operate. That is, the control unit 13 is in a state in which the vehicle-mounted emergency power supply device 8 can be driven by the electric power stored in the vehicle-mounted emergency power supply device 8 starting from any timing in the period from the timing T0 to the timing T1. Therefore, until the timing of T2, which will be described later, there are both an operation of charging the first power storage unit 10 by the charging circuit 15 and an operation of discharging the electric power stored in the first power storage unit 10 by the first discharge circuit 21. Sometimes. In the present embodiment, the first discharge circuit 21 starts operating by the timing of T2, but has not yet output power to the first output unit 22. Further, the period from the timing of T0 to the timing of T2 may be either the charging circuit 15 always charging operation or intermittently charging intermittently.

  Until the voltage of the vehicle battery 29 shows an abnormality at the timing T2 described below, the electric power from the vehicle battery 29 to the first load 31 and the second load 32 is supplied through the normal supply path 29A. Here, when the first load 31 and the second load 32 are loads that can operate even before the timing of T0, in other words, when the loads are operable regardless of whether the engine switch 30 is on or off, The first load 31 and the second load 32 are directly connected to the vehicle battery 29 by a normal supply path 29A. Alternatively, when the first load 31 and the second load 32 are loads that can operate after the timing of T1, in other words, when the engine switch 30 is turned on, the load can be operated. The first load 31 and the second load 32 are connected to the vehicle battery 29 via an opening / closing part (not shown) that is linked to the engine switch 30 provided in the normal supply path 29A. The opening / closing part (not shown) is in a connected state when the engine switch 30 is in an on state, and is in a cut-off state when the engine switch 30 is in an off state.

  Next, the operation of the in-vehicle emergency power supply device 8 after the timing of T2 will be described.

After the engine switch 30 is switched at the timing T0 described above, the voltage of the vehicle battery 29 is constantly detected by the control unit 13. The voltage of the vehicle battery 29 is determined to be normal when the voltage of the vehicle battery 29 is higher than the abnormality determination value, and is determined to be abnormal when it is equal to or less than the abnormality determination value. It is shown that the vehicle battery 29 was supplying power to the input unit 14 at a normal voltage before the timing of T2. On the other hand, when an abnormality occurs in the vehicle battery 29 itself or the normal supply path 29A from the vehicle battery 29 to the vehicle 28 at the timing of T2, the voltage of the vehicle battery 29 detected by the input unit 14 is an abnormality determination value. Lower than. That is, after the timing of T2, the vehicle 28 has lost the vehicle battery 29 and is in a state where no power is supplied to the input unit 14.

  Here, the abnormality detection value that is a reference for abnormality in the voltage detected by the input unit 14, that is, the voltage of the vehicle battery 29, may be a voltage value that cannot be generated in the normal vehicle battery 29. For example, the abnormality determination value may be set to a value that is even lower than the minimum voltage when the voltage of the vehicle battery 29 temporarily drops when the engine switch 30 is turned on when the vehicle 28 is started. .

  When the control unit 13 detects that the voltage of the input unit 14 is equal to or lower than the abnormality determination value at the timing of T2, and determines that there is no power supply by the vehicle battery 29, the first discharge circuit 21 outputs the first output. Power is output from the unit 22 to the first load 31. Thereby, the first load 31 becomes operable. As an example, the first load 31 corresponds to a vehicle body control device that consumes less power and consumes power continuously over a relatively long time.

  The first load 31 can be operated by the power of the vehicle battery 29 when the power supply from the vehicle battery 29 is normal in a period before the timing of T2. After the timing of T2, even if the power supply from the vehicle battery 29 becomes abnormal, the first load 31 can continue to operate with the power supplied by the in-vehicle emergency power supply device 8. As described above, since the first load 31 corresponds to a vehicle body control device or the like, even if the vehicle 28 falls into a state in which the vehicle battery 29 is lost at the timing T2, the vehicle body corresponding to the first load 31 is obtained. Control functions and the like can be continued for a long time without losing the functions. In particular, when an electric double layer capacitor is used for the first power storage unit 10 that supplies power to the first load 31 via the first discharge circuit 21, and the first discharge circuit 21 outputs with low power or low voltage. In addition, the first discharge circuit 21 stably stabilizes power consumption while efficiently consuming the energy stored in the first power storage unit 10 until the voltage of the first power storage unit 10 falls below a very low first lower limit (Vlim1). Can be supplied.

