JP6136792B2 - Vehicle power supply - Google Patents

Description

  The present invention relates to a vehicle power supply apparatus that supplies electric power to an electric load of a vehicle.

  In recent years, from the viewpoint of improving the fuel efficiency of a vehicle, an increasing number of vehicles adopt a so-called deceleration regeneration system that reduces the burden on the engine by generating power intensively when the vehicle is decelerated.

  Vehicles that employ a deceleration regeneration system can charge and discharge more rapidly than lead batteries, in addition to the widely used lead batteries, in order to charge large amounts of power generated during deceleration in a short time. In many cases, a simple capacitor is mounted (see, for example, Patent Document 1 below). Thus, by mounting two types of power storage devices having different characteristics, it is possible to secure a sufficiently large charge capacity while recovering the electric power generated during deceleration without waste.

  On the other hand, Patent Document 2 below discloses a vehicle power supply device that is not a combination of a lead battery and a capacitor, but also includes two types of power storage devices. Specifically, the power supply device for a vehicle disclosed in Patent Document 2 includes a lead battery and a lithium ion battery as power storage devices, a connection between the lead battery and an electric load, and a connection between the lithium ion battery and a starter (engine starter). And an intermittent switch. The switch is turned off (opened) when the starter is driven.

  If the switch is turned off when the engine is started, power is supplied to the starter only from the lead battery. At this time, since a large amount of power is consumed by the starter, the voltage of the lead battery is temporarily greatly reduced, but since the connection between the lead battery and the electric load is cut off by the switch off operation, The impact of lead-acid battery voltage drop does not reach electrical loads. The power consumption of the electric load is stably covered by the power supply from the lithium ion battery.

JP 2008-190323 A JP 2011-208599 A

  Here, in the configuration of Patent Document 2, for example, assuming a case where the vehicle is left for a long period of time, the voltage of the lithium ion battery at this time is considered to be reduced by natural discharge. If the engine is started in such a state, the amount of electric power supplied from the lithium ion battery to the electric load is insufficient, and the electric load may possibly malfunction. Of course, it is conceivable that a generator is driven by an engine and power is supplied from the generator to an electric load. However, in Patent Document 2, the generator and the lithium ion battery are always connected. Until the voltage recovers, the generated power is mainly used for charging the lithium ion battery, and eventually the power supplied to the electric load may be insufficient. This becomes more prominent when a capacitor is used instead of a lithium ion battery. That is, in a capacitor with good charge / discharge efficiency, the voltage of the capacitor greatly decreases as the vehicle is left for a long period of time. Therefore, the above situation that the power supplied to the electric load is insufficient when starting the engine is more likely to occur. .

  The present invention has been made in view of the above-described circumstances, and can stably supply power to an electric load even when the voltage of the power storage device decreases due to long-term neglect of the vehicle or the like. It aims at providing the power supply device for vehicles.

In order to solve the above-described problems, the present invention provides a vehicle power supply device that supplies electric power to an electric load of a vehicle, and includes a generator that is driven by an engine to generate electric power, and a charge connected to the generator. The first power storage device that can be discharged, the second power storage device that is connected to the generator and can be charged and discharged more rapidly than the first power storage device, and the connection between the power generator and the second power storage device can be interrupted. First interrupting means, connection between the generator and the first power storage device, second interrupting means capable of interrupting the connection between the generator and the electrical load, and a voltage for detecting the voltage of the second power storage device A detection means, an ignition switch detection means for detecting an operation state of the ignition switch for starting the engine, and the ignition switch detection means detects that the ignition switch is turned on; When the voltage of the second power storage device is detected to be below a predetermined threshold by said voltage detecting means, along with causing the power to the generator, so that the generated power is not supplied to the second power storage device performs a first control that turns on the off operation vital said second disconnecting means the first disconnecting means, the ignition switch is turned off by the ignition switch detecting means during execution of the first control Control to execute a second control for turning on both the first and second intermittent means so that electric power is supplied from the first power storage device to the second power storage device Means. (Claim 1).

