JP2019176559A - Vehicle power unit - Google Patents

Abstract

To provide a vehicle power unit capable of protecting a component of a vehicle power unit, and reducing cost of the vehicle power unit.SOLUTION: A vehicle power unit comprises: a high voltage battery 31 connected to a travel motor 13 through an inverter 40; a contactor 32 provided between the inverter 40 and the high voltage battery 31, and being controlled between an on state and an off state; a first capacitor C1 provided between the contactor 32 and the inverter 40, and connected to the inverter 40 in parallel; a discharge circuit part 41 comprising a discharge resistance R1 and first switch SW1 connected to the discharge resistance in series, and being connected to the first capacitor C1 in parallel; a capacitor circuit part 42 comprising a second capacitor C2 and a second switch SW2 connected to the second capacitor in series, and being connected to the first capacitor C1 in parallel; and a switch control part for controlling the first switch SW1 and the second switch SW2. The switch control part controls the first switch SW1 to the on state, and controls the second switch SW2 to the on state when the contactor 32 is controlled from the on state to the off state in regenerative power generation of the travel motor 13.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a vehicle power supply device mounted on a vehicle.

  As a vehicle power supply device mounted on a vehicle, a power supply device including a power storage unit connected to a motor via an inverter has been proposed (see Patent Documents 1 and 2). Further, the power supply devices described in Patent Documents 1 and 2 are provided with a smoothing capacitor that rectifies the pulsating current between the inverter and the power storage unit.

JP 2005-80456 A JP-A-2006-36200

  By the way, the electrostatic capacitance of the smoothing capacitor is set not only from the rectification ability of the pulsating current but also from the viewpoint of protecting the electronic component from overvoltage. For example, when the power storage unit is disconnected from the inverter during motor power generation, the generated power is directed from the inverter to the smoothing capacitor. At this time, if the smoothing capacitor does not have sufficient electrostatic capacity, the smoothing capacitor cannot sufficiently absorb the generated power, and the voltage in the circuit rises significantly, causing an excessive voltage to be applied to the electronic component. There is a risk of application. Therefore, even when the power storage unit is disconnected from the inverter during motor power generation, the capacitance of the smoothing capacitor is often set to exceed the rectification capability so as not to excessively increase the voltage in the circuit. .

  Further, since electric power is stored in the smoothing capacitor when pulsating current is rectified, it is desirable to discharge the electric power remaining in the smoothing capacitor after the vehicle is used. Therefore, it is considered that the smoothing capacitor is discharged using the discharge circuit after use of the vehicle by providing a discharge circuit for the smoothing capacitor in the power supply device. However, if the capacitance of the smoothing capacitor is set to be large from the viewpoint of component protection, the electric power discharged from the smoothing capacitor also increases, so it is required to increase the capacity of the discharge circuit accordingly. It was. That is, as described above, in order to protect the components of the vehicle power supply device, increasing the capacitance of the smoothing capacitor is a factor that increases the capacity of the discharge circuit and increases the cost of the vehicle power supply device. It was.

  The objective of this invention is reducing the cost of the power supply device for vehicles, protecting the component of the power supply device for vehicles.

  The vehicle power supply device of the present invention is a vehicle power supply device mounted on a vehicle, and is provided between a power storage unit connected to a traveling motor via an inverter, between the inverter and the power storage unit, A contactor controlled between an on state and an off state; a first capacitor provided between the contactor and the inverter; connected in parallel to the inverter; a resistor; and a first switch connected in series to the resistor A discharge circuit unit connected in parallel to the first capacitor, a second capacitor and a second switch connected in series to the capacitor, and a capacitor circuit unit connected in parallel to the first capacitor; A switch control unit that controls the first switch and the second switch, wherein the switch control unit determines whether the contactor is in an on state during regenerative power generation of the traveling motor. If it is controlled to be off, and controls the first switch to the ON state, and controls the second switch to the on state.

  According to the present invention, the switch control unit controls the first switch to the on state and the second switch to the on state when the contactor is controlled from the on state to the off state during regenerative power generation of the traveling motor. Control. Thereby, the cost of the vehicle power supply device can be reduced while protecting the components of the vehicle power supply device.