  In addition, when the control unit 13 detects that the voltage of the input unit 14 is equal to or lower than the abnormality determination value at the timing of T2, and determines that there is no power supply by the vehicle battery 29, the second discharge circuit 25 performs the second discharge circuit 25. The operation state is such that power can be output from the two output unit 26 to the second load 32. Here, the second discharge circuit 25 is provided mainly for outputting the electric power stored in the second power storage unit 11 to the second output unit 26 in a short time with a large electric power or a high voltage. A second load 32 is connected to the second output unit 26. Here, as an example, the second load 32 corresponds to an actuator or the like that consumes a large amount of power and consumes power in a short time.

  The second load 32 can also be operated by the electric power of the vehicle battery 29 when the power supply from the vehicle battery 29 is normal in the period before the timing of T2. Then, after the timing of T2, the second load 32 can be operated by electric power supplied from the in-vehicle emergency power supply device 8. Here, a cutoff circuit 24 is connected between the second power storage unit 11 and the second discharge circuit 25. And the interruption | blocking circuit 24 does not always make the 2nd electrical storage part 11 and the 2nd discharge circuit 25 into a connection state, but the interruption | blocking circuit 24 switches from a interruption | blocking state to a connection state at the timing of T3. Therefore, from the timing T2 to the timing T3, the second discharge circuit 25 is operating, but the power supply from the second power storage unit 11 is cut off, so that no power is output.

Then, at the timing of T <b> 3, the second discharge circuit 25 supplies the power stored in the second power storage unit 11 from the second output unit 26 to the second load 32. As described above, the second discharge circuit 25 is provided mainly for outputting in a short time with high power or high voltage. Here, in particular, an electric double layer capacitor is used for the second power storage unit 11 that supplies power to the second load 32 via the second discharge circuit 25, and the second discharge circuit 25 outputs high power or high voltage output. In this case, although the electric double layer capacitor has a small internal resistance and can supply a large current, if the voltage of the second power storage unit 11 falls below the second lower limit (Vlim2), the output voltage may become unstable. is there. For this reason, the time from the timing T3 to the timing T4 when the cutoff circuit 24 is in the connected state is a very short period compared to the time from the timing T3 to the timing T4. That is, compared to a period in which power is supplied to the first load 31 by the first power storage unit 10 and the first discharge circuit 21, power is supplied to the second load 32 by the second power storage unit 11 and the second discharge circuit 25. The period is very short.

  Here, the case where an electric double layer capacitor is applied to the first power storage unit 10 and the second power storage unit 11 is shown as an example, but the first power storage unit 10 and the second power storage unit 11 are limited to the electric double layer capacitor. Not applicable. Further, the first power storage unit 10 and the second power storage unit 11 may be configured by only a power storage element (not shown), or a power storage element (not shown) and a peripheral circuit of the power storage element (not shown). (Not shown).

  Here, a field effect transistor (FET) is preferably used for the cutoff circuit 24, and the connection state or cutoff state of the cutoff circuit 24 is selected by a control signal generated by the control unit 13.

  However, the 1st electrical storage part 10 and the 2nd electrical storage part 11 are arrange | positioned in the independent electric power supply path, without being influenced by the power consumption state mutually. Therefore, both the first power storage unit 10 and the second power storage unit 11 can efficiently consume the stored energy, and can stably supply power to the first load 31 and the second load 32. . In particular, the first discharge circuit 21 can stably supply power to the first load 31 for a long period. Here, the control by the control unit 13 for the first discharge circuit 21 and the second discharge circuit 25 is performed by feeding back the voltages of the first output unit 22 and the second output unit 26 to the control unit 13.

  As described above, the operation of the in-vehicle emergency power supply device 8 is subdivided at each timing of T0, T1, T2, T3, and T4. Each timing corresponds to the following state or situation of the vehicle 28 as a specific example.