  According to the present invention, when the engine is started in a state where the voltage of the second power storage device has fallen below the threshold value, the first control for turning off the first intermittent means and turning on the second intermittent means is executed. Therefore, the power generated by the generator is prohibited from being supplied to the second power storage device having a low voltage (in other words, the power absorption is large), and much of the generated power can be supplied to the electric load. become. As a result, the power consumption of the electric load can be covered without a shortage, and the malfunction of the electric load can be reliably prevented.

  On the other hand, when the engine is stopped during the execution of the first control, the first power storage device is charged by executing the second control for turning on both the first and second intermittent means. The power thus stored is supplied to the second power storage device, and the second power storage device is charged. When the voltage of the second power storage device is restored by this charging, it is not necessary to execute the first control when the engine is started next time, so the power generated by the generator is turned on by the first intermittent means in the on state. It becomes possible to supply to the 2nd electrical storage apparatus which can be charged rapidly through. This makes it possible to perform decelerating regenerative control that collects power when the vehicle decelerates and collects the generated power, so that the load on the engine (resistance that is applied to the engine from the generator) in a driving scene other than during deceleration is reduced. The fuel efficiency can be effectively improved.

  The vehicle power supply device of the present invention preferably includes a converter for supplying the electric load or the first power storage device after stepping down the electric power generated by the generator, the generator and the electric load. A bypass line for connecting the first power storage device and the second power storage device without passing through the converter, the second intermittent means being provided in the bypass line; (Claim 2).

  According to this configuration, when the first control is executed, the second intermittent means is turned on, so that the electric power generated by the generator does not pass through the converter (through the bypass line) or the first load. Supplied to the power storage device. As a result, electric power can be supplied to the electric load or the first power storage device without causing a voltage conversion loss at the converter, so that the power consumption of the electric load is large and the voltage of the first power storage device is greatly reduced. Even in such a case (that is, even when a considerable amount of power needs to be supplied to both the electric load and the first power storage device), it is not necessary to set the generator voltage (power generation amount) so high. Therefore, it is possible to suppress a significant increase in resistance applied to the engine.

  On the other hand, when the second control is executed, the second intermittent means is turned on and power is supplied from the first power storage device to the second power storage device through the bypass line. Unlike the case where power is supplied from the first power storage device to the second power storage device through the converter, an inexpensive type that allows only one-way power supply can be used as the converter, thereby suppressing the component cost. be able to.

  In the above configuration, more preferably, the voltage detection means is built in the converter and the first voltage sensor that directly detects the voltage of the second power storage device, and detects the input side voltage of the converter. A second voltage sensor that indirectly detects the voltage of the second power storage device, and the control means, when there is a difference of a predetermined value or more between the detection values by the first and second voltage sensors, It is determined that one of the voltage sensors has failed, and the detection value of the voltage sensor on the side determined to be defective is ignored (claim 3).

  According to this configuration, it is avoided that the voltage of the second power storage device is determined based on the detection value of the failed sensor, and the voltage detection accuracy of the second power storage device is improved.

  As described above, according to the vehicle power supply device of the present invention, even when the voltage of the power storage device is lowered due to the vehicle being left for a long period of time, it is possible to stably supply power to the electric load.

1 is a circuit diagram showing an electrical configuration of a vehicle equipped with a power supply device according to an embodiment of the present invention. It is a block diagram which shows the control system of the said power supply device. It is a flowchart which shows the specific procedure of the control performed at the time of engine starting and a stop. It is explanatory drawing which shows the flow of the electricity implement | achieved when control (1st control) of step S4, S5 in FIG. 3 is performed. It is explanatory drawing which shows the flow of electricity implement | achieved when control (2nd control) of step S8 in FIG. 3 is performed. It is a figure for demonstrating the modification of the said embodiment.