It is the schematic which shows the structural example of the vehicle by which the vehicle power supply device which is one embodiment of this invention is mounted. It is a circuit diagram showing an example of a power circuit. It is a flowchart which shows an example of the execution procedure of switch control. (A)-(c) is a figure which shows an example of the discharge condition after a contactor is normally interrupted | blocked. (A) And (b) is a figure which shows an example of the discharge condition after a contactor is normally interrupted | blocked. (A)-(c) is a figure which shows an example of the discharge condition after a contactor is forcibly interrupted | blocked. (A) And (b) is a figure which shows an example of the discharge condition after a contactor is forcibly interrupted | blocked. It is the circuit diagram which showed an example of the power supply circuit with which the vehicle power supply device which is other embodiment of this invention is provided.

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

[Vehicle configuration]
FIG. 1 is a schematic diagram showing a configuration example of a vehicle 11 on which a vehicle power supply device 10 according to an embodiment of the present invention is mounted. As shown in FIG. 1, the vehicle 11 is provided with a traveling motor 13 connected to the wheels 12. In addition, the vehicle 11 is provided with an inverter unit 14 that controls an energization state of the traveling motor 13, and a battery pack 16 that is connected to the inverter unit 14 via an energization cable 15. When the vehicle is accelerated, electric power is supplied from the battery pack 16 to the traveling motor 13, and the traveling motor 13 is controlled to a power running state. On the other hand, when the vehicle decelerates, the traveling motor 13 is controlled in a regenerative power generation state, and electric power is supplied from the traveling motor 13 to the battery pack 16. For example, a three-phase AC motor such as a synchronous motor or an induction motor is used as the traveling motor 13.

  The vehicle 11 is provided with a controller 20 including a microcomputer and a drive circuit. The controller 20 controls the inverter unit 14 and the battery pack 16 based on information from various sensors and other controllers (not shown). Sensors connected to the controller 20 include an accelerator sensor 21 that detects the operation state of the accelerator pedal, a brake sensor 22 that detects the operation state of the brake pedal, a vehicle speed sensor 23 that detects the vehicle speed, and when the control system is activated or stopped. There are an activation switch 24 that is sometimes operated by an occupant, an acceleration sensor 25 that detects a collision of the vehicle 11, and the like. The controller 20 is connected to a low voltage battery (control system power supply) 26.

[Power supply circuit]
The power supply circuit 30 provided in the vehicle power supply device 10 will be described. FIG. 2 is a circuit diagram showing an example of the power supply circuit 30. As shown in FIG. 2, the battery pack 16 includes a high voltage battery (electric storage body) 31 and a contactor 32. The contactor 32 is connected to the positive relay 34 provided on the positive line 33 connected to the positive side of the high voltage battery 31, the precharge relay 35 connected in parallel to the positive relay 34, and the negative side of the high voltage battery 31. It is constituted by a negative electrode relay 37 provided in the negative electrode line 36. A precharge resistor 38 is connected in series to the precharge relay 35.

  The positive relay 34, the negative relay 37, and the precharge relay 35 constituting the contactor 32 are controlled to an on state and an off state by a control signal output from the contactor control unit 39 of the controller 20. That is, the contactor 32 is controlled to be in an on state (energized state) and an off state (non-energized state) by a control signal from the contactor control unit 39. The relays 34, 35, and 37 that constitute the contactor 32 may be relays that mechanically open and close contacts using electromagnetic force or the like, or may be relays that are configured by semiconductor elements.

  The inverter unit 14 includes an inverter 40, a main capacitor (first capacitor) C1, a discharge circuit unit 41, and a capacitor circuit unit 42. The inverter 40 is provided with a three-phase bridge circuit 43 including a plurality of switching elements. The switching element of the three-phase bridge circuit 43 is controlled to an on state and an off state by a control signal output from the inverter control unit 44 of the controller 20. Thereby, the energization state of the field coil (not shown) of each phase of the motor can be controlled, and the torque and the rotational speed of the traveling motor 13 can be controlled.