  First, T0 is the timing when the engine switch 30 and the ignition switch (not shown) are turned on and the vehicle 28 is ready to travel as described above. T1 is the timing when the charging of the first power storage unit 10 and the second power storage unit 11 provided in the in-vehicle emergency power supply device 8 is completed.

  T2 is the timing when the vehicle battery 29 encounters a failure or accident while the vehicle 28 is traveling or is capable of traveling, and an abnormality has occurred in the vehicle battery 29. Furthermore, T2 is a timing at which the in-vehicle emergency power supply device 8 starts to output a small electric power and continuously operates the vehicle body control device or the like, or starts to output a high electric power standby.

The period from the timing T2 to the timing T3 is a standby state period until the in-vehicle emergency power supply 8 outputs a large amount of power. The period from the timing of T2 to the timing of T3 is a set period preset by the control unit 13 of the in-vehicle emergency power supply 8 starting from the timing of T2, or the outside of the in-vehicle emergency power supply 8 May be a period in which the in-vehicle emergency power supply device 8 waits for an instruction signal related to a start instruction for outputting a large amount of power. Here, as a signal from the outside, for example, the vehicle body control device corresponding to the first load 31 whose operation state is maintained by the output power of the first discharge circuit 21 which has started to be output at the timing of T2 It may be a signal for instructing the power supply device 8 to output large power.

  From the timing of T3 to the timing of T4, it corresponds to a period during which the vehicle body control device operates the second load 32, which is another load provided in the vehicle 28, using the electric power of the in-vehicle emergency power supply device 8. .

  In addition, an electric double layer capacitor is used for both the first power storage unit 10 and the second power storage unit 11, and the first power storage unit 10 is used for low power and the second power storage unit 11 is used for high power according to usage. The characteristics of the electric double layer capacitor can be utilized for each. Furthermore, since the electric double layer capacitor is used for both the first power storage unit 10 and the second power storage unit 11, the in-vehicle emergency power supply device 8 can be reduced in size and weight, and the in-vehicle emergency power supply device 8 is mounted. The fuel consumption of the vehicle can be improved.

  Here, the power supply from both the first discharge circuit 21 and the second discharge circuit 25 is stopped at the timing of T4, but the first discharge circuit for driving the first load 31 such as the vehicle body control device. 21 may continuously output power until the voltage of the first power storage unit 10 reaches the first lower limit value (Vlim1), and may drive the first load 31 over a longer period.

  The first rectifier circuit 16 and the second rectifier circuit 17 described from the timing of T0 to the timing of T1 have currents flowing from the first power storage unit 10 and the second power storage unit 11 to the connection point 15A after the timing of T2. It is shut off so that it does not flow. Since the first rectifier circuit 16 and the second rectifier circuit 17 are cut off after the timing of T2, the first power storage unit 10 and the second power storage unit 11 are discharged, and the potentials of both are different. Even if it becomes a state, the state from which an electric potential differs is maintained. As a result, as described above, the first power storage unit 10 and the second power storage unit 11 are arranged in independent power supply paths without being affected by the power consumption state. As a result, both the first power storage unit 10 and the second power storage unit 11 can efficiently supply the stored energy to the first load 31 and the second load 32 while efficiently consuming the stored energy. it can.

  The first rectifier circuit 16 and the second rectifier circuit 17 include a field effect transistor (hereinafter referred to as FET) having a drain electrode connected to the charging circuit 15 and a source electrode connected to the first power storage unit 10 and the second power storage unit 11. Alternatively, the first rectifier circuit 16 and the second rectifier circuit 17 use diodes having the anode side connected to the charging circuit 15 and the cathode side connected to the first power storage unit 10 and the second power storage unit 11. May be. However, when diodes are used for the first rectifier circuit 16 and the second rectifier circuit 17, the charging voltages of the first power storage unit 10 and the second power storage unit 11 due to variations in the forward voltage of the individual diodes. There is also a risk of variation. For this reason, when the FET having a small resistance between the drain and the source during conduction is used for the first rectifier circuit 16 and the second rectifier circuit 17, the charging voltage of the first power storage unit 10 and the second power storage unit 11 is stabilized. Can be a value. As a result, both the first power storage unit 10 and the second power storage unit 11 can more efficiently consume the stored energy and supply power to the first load 31 and the second load 32 stably. it can.