(1) Overall Configuration of Vehicle FIG. 1 is a circuit diagram showing an electrical configuration of a vehicle equipped with a power supply device according to an embodiment of the present invention. The vehicle shown in this figure is connected to an alternator 1 that generates power by generating power from a diesel engine (hereinafter also simply referred to as an engine) that is not shown in the engine room, and is electrically connected to the alternator 1. The battery 2 and the capacitor 3 that store the generated power, the DC / DC converter 4 that steps down the power generated by the alternator 1, the electric load 5 that includes various electrical components that consume power, and the engine that is driven when the engine is started. And a starter 6 for cranking the engine. The alternator 1 corresponds to a “generator” in the claims, the battery 2 corresponds to a “first power storage device” in the claims, and the capacitor 3 corresponds to a “second power storage device” in the claims. The DC / DC converter 4 corresponds to a “converter” in the claims.

  The alternator 1 generates power by rotating a rotor that rotates in conjunction with the output shaft of an engine in a magnetic field. The alternator 1 has a range of up to 25 V depending on the increase or decrease of the current applied to the field coil that generates the magnetic field. It is possible to adjust the generated voltage. The alternator 1 also includes a rectifier (not shown) that converts the generated AC power into DC power. That is, the electric power generated by the alternator 1 is converted into direct current by this rectifier and then transmitted to each part.

  The battery 2 is a lead storage battery having a nominal voltage of 12 V, which is a common power storage device for vehicles. Since such a battery 2 stores electrical energy by a chemical reaction, it is not suitable for rapid charge / discharge, but it has a characteristic that it can store a relatively large amount of power because it easily secures a charge capacity. There is.

  The capacitor 3 has a large capacity by connecting a plurality of electric double layer capacitors (EDLC), and can be charged up to 25V. Unlike the battery 2, the capacitor 3 stores electricity by physical adsorption of electrolyte ions, and therefore has a characteristic that it can be charged / discharged relatively quickly and has a low internal resistance.

  The DC / DC converter 4 is of a switching type in which a voltage is changed by ON / OFF (switching operation) of a built-in switching element. In the present embodiment, the DC / DC converter 4 switches the voltage of the power supplied from the alternator 1 or the capacitor 3 side to the electric load 5 or the battery 2 side (that is, from the left side to the right side in the figure) by a switching operation. Although it has a function of stepping down, it has other functions, for example, the function of allowing power supply in the opposite direction (ie, from the right side to the left side in the figure) and boosting the voltage. Absent.

  The alternator 1 and the capacitor 3 are connected to each other via a first power supply line 7. A second line 8 branches from the first line 7, and a DC / DC converter 4 is interposed in the middle of the second line 8. A third line 9 branches from the second line 8, and the battery 2 and the second line 8 are connected to each other via the third line 9. A fourth line 10 branches from the third line 9, and the starter 6 and the battery 2 are connected to each other via the fourth line 10.

  A capacitor cutoff relay 12 for interrupting the connection between the alternator 1 and the capacitor 3 is provided at a portion between the branch point of the first line 7 and the second line 8 and the capacitor 3. The capacitor cutoff relay 12 corresponds to the “first interrupting means” in the claims, and is in an on state (closed) that allows power supply from the alternator 1 to the capacitor 3 and in an off state (open) that cuts off the power supply. And can be switched to.

  Further, a bypass line 11 branches from the first line 7 in parallel with the second line 8, and this bypass line 11 is connected to the middle part of the second line 8 located on the output side of the DC / DC converter 4. Has been. That is, the bypass line 11 connects the alternator 1 and the electric load 5 without using the DC / DC converter 4 and connects the battery 2 and the capacitor 3 without using the DC / DC converter 4. In order to intermittently connect these connections, the bypass line 11 is provided with a bypass relay 13. The bypass relay 13 corresponds to the “second intermittent means” in the claims, and the bypass relay 13 is turned on (closed) to permit power feeding through the bypass line 11 (bypassing the DC / DC converter 4), and the power feeding is performed. It is possible to switch to an off state (open) to shut off.

  The electric load 5 includes an electric power steering mechanism 21 (hereinafter abbreviated as EPAS) for assisting a steering operation by a driver with a driving force of an electric motor or the like, an air conditioner 22, an audio 23, and the like. Yes. The electric loads such as the EPAS 21, the air conditioner 22, and the audio 23 are supplied to the first line via the second line 8 provided with the DC / DC converter 4 or the bypass line 11 provided with no DC / DC converter 4. 7 is connected.