  The main capacitor C1, the discharge circuit unit 41, and the capacitor circuit unit 42 are connected in parallel to the inverter 40. That is, the positive electrode line 45 connected to the positive electrode side of the inverter 40 and the negative electrode line 46 connected to the negative electrode side of the inverter 40 are connected to each other via the main capacitor C1. Further, the positive electrode line 45 and the negative electrode line 46 are connected to each other through the discharge circuit unit 41, and the positive electrode line 45 and the negative electrode line 46 are connected to each other through the capacitor circuit unit 42.

  The discharge circuit unit 41 connected in parallel to the inverter 40 includes a discharge resistor (resistor) R1 and a first switch SW1 connected in series thereto. The first switch SW1 of the discharge circuit unit 41 is controlled to an on state (energized state) and an off state (non-energized state) by a control signal output from the first switch control unit (switch control unit) 51 of the controller 20. Is done. The switch SW1 may be a switch that mechanically opens and closes a contact using electromagnetic force or the like, or may be a switch constituted by a semiconductor element.

  The capacitor circuit unit 42 connected in parallel to the inverter 40 includes a sub capacitor (second capacitor) C2 and a second switch SW2 connected in series thereto. Further, the capacitor circuit section 42 is provided with a diode D1 connected in parallel to the second switch SW2. The second switch SW2 of the capacitor circuit unit 42 is controlled to be in an on state (energized state) and an off state (non-energized state) by a control signal output from the second switch control unit (switch control unit) 52 of the controller 20. Is done. The switch SW2 may be a switch that mechanically opens and closes a contact using electromagnetic force or the like, or may be a switch constituted by a semiconductor element.

[Contactor switching control]
Next, switching control of the contactor 32 will be described. When the start switch 24 is turned on while the control system is stopped, the control system of the vehicle 11 is started and the contactor 32 is controlled from the off state to the on state by the contactor control unit 39. When the contactor 32 is controlled from the off state to the on state, the relays are switched to the on state in the order of the precharge relay 35, the negative electrode relay 37, and the positive electrode relay 34, for example. Thus, by controlling the precharge relay 35 to the ON state before the positive relay 34, current can flow through the main capacitor C1 via the precharge resistor 38, so that the inrush current to the main capacitor C1 is reduced. Can be suppressed. Note that when the positive relay 34 is switched to the on state, the precharge relay 35 is switched to the off state.

  On the other hand, if the start switch 24 is turned off during the start of the control system, the control system of the vehicle 11 is stopped and the contactor 32 is controlled from the on state to the off state by the contactor control unit 39. When controlling the contactor 32 from the on state to the off state, the relays are switched to the off state in the order of the negative relay 37 and the positive relay 34, for example. When the contactor 32 is switched to the OFF state by the OFF operation of the start switch 24, the power running state or the power generation state of the traveling motor 13 is canceled, and the contactor 32 is reduced after the energization current of the contactor 32 is sufficiently reduced. Switch from on to off.

  By the way, the situation where the contactor 32 is switched from the ON state to the OFF state is not limited to the normal disconnection by the OFF operation of the start switch 24 described above, and there is a forced disconnection forcibly switching the contactor 32 to the OFF state. The situation where the contactor 32 is forcibly cut off includes, for example, a situation where a collision of the vehicle 11 is detected by the acceleration sensor 25 and a situation where the low voltage battery 26 is disconnected from the controller 20. That is, when a vehicle collision is detected, or when the control system power source that is the power source of the controller 20 is lost, the contactor 32 is forcibly set even if the start switch 24 is not turned off. Switch from on to off. Further, when the contactor 32 is forcibly cut off, quick switching of the contactor 32 is required, so that the contactor 32 is switched from the on state to the off state without waiting for the power running state or the power generation state of the traveling motor 13 to be cleared.

