JP6081251B2 - Power system - Google Patents

Description

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

In recent years, the spread of hybrid electric vehicles (HEVs) with low CO ₂ emissions and low fuel consumption has been increasing. HEVs are roughly classified into strong type and mild type (including micro type). The strong type is a type in which a relatively large secondary battery and a motor are mounted and can travel with the energy stored in the secondary battery even when the engine is stopped. The mild type is equipped with a relatively small secondary battery and motor, and in principle cannot run when the engine is stopped, and is mainly a power assist type using the energy stored in the secondary battery.

  In the strong type, a secondary battery for driving of 100 V or more is mounted. The operating voltage of the management device that monitors and controls the driving secondary battery is generally 5 V or less, and the output voltage of the auxiliary secondary battery is normally 12 V. Therefore, the ground is not shared between the secondary battery for driving, and the secondary battery for management device and auxiliary equipment, and is insulated.

  On the other hand, in the mild type, a secondary battery for driving of 48V / 36V is mounted. In this case, since it is 60 V or less, which is a dangerous voltage in accordance with safety standards, a common ground may be considered between the secondary battery for driving, and the secondary battery for management device and auxiliary equipment. If the ground is shared, the cost can be reduced as compared with the case of insulation.

JP 2003-4822 A

  However, if the ground line between the driving secondary battery and the load is disconnected, a large current flows from the driving secondary battery to the management device and the auxiliary secondary battery via the common ground line. As a countermeasure against this, it is conceivable to make the ground line have high specifications, but the cost increases.

  The present invention has been made in view of such a situation, and an object of the present invention is to provide a technique for designing a power supply system including a plurality of power supply apparatuses having different voltages at low cost while ensuring safety.

  In order to solve the above problems, a power supply system according to an aspect of the present invention includes a first power supply device that supplies a voltage to a load of a first voltage system, and a load of a second voltage system that is higher in voltage than the first voltage system. A second power supply device for supplying a voltage; a switch for electrically disconnecting the second power supply device from a load of the second voltage system; and a management device for managing the second power supply device. The ground lines of the first power supply device, the second power supply device, and the management device are common, and the management device turns off the switch when detecting that a current exceeding the set value has flowed through the ground line in its own device. .

  ADVANTAGE OF THE INVENTION According to this invention, a power supply system provided with the several power supply device from which a voltage differs can be designed at low cost, ensuring safety | security.

It is a figure which shows the circuit structural example of the vehicle-mounted power supply system which supplies the voltage of 12V type | system | group and 48V type | system | group. FIG. 2 is a diagram showing a state in which the wiring between the 48V assembled battery and the 48V system load is disconnected in the in-vehicle power supply system of FIG. 1. It is a figure which shows the circuit structural example of the vehicle-mounted power supply system which concerns on embodiment of this invention. It is a figure which shows the circuit structural example of the vehicle-mounted power supply system which concerns on a modification.

  FIG. 1 is a diagram showing a circuit configuration example of an in-vehicle power supply system 100 that supplies 12V and 48V voltages. The in-vehicle power supply system 100 includes a first power supply device, a second power supply device, and a battery management device 10. The first power supply device includes a secondary battery E1 and supplies a voltage to the 12V system load 200. Usually, a lead battery is used for the secondary battery E1. The 12V system load 200 is various auxiliary machines in the vehicle.

  The second power supply device includes secondary batteries E <b> 2 to E <b> 5 and supplies a voltage to the 48V system load 300. Each of the secondary batteries E2 to E5 is a 12V lithium ion battery or a nickel metal hydride battery, and four 12V secondary batteries E2 to E5 are connected in series to form a 48V assembled battery. The 48V system load 300 corresponds to a part of a driving assist motor and / or an auxiliary machine mounted on a mild hybrid vehicle.