  Furthermore, the electrical load 5 of this embodiment includes a PTC heater 25 and a glow plug 26 in addition to the electrical load such as the EPAS 10 described above. The PTC heater 25 is a heater for heating the room by energization heating, and the glow plug 26 is a heater for warming the combustion chamber of the engine by energization heating when the engine (diesel engine in this embodiment) is cold started. is there. The PTC heater 25 and the glow plug 26 are connected to the battery 2 in parallel with the starter 6.

(2) Control System FIG. 2 is a block diagram showing a control system of the vehicle power supply device of this embodiment. As shown in the figure, the above-described parts such as the alternator 1, the DC / DC converter 4, the starter 6, the capacitor cutoff relay 12, the bypass relay 13, and the electric load 5 (EPAS 21, air conditioner 22, audio 23,...) It is connected to the controller 30 via a signal line, and is controlled based on a command from the controller 30. The controller 30 is a microcomputer including a conventionally known CPU, ROM, RAM, and the like, and corresponds to “control means” in the claims.

  The controller 30 is connected to various sensors provided in the vehicle via signal lines. Specifically, the vehicle of this embodiment is provided with a voltage sensor SN1, an operation state detection means SN2, an ignition switch sensor SN3, and other switch detection means SN4, and information detected by these sensors is a controller. 30 are sequentially input.

  As shown in FIG. 1, the voltage sensor SN1 is a sensor that detects the voltage of the capacitor 3, and corresponds to “voltage detection means” in the claims.

  The driving state detection means SN2 is a generic term for sensors that detect physical quantities related to the state of the vehicle or engine. For example, a vehicle speed sensor that detects the traveling speed of the vehicle, an engine rotation speed sensor that detects the rotation speed of the engine, and an accelerator pedal. And an accelerator / brake sensor that detects an operation amount or an operation force of the brake pedal. Based on the input information from the driving state detection means SN2, the controller 30 can obtain information such as whether the vehicle is decelerating or accelerating and the degree of deceleration / acceleration.

  The ignition switch sensor SN3 is a sensor for detecting an operation state of an unillustrated ignition switch operated by a driver when starting or stopping the engine, and corresponds to “ignition switch detection means” in the claims. .

  The other switch detection means SN4 is a generic term for sensors that detect operation states of switches other than the ignition switch, and includes, for example, sensors that detect operation states of operation switches such as an air conditioner and an audio.

  Based on the input information from each of the sensors SN1 to SN4, the controller 30 generates power generated by the alternator 1, a step-down operation by the DC / DC converter 4, driving / stopping the electric load 5 and the starter 6, relays 12, 13 Controls on / off operation of the. Hereinafter, a specific example of the control operation by the controller 30 will be described in detail.

(3) Control Operation The vehicle power supply device of the present embodiment can execute so-called deceleration regeneration control that generates power intensively when the vehicle is decelerated. For this reason, during traveling of the vehicle, each part of the power supply device is controlled by the controller 30 as follows.

  At the time of deceleration of the vehicle, power generation by the alternator 1 is actively performed, and generated power of 25 V at maximum is generated. The electric power generated by the alternator 1 is stepped down to 12V by the DC / DC converter 4 and then supplied to the electric load 5. Further, surplus power exceeding the power consumption in the electric load 5 is supplied to the capacitor 3 and charged. Since the capacitor 3 can be rapidly charged as already described, surplus power is efficiently recovered by the capacitor 3. However, when the capacitor 3 is already in a fully charged state (25 V), the capacitor 3 cannot be charged any more, so surplus power is sent to charge the battery 2.