[Switch control of switches SW1 and SW2]
Next, switching control of the switch SW1 constituting the discharge circuit unit 41 and switching control of the switch SW2 constituting the capacitor circuit unit 42 will be described. FIG. 3 is a flowchart showing an example of an execution procedure of switching control of the switches SW1 and SW2. FIG. 3 shows switching control of the switches SW1 and SW2 when the contactor 32 is normally shut off or forcibly shut off. In FIG. 3 and FIGS. 4 to 7 described later, the ON state of the contactor 32 and the switches SW1, SW2 is described as “ON”, and the OFF state of the contactor 32 and the switches SW1, SW2 is described as “OFF”. .

  As shown in FIG. 3, in step S10, the switches SW1 and SW2 are controlled to be turned off. That is, when the contactor 32 is in the on state, the switches SW1 and SW2 are controlled to be in the off state, and the discharge circuit unit 41 and the capacitor circuit unit 42 are disconnected from the power supply circuit 30. Then, it progresses to step S11 and it is determined whether it is the condition where the contactor 32 is normally interrupted | blocked. If it is determined in step S11 that the contactor 32 is normally disconnected, that is, if the start switch 24 is turned off, the process proceeds to step S12, and the power running state and the power generation state of the traveling motor 13 are stopped. Is done. In the subsequent step S13, the switch SW1 is controlled to be on and the switch SW2 is controlled to be off.

  On the other hand, if it is determined in step S11 that the contactor 32 is not normally shut off, the process proceeds to step S14 to determine whether or not the contactor 32 is forcibly shut off. If it is determined in step S14 that the contactor 32 is in a state where it is forcibly cut off, that is, if a vehicle collision occurs or the control system power supply is lost, the process proceeds to step S15, where the traveling motor 13 is It is determined whether regenerative power generation is in progress. If it is determined in step S15 that the traveling motor 13 is not performing regenerative power generation, the process proceeds to step S13, where the switch SW1 is controlled to be on and the switch SW2 is controlled to be off. On the other hand, if it is determined in step S15 that the traveling motor 13 is performing regenerative power generation, that is, if the contactor 32 is controlled to be off during regenerative power generation of the traveling motor 13, the process proceeds to step S16. The switches SW1 and SW2 are controlled to be on.

  As described above, when the contactor 32 is normally disconnected, the switch SW1 is controlled to be on and the switch SW2 is controlled to be off. That is, when the contactor 32 is controlled to be in the OFF state by the normal disconnection, as will be described later, the discharge resistor R1 is connected to the power supply circuit 30 while the sub capacitor C2 is disconnected from the power supply circuit 30. Even when the contactor 32 is forcibly cut off, when the traveling motor 13 is not performing regenerative power generation, the switch SW1 is similarly controlled to be on and the switch SW2 is controlled to be off. The

  On the other hand, when the contactor 32 is forcibly cut off during the regenerative power generation of the traveling motor 13, the switch SW1 is controlled to be on and the switch SW2 is controlled to be on. That is, when the contactor 32 is forcibly cut off during the regenerative power generation of the traveling motor 13, the sub capacitor C2 is connected to the power circuit 30 and the discharge resistor R1 is connected to the power circuit 30 as will be described later. The

[Contactor normal shutoff]
Next, the discharge state of the main capacitor C1 after the contactor 32 is normally disconnected will be described. 4 and 5 are diagrams showing an example of a discharge state after the contactor 32 is normally cut off. 4 and 5 show a state in which the contactor 32 is normally disconnected from the state in which the traveling motor 13 is performing regenerative power generation.

  As indicated by the black arrows in FIG. 4A, when the traveling motor 13 is controlled to the regenerative power generation state, regenerative power is supplied from the traveling motor 13 toward the high voltage battery 31. Then, when the contactor 32 is switched to the off state by the normal disconnection, the regenerative power from the inverter 40 toward the high voltage battery 31 is stopped by stopping the regenerative power generation of the traveling motor 13 as shown in FIG. Then, as shown in FIG. 4C, the contactor 32 is switched to the OFF state. As described above, even when the contactor 32 is switched to the OFF state, predetermined power is stored in the main capacitor C1 functioning as a smoothing capacitor.