  In recent years, high power auxiliary machines such as an electric power steering, an electric VDC (Vehicle Dynamics Control), an electric turbocharger, and an air conditioner are increasing. When such a high power auxiliary machine is driven by a 12V system power supply, it is necessary to pass a large current, resulting in an increase in wiring cost and an increase in cable loss. Therefore, it has been studied to drive a high power auxiliary machine with a 48V system power supply.

  Safety standards such as the UL (Underwriters Laboratories) standard and the IEC (International Electrotechnical Commission) standard prescribe a voltage exceeding DC 60V as a dangerous voltage and require strict insulation treatment. Conversely, if the voltage is 60 V or less, the insulation process can be simplified and galvanic insulation is not required. Also, the insulation distance can be shortened.

  Strong hybrid vehicles and electric vehicles are equipped with a secondary battery of 200 V or higher, and thus strict insulation treatment is required. In the circuit of FIG. 1, the power supply system of the auxiliary machine is enhanced at low cost by adding a 48V or less secondary battery of 60V or less that does not require strict insulation treatment.

  A switch RY is inserted between the 48V battery pack and the 48V system load 300. A relay contactor can be used as the switch RY. When the switch RY is turned off, the 48V assembled battery and the 48V system load 300 can be electrically disconnected.

  The DC-DC converter 20 is connected to the 48V system wiring and the 12V system wiring, and steps down the direct current 48V to the direct current 12V. By operating the DC-DC converter 20, it is possible to supply power to the 12V system load 200 from a 48V battery pack.

  The battery management device 10 manages a 48V battery pack. In FIG. 1, the battery management device of the 12V secondary battery E1 is omitted, but it may be mounted on the same board as the battery management device 10 of the 48V assembled battery, or may be mounted on a different board. Also good.

  The battery management device 10 includes a voltage detection circuit 11, a control circuit 12, a step-down circuit 13, resistors R1 to R5, and capacitors C1 to C4. The voltage detection circuit 11 detects the voltages of the secondary batteries E2 to E5 constituting the 48V assembled battery. The nodes of the secondary batteries E2 to E5 and the voltage detection circuit 11 are connected by a voltage line. Resistors R1 to R5 are inserted into the respective voltage lines. Capacitors C1 to C4 are connected between the voltage lines.

  The voltage detection circuit 11 is configured by an ASIC (Application Specific Integrated Circuit) which is a dedicated custom IC. 48V is supplied from the assembled battery as the power supply voltage of the ASIC. When the voltage detection circuit 11 detects an abnormal voltage, it notifies the control circuit 12.

  The control circuit 12 is composed of a microcomputer and controls the battery management apparatus 10 as a whole. The power supply voltage of the microcomputer is supplied from a 12V secondary battery E1. More specifically, 12V is stepped down to 3 to 5V by the step-down circuit 13 and supplied. For example, a three-terminal regulator can be used for the step-down circuit 13. Upon receiving notification of abnormal voltage detection from the voltage detection circuit 11, the control circuit 12 turns off the switch RY and cuts off the 48V battery pack and the 48V system load 300.

  A large current of several tens A or more flows between the 48V battery pack and the 48V system load 300. Therefore, the 48V wiring is composed of a bus bar and a wire harness with a large wire diameter. Further, in the circuit of FIG. 1, the ground line of the 48 V assembled battery, the 12 V secondary battery E <b> 1, and the battery management device 10 is shared in order to make the circuit low cost. Moreover, the ground line of the battery management apparatus 10 is comprised by normal printed wiring. In addition, in the circuit of FIG. 1, the ground line is grounded at two places. Specifically, the ground lines are connected to the chassis grounds CE1 and CE2 at two locations, the 48V side circuit and the 12V side circuit. In the circuit of FIG. 1, since the ground line of the 48V assembled battery, the 12V secondary battery E1, and the battery management device 10 is shared in order to be a low-cost circuit, the ground line tends to be relatively long. In the case of a long ground line, the influence of the wiring resistance becomes relatively large, and there is a possibility that the potential level of the ground line may not be common at a single ground. That is, a potential difference occurs between both ends of the ground line, and the ground line may not function as the ground. In particular, in the case of a low-cost circuit, the cost increases, and the thickness of the ground line cannot be increased more than necessary. Therefore, it is easily affected by wiring resistance, and such a grounding problem becomes significant. In addition, a long ground wire or a thin ground wire has a problem that the ground wire functions like an antenna and picks up noise. Therefore, in the configuration of FIG. 1, the ground lines are grounded at two locations so as to be connected to the chassis grounds CE <b> 1 and CE <b> 2 at the shortest distance. According to this configuration, even if the length of the ground line becomes long, the potential level of the ground line can be made the same, and the influence of noise can be suppressed. With the above configuration, the 48V battery pack, the 12V secondary battery E1, and the ground line of the battery management device 10 can be shared.