  On the other hand, in a driving scene other than when the vehicle is decelerating, power generation by the alternator 1 is suppressed as much as possible in order to reduce the resistance applied from the alternator 1 to the engine. For example, when power generation by the alternator 1 is not performed, power consumption in the electric load 5 is mainly provided by charging power of the capacitor 3. In other words, the maximum 25 V power charged in the capacitor 3 is stepped down to 12 V by the DC / DC converter 4 and then supplied to the electric load 5. However, when the voltage of the capacitor 3 is not sufficiently high, or when the power consumption at the electric load 5 is relatively large, the power consumption at the electric load 5 cannot be covered only by the charging power of the capacitor 3. Therefore, in such a case, the power generation by the alternator 1 is performed to the minimum necessary, and the power generated by the alternator 1 is used, and the power discharged from the battery 2 is also used as necessary. . By such control, the charging power of the capacitor 3 while the vehicle is traveling is always kept above a certain level. In this embodiment, charging / discharging to the capacitor 3 is controlled so that the voltage of the capacitor 3 falls within a range of 12 to 25V.

  As described above, in the present embodiment, power is supplied mainly from the alternator 1 to the electric load 5 through the DC / DC converter 4 when the vehicle is decelerated, and from the capacitor 3 through the DC / DC converter 4 except when the vehicle is decelerated. Electric power is supplied to the load 5. For this reason, during traveling of the vehicle, in principle, power feeding through the bypass line 11 is not performed, and the capacitor 3 is not disconnected from the first line 7. For this reason, as shown in FIG. 1, the bypass relay 13 is always maintained in the off state (open), and the capacitor cutoff relay 12 is always maintained in the on state (closed).

  However, when the engine is started after the vehicle has been left for a long time, it is assumed that the voltage of the capacitor 3 is greatly reduced due to spontaneous discharge of the capacitor 3. Under such circumstances, when the normal relay operation described above is executed (that is, when the bypass relay 13 is turned off and the capacitor cutoff relay 12 is turned on), the following problems occur.

  When the engine is started with the capacitor cutoff relay 12 turned on in a state where the voltage of the capacitor 3 is greatly reduced, even if power generation by the alternator 1 is started immediately thereafter, the generated power is naturally low in voltage. Since power is supplied to the capacitor 3, almost no power is supplied from the alternator 1 to the electric load 5. For this reason, until the capacitor 3 is fully charged and the voltage recovers (for example, exceeds 12 V), most of the power consumed by the electric load 5 is covered by the discharged power from the battery 2. become. At this time, since the voltage of the battery 2 decreases with the large current consumption when the starter 6 is driven, the power supplied from the battery 2 to the electric load 5 must be reduced. Under such circumstances, when an electric load with relatively high power consumption, such as EPAS (Electric Power Steering Mechanism) 21, for example, operates, the voltage supplied to each electric load further decreases, so that the electric load malfunctions. In the worst case, the voltage of the power supplied to the controller 30 may be lower than the necessary minimum voltage (the lower limit voltage necessary for normal operation of the microcomputer), and engine stall may occur.

  Therefore, in order to prevent such a problem, in the present embodiment, the following control is performed when the engine is started and stopped.

  FIG. 3 is a flowchart showing a specific procedure of control performed by the controller 30 when the engine is started and stopped. First, the controller 30 executes a process of determining whether or not the ignition switch is turned on based on the input information from the ignition switch sensor SN3 (that is, whether or not the driver performs an operation of starting the engine) ( Step S1).

  When it is determined as YES in step S1 and it is confirmed that the ignition switch is turned on, the controller 30 executes control for starting the engine by driving the starter 6 (step S2). At the same time, a process of determining whether or not the voltage of the capacitor 3 is less than 8 V is executed based on the input information from the voltage sensor SN1 (step S3).

  When it is determined NO in Step S3 and it is confirmed that the voltage of the capacitor 3 is 8 V or higher, the controller 30 executes the normal relay control. That is, as shown in FIG. 1, the capacitor cutoff relay 12 is turned on (closed) and the bypass relay 13 is turned off (opened) (steps S11 and S12). Then, a current is applied to the field coil of the alternator 1 to cause the alternator 1 to generate power (step S13).

  On the other hand, when it is determined YES in step S3 and it is confirmed that the voltage of the capacitor 3 is less than 8V, the controller 30 turns off the capacitor cutoff relay 12 contrary to steps S11 and S12. In addition to performing (opening), control for turning on (closing) the bypass relay 13 is executed (steps S4 and S5). Then, a current is applied to the field coil of the alternator 1 to cause the alternator 1 to generate power (step S6).