  Therefore, when the contactor 32 is switched to the OFF state, the power remaining in the main capacitor C1 is discharged, so that the switch SW1 is switched to the ON state as shown in FIG. Is connected. Thereby, a current is supplied from the main capacitor C1 to the discharge resistor R1, and the power of the main capacitor C1 is gradually released. When the switch SW1 is kept on for a predetermined time and the main capacitor C1 is completely discharged, the switch SW1 is turned off.

[Regenerative power generation and contactor forced shut-off]
Next, the discharge state of the main capacitor C1 after the contactor 32 is forcibly cut off during the regenerative power generation of the traveling motor 13 will be described. 6 and 7 are diagrams illustrating an example of a discharge state after the contactor 32 is forcibly cut off. FIGS. 6 and 7 show a situation where the contactor 32 is forcibly cut off from the state in which the traveling motor 13 is performing regenerative power generation.

  As indicated by the black arrows in FIG. 5A, when the traveling motor 13 is controlled to the regenerative power generation state, regenerative power is supplied from the traveling motor 13 toward the high voltage battery 31. And as shown in FIG.5 (b), when the vehicle 11 collides or when a control-system power supply is lost, the contactor 32 is switched to an OFF state immediately by forced interruption | blocking. That is, since the contactor 32 is forcibly switched to the off state and the high voltage battery 31 is disconnected from the inverter 40 in a state where regenerative power is supplied from the inverter 40 to the high voltage battery 31, the power supply circuit 30. There is a risk of excessive voltage rise.

  Therefore, when the contactor 32 is controlled to be in the OFF state during the regenerative power generation of the traveling motor 13, the switches SW1 and SW2 are switched from the OFF state to the ON state as shown in FIG. As a result, as indicated by a solid arrow in FIG. 6C, the regenerative power output from the inverter 40 toward the high voltage battery 31 is not only supplied to the main capacitor C1, but also the sub capacitor C2. And is supplied to the discharge resistor R1. That is, since a large amount of regenerative power can be received by the main capacitor C1 and the sub capacitor C2, an excessive voltage increase of the power supply circuit 30 accompanying the disconnection of the high voltage battery 31 can be suppressed. Thus, since an excessive voltage rise can be suppressed, the electronic components of the power supply circuit 30 can be protected from overvoltage.

  Further, since the switches SW1 and SW2 are switched on, current is supplied from the main capacitor C1 and the sub-capacitor C2 to the discharge resistor R1, as indicated by the solid arrows in FIG. 7A, and the main capacitor C1. And the electric power of the sub capacitor C2 is gradually discharged. When the switches SW1 and SW2 are kept on for a predetermined time and the main capacitor C1 and the sub capacitor C2 are completely discharged, the switches SW1 and SW2 are turned off.

[Summary]
As described above, when the contactor 32 is normally cut off, that is, when the contactor 32 is controlled to be turned off after the regenerative power generation of the traveling motor 13 is stopped, the switch SW1 is controlled to be turned on and the switch SW2 is turned on. Is controlled to the off state. Further, even when the contactor 32 is forcibly shut off, when the traveling motor 13 is not performing regenerative power generation, the switch SW1 is similarly controlled to be on and the switch SW2 is controlled to be off. . That is, when the contactor 32 is controlled from the on state to the off state under a state other than the regenerative power generation, the switch SW1 is controlled to the on state and the switch SW2 is controlled to the off state. The

  Thereby, since the discharge resistor R1 is connected to the power supply circuit 30, current can be supplied from the main capacitor C1 to the discharge resistor R1, and the electric power stored in the main capacitor C1 can be discharged. Note that the switch SW2 is maintained in the OFF state when the contactor 32 is normally cut off or when the traveling motor 13 is not generating regenerative power even when the contactor 32 is forcibly cut off. The sub capacitor C2 is disconnected from the circuit 30. That is, normally, since no current is supplied from the sub capacitor C2 to the discharge resistor R1, it is possible to reduce the discharge power and improve the durability of the discharge resistor R1.