  FIG. 2 is a diagram showing a state in which the wiring between the 48V assembled battery and the 48V system load 300 is disconnected in the in-vehicle power supply system 100 of FIG. When the 48V assembled battery is operated in this state, the ground wires of the 48V assembled battery and the 12V secondary battery E1 are connected to the chassis grounds CE1 and CE2, so the 48V assembled battery and the 48V system load 300 are Even if the wiring is disconnected, a current flows through the chassis grounds CE1 and CE2. That is, a large current may flow through the ground line of the battery management device 10. If a large current exceeding the allowable current of the ground line of the battery management device 10 flows, the battery management device 10 will be broken. Moreover, since the vehicle-mounted power supply system 100 is normally assembled manually, the state of FIG. 2 may occur due to an operator's connection mistake other than disconnection.

  FIG. 3 is a diagram showing a circuit configuration example of the in-vehicle power supply system 100 according to the embodiment of the present invention. The circuit of FIG. 3 is a circuit in which a countermeasure against a large current of the ground line is added to the battery management device 10 as compared with the circuit of FIG. Specifically, a function is added to turn off the switch RY when it is detected that a current exceeding the set value flows in the ground line of the battery management device 10.

  In the battery management apparatus 10 according to the present embodiment, a current limiting element and a differential amplifier AP are added to the battery management apparatus 10 of FIG. The current limiting element is inserted into a ground line in the battery management device 10. In this embodiment, a PTC (Positive Temperature Coefficien) thermistor T1 is used as the current limiting element. The resistance value of the PTC thermistor T1 increases as the temperature rises. Therefore, when a large current flows, the resistance value increases due to the self-heating, and the current is limited.

  Both ends of the PTC thermistor T1 are connected to the inverting input terminal and the non-inverting input terminal of the differential amplifier AP, respectively. The differential amplifier AP differentially amplifies the voltage across the PTC thermistor T1 and outputs it to the control circuit. An operational amplifier can be used as the differential amplifier AP. When a current flows through the ground line in the battery management device 10, a potential difference is generated between both ends of the PTC thermistor T1.

  The control circuit 12 receives the output voltage of the differential amplifier AP, and determines that a large current has flowed through the ground line in the battery management device 10 when the voltage across the PTC thermistor T1 exceeds the set voltage. When the control circuit 12 determines that a large current flows, the control circuit 12 controls the switch RY to be turned off.

  It is desirable that the PTC thermistor T1 is inserted into the ground terminal side of the 48V battery pack from the ground terminal of the control circuit 12 and the ground terminal of the voltage detection circuit 11 in the ground line in the battery management device 10. Thereby, it is possible to suppress the occurrence of a potential difference between the ground terminal of the control circuit 12 and the ground terminal of the voltage detection circuit 11.

  If a PTC thermistor T1 is inserted between the ground terminal of the control circuit 12 and the ground terminal of the voltage detection circuit 11, a potential difference is generated between the ground terminals when a current flows through the PTC thermistor T1. In this case, the reference potential of the communication signal between the control circuit 12 and the voltage detection circuit 11 is shifted and normal communication becomes difficult. The present embodiment does not exclude the configuration in which the PTC thermistor T1 is inserted between the ground terminal of the control circuit 12 and the ground terminal of the voltage detection circuit 11 in addition to taking this countermeasure.