  The control in steps S4 and S5 is hereinafter referred to as “first control”. When the first control is executed, as shown in FIG. 4, the electric power generated by the alternator 1 passes through the bypass relay 13 that is in the on state (that is, bypasses the DC / DC converter 4), and the electric load 5. And supplied to the battery 2. On the other hand, since the capacitor cutoff relay 12 is in the off state, the power generated by the alternator 1 is not supplied to the capacitor 3.

  Along with the execution of the first control, the controller 30 determines whether or not the ignition switch is turned off (step S7). As long as the determination here is NO (that is, the ignition is on), the first control is performed. Continue. As a result, the first control is continued while the engine is running, so that the capacitor 3 is not charged while the engine is running, and the voltage of the capacitor 3 remains below 8V.

  On the other hand, when it is determined YES in step S7 and it is confirmed that the ignition switch is turned off (that is, the engine is stopped), the controller 30 controls the capacitor cutoff relay 12 to be switched from the off state to the on state. Is executed (step S8). Since the bypass relay 13 is not changed while being in the on state, both the capacitor cutoff relay 12 and the bypass relay 13 are turned on by the control in step S8.

  The control in step S8 is hereinafter referred to as “second control”. When the second control is executed, as shown in FIG. 5, the electric power charged in the battery 2 is supplied to the capacitor 3 through the bypass relay 13 and the capacitor cutoff relay 12 in the on state, and to the capacitor 3. Charging starts.

  With the execution of the second control, the controller 30 determines whether or not the voltage of the capacitor 3 exceeds 12V (step S9), and as long as the determination here is NO (that is, the voltage is 12V or less), The second control is continued.

  On the other hand, when it is determined YES in Step S9 and it is confirmed that the voltage of the capacitor 3 exceeds 12V, the controller 30 executes control to turn off the bypass relay 13 (Step S10). Thereby, since the normal state shown in FIG. 1 is restored, the supply of power from the battery 2 to the capacitor 3 (charging to the capacitor 3) is stopped.

(4) Operation As described above, in the vehicle power supply device of this embodiment, when it is detected that the ignition switch is turned on and the voltage of the capacitor 3 is detected to be less than 8 V, the capacitor The first control is executed to turn off (open) the interrupting relay 12 and turn on (close) the bypass relay 13, and it is detected that the ignition switch is turned off during the execution of the first control. In this case, the second control for turning on (closing) both the capacitor cutoff relay 12 and the bypass relay 13 is executed. According to such a configuration, there is an advantage that power can be stably supplied to the electric load 5 even when the voltage of the capacitor 3 is lowered due to the vehicle being left for a long time.

  That is, in the above embodiment, when the engine is started in a state where the voltage of the capacitor 3 is reduced to less than 8 V, the first control for turning off the capacitor cutoff relay 12 and turning on the bypass relay 13 is executed. The power generated by the alternator 1 is prohibited from being supplied to the capacitor 3 having a low voltage (in other words, the power absorption is large), and much of the generated power can be supplied to the electric load 5 ( (See FIG. 4). Thereby, the power consumption in the electric load 5 can be covered without shortage, and malfunction of the electric load 5 can be reliably prevented from occurring.

  On the other hand, when the engine is stopped during the execution of the first control, the battery 2 is charged by executing the second control for turning on both the capacitor cutoff relay 12 and the bypass relay 13. The stored power is supplied to the capacitor 3, and the capacitor 3 is charged (see FIG. 5). When the voltage of the capacitor 3 is restored by this charging, it is not necessary to execute the first control when the engine is started next time, so that the power generated by the alternator 1 is rapidly supplied through the capacitor cutoff relay 12 in the on state. It becomes possible to supply to the chargeable capacitor 3 (see FIG. 1). As a result, deceleration regeneration control that collects power when the vehicle decelerates and collects the generated power becomes possible, so that the burden on the engine (resistance applied from the alternator 1 to the engine) in a driving scene other than during deceleration is reduced. The fuel efficiency can be effectively improved.