  On the other hand, when the contactor 32 is forcibly cut off during the regenerative power generation of the travel motor 13, that is, when the contactor 32 is controlled from the on state to the off state during the regenerative power generation of the travel motor 13, the switch SW1 is turned on. The switch SW2 is controlled to be on. As described above, the situation in which the contactor 32 is forcibly cut off during the regenerative power generation of the traveling motor 13 means that the high voltage battery 31 is blocked by the forcible cutoff of the contactor 32 during the supply of regenerative power from the inverter 40 to the high voltage battery 31. In this situation, the regenerative power that has lost its destination is applied to the electronic components of the power supply circuit 30.

  In such a situation, the switch SW1 is controlled to be in the on state and the switch SW2 is controlled to be in the on state, so that the sub capacitor C2 is connected to the power supply circuit 30 and the discharge resistance to the power supply circuit 30. R1 is connected. Thus, as shown in FIG. 6C, the regenerative power output from the inverter 40 is not only supplied to the main capacitor C1, but also supplied to the sub capacitor C2 and the discharge resistor R1. That is, since a large amount of regenerative power can be received by the main capacitor C1 and the sub capacitor C2, an excessive voltage increase in the power supply circuit 30 can be suppressed. That is, in a situation where acceptance of a large amount of regenerative power is required, the capacitance of the sub-capacitor C2 can be temporarily increased, so that an excessive voltage increase in the power supply circuit 30 can be suppressed. The electronic parts, that is, the constituent parts constituting the power supply circuit 30 can be protected.

  Further, as described above, in a situation where it is required to accept a large amount of regenerative power, since the sub capacitor C2 is used together, the capacitance of the main capacitor C1 can be set appropriately. In other words, when setting the capacitance of the main capacitor C1, the capacitance is set from the viewpoint of functioning as a smoothing capacitor, rather than setting the capacitance large assuming an excessive voltage rise during forced cutoff. It can be set appropriately. Thereby, the capacity | capacitance of the main capacitor | condenser C1 and the discharge resistance R1 can be lowered | hung, and the cost of the power supply device 10 for vehicles can be reduced. That is, designing the capacitance of the main capacitor C1 to be large is a factor that increases the discharge power from the main capacitor C1 and increases the capacitance of the discharge resistor R1 in accordance with the discharge power. This can be eliminated and the capacity of the discharge resistor R1 can be suppressed.

[Other Embodiments]
In the configuration example shown in FIG. 2, the switches SW <b> 1 and SW <b> 2 are controlled by the controller 20 that uses the low-voltage battery 26 as a power source. However, the present invention is not limited to this. The switches SW1 and SW2 may be controlled by a controller. Here, FIG. 8 is a circuit diagram showing an example of the power supply circuit 30 provided in the vehicle power supply device 60 according to another embodiment of the present invention. In FIG. 8, parts that are the same as the parts shown in FIG. 2 are given the same reference numerals, and descriptions thereof are omitted.

  As shown in FIG. 8, the vehicular power supply device 60 is provided with a first controller 61 composed of a microcomputer, a drive circuit, and the like, and a second controller 62 composed of a microcomputer, a drive circuit, and the like. The first controller 61 is provided with a contactor control unit 39 that controls the contactor 32, and an inverter control unit 44 that controls the inverter 40. Further, the second controller 62 is provided with a first switch control unit 51 for controlling the first switch SW1, and a second switch control unit 52 for controlling the second switch SW2. The first controller 61 and the second controller 62 are connected to each other via a vehicle-mounted network 63 so as to be able to communicate with each other.

  A low voltage battery 26 is connected to the first controller 61 as a power source. A main capacitor C <b> 1 is connected to the second controller 62 via the step-down circuit unit 64. The step-down circuit unit 64 connected in parallel to the main capacitor C1 includes a resistor R2 and a Zener diode ZD connected in series thereto. A second controller 62 is connected in parallel to the Zener diode ZD.