  FIG. 4 is a diagram illustrating a circuit configuration example of the in-vehicle power supply system 100 according to the modification. The battery management apparatus 10 according to the modification has a configuration in which the PTC thermistor T1 of the battery management apparatus 10 of FIG. 3 is replaced with a fuse F1. A fuse is a low-cost current limiting element, although a large current flows and cannot be reused when blown.

  As described above, according to the present embodiment, it is possible to suppress the overcurrent from flowing through the ground line of the voltage detection circuit 11 by providing the current limiting element. Accordingly, the wiring material of the battery management device 10 does not need to have a wire diameter that allows a large current, and an increase in cost can be suppressed. Also, by monitoring the voltage fluctuation applied to the current limiting element, it is possible to detect the disconnection of the ground line of the 48V battery pack. Moreover, since the switch RY is turned off when the disconnection is detected, it is possible to prevent the 48V assembled battery from being used in an abnormal state. Therefore, a power supply system including a plurality of power supply devices with different voltages (48V power supply device and 12V power supply device in this embodiment) can be designed at low cost while ensuring safety.

  The present invention has been described based on the embodiments. Those skilled in the art will understand that these embodiments are exemplifications, and that various modifications can be made to the combinations of the respective constituent elements and processing processes, and such modifications are also within the scope of the present invention. By the way.

  In the above-mentioned embodiment, the power supply system which combined the 12V secondary battery E1 of the 48V assembled battery was assumed. This point is not limited to the combination of these voltages. A power supply system in which an assembled battery having a voltage of 12V to 60V (for example, 36V) and a 12V secondary battery may be combined. The power supply device is not limited to a secondary battery, and may be a capacitor such as an electric double layer capacitor. Further, the power supply system is not limited to in-vehicle use, and can be applied to all systems in which a plurality of power supply devices having different voltages are combined.

  100 on-vehicle power supply system, 200 12V system load, 300 48V system load, 10 battery management device, 11 voltage detection circuit, 12 control circuit, 13 step-down circuit, RY switch, E1, E2, E3, E4, E5 secondary battery, CE1, CE2 chassis ground, R1, R2, R3, R4, R5 resistance, C1, C2, C3, C4 capacity, 20 DC-DC converter, T1 PTC thermistor, F1 fuse, AP differential amplifier.

Claims (5)

A first power supply for supplying a voltage to a load of the first voltage system;
A second power supply device for supplying a voltage to a load of a second voltage system having a higher voltage than the first voltage system;
A switch for electrically disconnecting the second power supply device and the load of the second voltage system;
A management device for managing the second power supply device,
The ground line of the first power supply device, the second power supply device and the management device is common,
The ground line is grounded at each of the first chassis ground and the second chassis ground, and the ground line is connected to the first chassis ground in the circuit on the first voltage system side, Connected to the second chassis ground in the circuit on the second voltage system side;
The power management system according to claim 1, wherein the management device turns off the switch when detecting that a current exceeding a set value flows in a ground line in the device itself. The second power supply device includes a secondary battery,
The management device
A voltage detection circuit for detecting a voltage of the secondary battery;
A current limiting element inserted in the ground line in its own device;
A differential amplifier for detecting a voltage across the current limiting element;
A control circuit that receives the output of the differential amplifier and controls the switch to be turned off when a voltage across the current limiting element exceeds a set voltage;
The power supply system according to claim 1, comprising:   3. The power supply system according to claim 2, wherein the current limiting element is inserted into the secondary battery side from the ground terminal of the control circuit and the ground terminal of the voltage detection circuit in the ground line.   The power supply system according to claim 2, wherein the current limiting element is a thermistor or a fuse. This power system is installed in the vehicle,
The load of the second voltage system includes a traveling motor,
5. The power supply system according to claim 1, wherein the second voltage system is a voltage system of 60 V or less and 12 V or more.

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