  Further, in the above embodiment, when the first control is executed, the bypass relay 13 is turned on, so that the electric power generated by the alternator 1 is electrically transmitted via the DC / DC converter 4 (through the bypass line 11). It is supplied to the load 5 or the battery 2. As a result, power can be supplied to the electric load 5 or the battery 2 without causing a voltage conversion loss in the DC / DC converter 4, so that the power consumption of the electric load 5 is large and the voltage of the battery 2 is greatly reduced. Even in the case where it is necessary (that is, even when it is necessary to supply a considerable amount of power to both the electric load 5 and the battery 2), it is not necessary to set the voltage (power generation amount) of the alternator 1 so high. Therefore, it is possible to suppress a significant increase in resistance applied to the engine.

  On the other hand, when the second control is executed, the bypass relay 13 is also turned on, and power is supplied from the battery 2 to the capacitor 3 through the bypass line 11, so that not the bypass line 11 but the DC / DC converter 4. Unlike the case where power is supplied from the battery 2 to the capacitor 3 through the DC / DC converter 4, use an inexpensive type that allows only one-way power supply (from the left side to the right side in the figure). This can reduce the cost of parts.

(5) Modifications The above-described embodiments (FIGS. 1 to 5) are merely examples embodying the present invention, and various modifications can be made without departing from the spirit of the present invention. Hereinafter, some typical modifications will be described.

<Modification 1>
In the above embodiment, the voltage of the capacitor 3 is detected by the voltage sensor SN1, but as is clear from the circuit diagram of FIG. 1 and the like, when the capacitor cutoff relay 12 is in the ON state, the input side of the DC / DC converter 4 Since the voltage on the left side in the figure matches the voltage of the capacitor 3, the input side voltage of the DC / DC converter 4 may be detected instead of the voltage of the capacitor 3 (or in addition to the voltage of the capacitor 3). . Since the DC / DC converter 4 usually has a built-in voltage sensor for detecting the input side voltage, the input side voltage of the DC / DC converter 4 can be detected by using the built-in voltage sensor. it can.

  A specific control example in the case of using the voltage sensor built in the DC / DC converter 4 as described above is referred to as a first modification. FIG. 6 is a circuit diagram of the vehicle power supply device according to the first modification. The circuit diagram of FIG. 6 is the same as the circuit diagram shown in FIG. 1 except that the voltage sensor built in the DC / DC converter 4 is shown as SN5. Therefore, the capacitor 3 is provided with a voltage sensor SN1 as in FIG. Hereinafter, the voltage sensor SN1 that detects the voltage of the capacitor 3 is referred to as a “first voltage sensor”, and the voltage sensor SN5 that detects the input side voltage of the DC / DC converter 4 is referred to as a “second voltage sensor”. The first voltage sensor SN1 can be said to be a sensor that directly detects the voltage of the capacitor 3, and the second voltage sensor SN5 indirectly detects the voltage of the capacitor 3 by detecting the input side voltage of the DC / DC converter 4. It can be called a sensor to detect.

  In the first modification shown in FIG. 6, since the first and second voltage sensors SN1 and SN5 are provided as means for detecting the voltage of the capacitor 3, for example, in the process of steps S3 and S9 in the flowchart of FIG. The controller 30 can determine the voltage of the capacitor 3 based on information input from both the first and second voltage sensors SN1 and SN5. Although how to determine the voltage of the capacitor 3 can be considered in various ways, for example, the average value of the voltage detected by the first voltage sensor SN1 and the voltage detected by the second voltage sensor SN5 is calculated. Thus, it is conceivable to determine the average value as the voltage of the capacitor 3.

  Here, when the voltage of the capacitor 3 is determined using the detection values of the two voltage sensors SN1 and SN5 as described above, a large difference may occur between the detection values of the voltage sensors SN1 and SN5. As described above, since the voltage of the capacitor 3 and the input side voltage of the DC / DC converter 4 should be essentially the same, the large amount of deviation of the detection values of the voltage sensors SN1 and SN5 means that any one of the sensors There is a high possibility of failure.