  Thus, by connecting the second controller 62 in parallel to the Zener diode ZD, the voltage generated between the terminals of the Zener diode ZD can be used as the power source of the second controller 62. As a result, even if the low voltage battery 26 is lost, the second controller 62 can function properly, and the switches SW1 and SW2 are appropriately controlled according to the disconnection status of the contactor 32. be able to. Note that even when a current flows from the main capacitor C1 to the discharge resistor R1 and the voltage of the main capacitor C1 decreases, the voltage across the Zener diode ZD is kept constant for a predetermined time, so that the second The controller 62 can function properly.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. As described above, when the contactor 32 is controlled to be turned off during regenerative power generation of the traveling motor 13, the switches SW1 and SW2 are controlled to be turned on. In this case, the switch SW2 may be controlled to be in an on state before the switch SW1, or the switch SW2 may be controlled to be in an on state before the switch SW2, and the switch SW1 and the switch SW2 are simultaneously turned on. You may control to a state. Further, the vehicle 11 on which the vehicle power supply devices 10 and 60 are mounted is not limited to the electric vehicle having only the traveling motor 13 as a power source, and includes the traveling motor 13 and the engine as the power source. It may be a hybrid vehicle.

  In the illustrated example, the contactor 32 is incorporated in the battery pack 16, but the present invention is not limited to this, and the contactor 32 may be provided separately from the battery pack 16. In the illustrated example, the main capacitor C1, the sub capacitor C2, and the discharge resistor R1 are incorporated in the inverter unit 14. However, the present invention is not limited to this, and the main capacitor C1, A sub capacitor C2 and a discharge resistor R1 may be provided. In the illustrated example, the diode D1 is provided in the capacitor circuit unit 42. However, the present invention is not limited to this, and the diode D1 may be eliminated from the capacitor circuit unit 42. In the illustrated example, the first switch control unit 51 and the second switch control unit 52 configure the switch control unit, but the present invention is not limited to this, and the first switch SW1 is configured by one switch control unit. The second switch SW2 may be controlled.

DESCRIPTION OF SYMBOLS 10 Vehicle power supply device 11 Vehicle 13 Driving motor 26 Low voltage battery (control system power supply)
31 High-voltage battery (storage battery)
32 Contactor 40 Inverter 41 Discharge circuit unit 42 Capacitor circuit unit 51 First switch control unit (switch control unit)
52 Second switch controller (switch controller)
60 Vehicle power supply device C1 Main capacitor (first capacitor)
C2 Sub capacitor (second capacitor)
R1 Discharge resistance (resistor)
SW1 First switch SW2 Second switch

Claims (5)

A vehicle power supply device mounted on a vehicle,
A power storage unit connected to the traveling motor via an inverter;
A contactor provided between the inverter and the power storage unit, and controlled to be in an on state and an off state;
A first capacitor provided between the contactor and the inverter and connected in parallel to the inverter;
A discharge circuit unit including a resistor and a first switch connected in series to the resistor, and connected in parallel to the first capacitor;
A capacitor circuit unit including a second capacitor and a second switch connected in series to the second capacitor, and connected in parallel to the first capacitor;
A switch controller for controlling the first switch and the second switch;
Have
The switch control unit controls the first switch to an on state and the second switch to an on state when the contactor is controlled from an on state to an off state during regenerative power generation of the traveling motor. To
Vehicle power supply device. The vehicle power supply device according to claim 1,
The switch control unit controls the first switch to an on state when the contactor is controlled from an on state to an off state under a state other than the regenerative power generation. Control the switch to the off state,
Vehicle power supply device. In the vehicle power supply device according to claim 1 or 2,
The switch control unit controls the first switch to an off state and the second switch to an off state when the contactor is in an on state.
Vehicle power supply device. In the vehicle power supply device according to any one of claims 1 to 3,
When the vehicle collides during regenerative power generation of the travel motor, the contactor is controlled from an on state to an off state during regenerative power generation of the travel motor.
Vehicle power supply device. In the vehicle power supply device according to any one of claims 1 to 3,
When the control system power supply is lost during the regenerative power generation of the travel motor, the contactor is controlled from the on state to the off state during the regenerative power generation of the travel motor.
Vehicle power supply device.

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