  Although it has already been described that the charging circuit 15 may be either a step-down operation circuit or a step-up operation circuit depending on the situation, the first discharge circuit 21 and the second discharge circuit 25 are described. Depending on the situation, either a step-down operation circuit or a step-up operation circuit may be used. However, since the second discharge circuit 25 is assumed to be an actuator as an example of the second load 32, it is generally a circuit for boosting operation.

  In the above description, the first power storage unit 10 is discharged by the first discharge circuit 21 and supplied to the first load 31 via the first output unit 22. An example is used in which power is discharged from the second discharge circuit 25 and supplied to different loads through a high-power power supply path that supplies the second load 32 via the second output unit 26. Separately from this, as shown in a circuit block diagram showing another configuration of the in-vehicle emergency power supply in the embodiment of the present invention shown in FIG. 4, a single third load 33 is used as the load. 8, the vehicle-mounted emergency power supply device 8 may be provided with a single output unit 34 that supplies power to the third load 33.

  At this time, the output unit 34 is connected to both the first output unit 22 provided on the output side of the first discharge circuit 21 and the second output unit 26 provided on the output side of the second discharge circuit 25. It is provided above. The operation of the in-vehicle emergency power supply device 8 is basically the same as the timing chart of FIG. 3 described above. However, when the third load 33, which is a single load and the required power fluctuates over time, receives power supply from the in-vehicle emergency power supply 8 when an abnormality occurs in the vehicle battery 29, It is preferable to receive power supply from an output unit 34 connected to both the first output unit 22 and the second output unit 26.

  Thereby, when the 3rd load 33 requires small electric power and a low voltage, one electric power supply path which discharges the electric power of the 1st electrical storage part 10 with the 1st discharge circuit 21 is used. When the third load 33 requires high power or high voltage, a path for discharging the power of the first power storage unit 10 with the first discharge circuit 21 and the power of the second power storage unit 11 with the second discharge circuit 25, both power supply paths and the discharge path are used. As a result, particularly when the third load 33 requires high power or high voltage, it is possible to supply larger power by using both paths and superimposing both powers. Therefore, the third load 33 can be driven with a wide range of power in the case of the low power drive and the case of the high power drive.

  Particularly, at this time, the control by the control unit 13 for the first discharge circuit 21 and the second discharge circuit 25 is performed by feeding back a single voltage to the control unit 13 at the output unit 34. And the control part 13 performs the same control with respect to the 1st discharge circuit and the 2nd discharge circuit 25. FIG.

  For this reason, in the case of low power driving, both the first discharge circuit 21 and the second discharge circuit 25 operate to output low power, and the cutoff circuit 24 is controlled to be in the cutoff state. As a result, the second discharge circuit 25 does not consume the power of the second power storage unit 11, and the first discharge circuit 21 consumes only the power of the first power storage unit 10.

On the other hand, in the case of high power driving, both the first discharge circuit 21 and the second discharge circuit 25 are operated to output large power, and the cutoff circuit 24 is controlled to be connected. As a result, both the power of the second power storage unit 11 is consumed by the second discharge circuit 25 and the power of the first power storage unit 10 is consumed by the first discharge circuit 21.
Therefore, in other words, when the electric power of the first discharge circuit 21 and the second discharge circuit 25 is superimposed with high power driving as described above, the control unit 13 uses the voltage of the output unit 34 to control the first discharge circuit 21. And the second discharge circuit 25 can be operated by the same easy control, and the timing at which the power is superimposed is controlled by the timing at which the cutoff circuit 24 is switched from the cutoff state to the connected state.

  Naturally, the first power storage unit 10 and the second power storage unit 11 are arranged in independent power supply paths without being influenced by the power consumption state. For this reason, both the first power storage unit 10 and the second power storage unit 11 can efficiently consume the stored energy and supply power to the third load 33 stably.