  Therefore, in the first modification shown in FIG. 6, when it is confirmed that there is a difference of a predetermined value or more between the detection values by the first and second voltage sensors SN1 and SN5, the controller 30 It is determined that there is a failure, and the detected value of the voltage sensor on the side determined as a failure is ignored. In this way, it is avoided that the voltage of the capacitor 3 is determined based on the detection value of the failed sensor, and the voltage detection accuracy of the capacitor 3 is improved.

<Other variations>
In the above-described embodiment, the capacitor 3 including a plurality of electric double layer capacitors (EDLC) is used as the power storage device (second power storage device described in the claims) that can be charged and discharged more rapidly than the battery 2. It is also possible to use a power storage device other than the capacitor 3 as the second power storage device. One example is a lithium ion capacitor. Unlike the electric double layer capacitor, the lithium ion capacitor further improves the energy density by using a carbon-based material capable of electrochemically occluding lithium ions as the negative electrode. It is also called a hybrid capacitor because the charge / discharge principle is different (a chemical reaction is used in combination).

  In the above embodiment, the case where the present invention is applied to a vehicle equipped with a diesel engine has been described as an example. However, the present invention is naturally applied to a vehicle equipped with an engine other than a diesel engine (for example, a gasoline engine). Can be applied to.

  Further, in the above embodiment, the alternator 1 is used as a generator that generates power by obtaining power from the engine. However, not only power generation but also torque assist (operation for adding torque to the output shaft of the engine) can be performed. A possible electric motor (motor generator) may be used as the generator. That is, the present invention can be applied not only to a conventional vehicle in which only an engine is a power source, but also to a hybrid vehicle using both an engine and an electric motor.

1 Alternator (generator)
2 Battery (first power storage device)
3 Capacitor (second power storage device)
4 DC / DC converter (converter)
5 Electrical load 11 Bypass line 12 Capacitor cutoff relay (first intermittent means)
13 Bypass relay (second intermittent means)
30 controller (control means)
SN1 (first) voltage sensor (voltage detection means)
SN3 ignition switch sensor SN5 second voltage sensor (voltage detection means)

Claims (3)

A vehicle power supply device for supplying electric power to an electric load of a vehicle,
A generator driven by an engine to generate electricity;
A chargeable / dischargeable first power storage device connected to the generator;
A second power storage device connected to the generator and capable of charging and discharging more rapidly than the first power storage device;
A first intermittent means capable of intermittently connecting the generator and the second power storage device;
A second intermittent means capable of intermittently connecting the generator and the first power storage device and connecting the generator and the electrical load;
Voltage detecting means for detecting the voltage of the second power storage device;
An ignition switch detecting means for detecting an operation state of the ignition switch for starting the engine;
When the ignition switch detecting means detects that the ignition switch is turned on and the voltage detecting means detects that the voltage of the second power storage device is less than a predetermined threshold value , the generator generates power. together to perform, so that its generated power is not supplied to the second power storage device, and executes the first control for turning on the off operation vital said second disconnecting means the first disconnecting means, the first When the ignition switch detecting means detects that the ignition switch is turned off during the control, the first power storage device supplies power to the second power storage device . And a control means for executing a second control for turning on both of the second intermittent means. The vehicle power supply device according to claim 1,
A converter for stepping down the electric power generated by the generator and supplying the electric load or the first power storage device;
A bypass line for connecting the generator and the electrical load without going through the converter, and connecting the first power storage device and the second power storage device without going through the converter,
The vehicle power supply device, wherein the bypass line is provided with the second intermittent means. The vehicle power supply device according to claim 2,
The voltage detection means includes a first voltage sensor that directly detects a voltage of the second power storage device and a built-in converter, and indirectly detects the second power storage device by detecting an input side voltage of the converter. A second voltage sensor for detecting the voltage of
The control means determines that one of the voltage sensors has failed when there is a difference of a predetermined value or more between the detection values by the first and second voltage sensors, and the voltage on the side determined to have failed A power supply device for a vehicle, wherein the detection value of the sensor is ignored.

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