  In this embodiment, as shown in the timing chart of FIG. 3, when an abnormality occurs in the vehicle battery 29, the vehicle is first mounted in the low power mode using the first power storage unit 10 and the first discharge circuit 21. The emergency power supply device 8 operates and power is supplied to the first load 31 or the third load 33. After that, the in-vehicle emergency power supply device 8 operates in the high power mode using the second power storage unit 11, the cutoff circuit 24 and the second discharge circuit 25, and supplies power to the second load 32 or the third load 33. The mode of operation is used in the description.

  However, after the vehicle-mounted emergency power supply 8 operates in the high power mode first, it may operate in the low power mode. Moreover, after the vehicle-mounted emergency power supply device 8 operates in the high power mode first, it operates in the low power mode, and both operations may be repeated. Furthermore, after the vehicle-mounted emergency power supply device 8 operates in the low power mode first, it operates in the high power mode, and both operations may be repeated.

  The vehicle-mounted emergency power supply device of the present invention has the effect of efficiently consuming stored energy regardless of output power, and enabling the operation of the vehicle-mounted emergency power supply device for a long time, which is useful in various vehicles. It is.

DESCRIPTION OF SYMBOLS 8 In-vehicle emergency power supply device 9 Charging part 10 1st electrical storage part 11 2nd electrical storage part 12 Discharge part 13 Control part 14 Input part 15 Charging circuit 15A Connection point 16 1st rectifier circuit 17 2nd rectifier circuit 18 1st charge output part DESCRIPTION OF SYMBOLS 19 2nd charge output part 20 1st discharge input part 21 1st discharge circuit 22 1st output part 23 2nd discharge input part 24 interruption | blocking circuit 25 2nd discharge circuit 26 2nd output part 27 Car body 28 Vehicle 29 Vehicle battery 30 Engine Switch 31 First load 32 Second load 33 Third load 34 Output section

Claims (4)

An input unit, a charging circuit connected to the input unit, a first rectification circuit and a second rectification circuit connected to the charging circuit, and a first connected to the charging circuit via the first rectification circuit A charging unit having a charging output unit, and a second charging output unit connected to the charging circuit via the second rectifier circuit;
A first power storage unit connected to the first charge output unit;
A second power storage unit connected to the second charge output unit;
A first discharge input unit connected to the first power storage unit; a first discharge circuit connected to the first discharge input unit; a first output unit connected to the first discharge circuit; A second discharge input unit connected to the power storage unit; a cutoff circuit connected to the second discharge input unit; a second discharge circuit connected to the cutoff circuit; and a second discharge circuit connected to the second discharge circuit. A discharge part having two output parts;
A control unit for controlling the charging unit and the discharging unit,
The control unit controls the charging unit and the discharging unit according to the voltage detected by the input unit,
When the voltage detected by the input unit is higher than the abnormality determination value, the first power storage unit and the second power storage unit are charged by the charging unit, and the voltage detected by the input unit is the abnormality determination. When the input abnormality is less than or equal to the value, the discharging unit discharges from the first power storage unit and the second power storage unit,
At the time of the input abnormality,
In the low power mode that requires output of power below the power threshold from the discharge unit, the control unit shuts off the cutoff circuit and activates the first discharge circuit to output power to the first output unit. ,
In the high power mode in which the output of power larger than the power threshold is required from the discharge unit, the control unit connects the cutoff circuit and activates the second discharge circuit to output power to the second output unit. Let
In-vehicle emergency power supply. The control unit is at the time of the input abnormality,
First, power is output to the first output unit over a predetermined period in the low power mode,
Outputting power to the second output unit in a period shorter than the predetermined period in the high power mode after the low power mode;
The in-vehicle emergency power supply device according to claim 1. A single output unit connected to both the first output unit and the second output unit;
The in-vehicle emergency power supply device according to claim 1. At the time of the input abnormality,
After operating over the standby period in the low power mode, operate in the high power mode according to a start instruction from the outside of the in-vehicle emergency power supply device,
The in-vehicle emergency power supply device according to claim 1.

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