Power supply system

Abstract

A vehicle power supply system for controlling power supply from a second power supply provided as a backup for a first power supply to a plurality of in-vehicle devices is provided with a relay inserted between the second power supply and the first in-vehicle device, and when a collision of the vehicle is detected during an operation of supporting the first power supply by the second power supply, the first in-vehicle device is powered on by the relay. If so, power supplied from the second power source to the second in-vehicle device is supplied in parallel to the first in-vehicle device via the relay.

Description

Technical Field

[0001] The present disclosure relates to a power supply system for a vehicle that controls the supply of electric power from an auxiliary power supply provided as a backup of a main power supply to a plurality of vehicle-mounted devices. Background Art

[0002] Japanese Patent No. 5618024 discloses a backup power supply device, which includes a capacitor as an auxiliary battery, a charging circuit provided in a charging path of the capacitor and performing a voltage reduction operation, a boost circuit provided in an output path of the capacitor, and a door lock release output terminal connected to the boost circuit. The backup power supply device described in Japanese Patent No. 5618024 uses the capacitor to support a door lock (mechanical door) system that uses a motor to lock / unlock a door in an emergency such as when the main battery is damaged due to an accident.

[0003] In recent years, there are vehicles equipped with both the above-mentioned door locking system and the E-latch system that uses a latch mechanism to lock / unlock the door. When trying to implement the support processing of each system in a vehicle equipped with both such a door locking system and an E-latch system, the door unlocking control of each system is different. Therefore, the auxiliary batteries required for the support need to be independent of each other. Therefore, even if an attempt is made to integrate the support functions of the two systems into one in order to make the auxiliary battery one, there is a risk that the control needs to be changed (complex control) and the number of parts other than the auxiliary battery increases, and the integration of the support function is not easy.

[0004] As described above, there is still room for further research on a power supply system that can perform support processing for both the door lock system and the E-latch system in an emergency, in terms of increased size, increased number of parts, and increased cost. Summary of the invention

[0005] The present disclosure has been made in view of the above-mentioned problems, and an object of the present disclosure is to provide a power supply system capable of suppressing an increase in size, an increase in the number of components, an increase in cost, and the like.

[0006] In order to solve the above-mentioned problems, one method of the disclosed technology is to control the power supply of a vehicle from a second power supply set as a backup for the first power supply to multiple vehicle-mounted devices, wherein a relay is inserted between the second power supply and the first vehicle-mounted device. If a collision of the vehicle is detected during the support action of the second power supply to the first power supply, the power supplied from the second power supply to the second vehicle-mounted device is supplied in parallel to the first vehicle-mounted device via the relay.

[0007] According to the power supply system of the present disclosure described above, it is possible to suppress an increase in size, an increase in the number of components, an increase in cost, and the like.

[0008] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention are described below with reference to the accompanying drawings, in which like reference numerals denote like elements. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 is a functional block diagram of a power supply system and its peripheral parts according to an embodiment of the present disclosure;

[0010] Figure 2 is a process flow chart of power supply control performed by the power supply system;

[0011] Figure 3 This is a functional block diagram of a modified example of a power supply system according to an embodiment of the present disclosure and its peripheral parts. DETAILED DESCRIPTION

[0012] The power supply system based on the present disclosure is provided with a relay between the auxiliary power supply and the mechanical door system. If a collision of the vehicle is detected during the auxiliary power supply supporting the main power supply, the power supplied from the auxiliary power supply to the E-latch system is also supplied to the mechanical door system in parallel via the relay. Thus, the mechanical door system and the E-latch system can be supported and supplied with power (integration of support functions) by a single output from one auxiliary power supply.

[0013] Hereinafter, one embodiment of the present disclosure will be described in detail with reference to the drawings.

[0014] Implementation

[0015] structure

[0016] Figure 1 This is a functional block diagram of a power supply system 100 and its peripheral parts according to one embodiment of the present disclosure. Figure 1 The illustrated functional module includes a power supply system 100, a plurality of systems including an SBW 210, a body ECU 220, a mechanical door 230, an E latch 240, and a brake 250, and a first power supply 300. The power supply system 100, the SBW 210, the body ECU 220, the mechanical door 230, the E latch 240, the brake 250, and the first power supply 300 can be mounted on a vehicle.

[0017] The first power supply 300 supplies power to a plurality of systems such as the SBW 210, the body ECU 220, the mechanical door 230, the E latch 240, and the brake 250. The first power supply 300 is a power supply source (+B power supply). As the first power supply 300, a power generator including an AC generator for generating power and a DCDC converter for converting the generated power into a predetermined voltage, a lithium ion battery, a lead storage battery, and the like, which are configured as a secondary battery (battery) capable of being charged and discharged, can be exemplified.

[0018] The SBW 210, the body ECU 220, the mechanical door 230, the E latch 240, and the brake 250 are onboard devices for realizing the prescribed functions related to the vehicle. These onboard devices can be systems that particularly require a redundant power supply structure. These multiple systems are connected and configured to receive power supply from the first power supply 300 without passing through the power supply system 100, and to receive support power supply from the power supply system 100 based on the first power supply 300. In addition, the multiple systems installed in the vehicle are not limited to Figure 1 The system shown.

[0019] SBW 210 is a system that performs a shift-by-wire control that can change the gear position of a transmission (not shown) by an electrical signal. The SBW 210 includes an electronic control unit, namely, SBW-ECU, that converts the driver's shift operation into an electrical signal, and an actuator, namely, SBW-ACT, that changes the gear position based on the electrical signal instructed by the SBW-ECU. The SBW 210 is connected to the output (A output) of the SW 115 in a manner that can be powered by the integrated auxiliary battery 110 described later.

[0020] The body ECU 220 is one of the electronic control units of the equipment mounted on the vehicle, and performs control related to the so-called body system of the vehicle. The body ECU 220 of the present embodiment can detect the occurrence of a collision of the vehicle, and when the collision of the vehicle is detected, it outputs a predetermined TRG signal to the power supply system 100. The TRG signal can be, for example, a signal that becomes a high level if the collision of the vehicle is not detected, and a signal that becomes a low level if the collision of the vehicle is detected. The body ECU 220 is connected to the output (B1 output) of the SW 116 in a manner that can supply power from the integrated auxiliary battery 110 described later.

[0021] The mechanical door 230 is a system for performing door lock control, and the door lock control can lock / unlock the vehicle door. The mechanical door 230 includes a door unlock ECU, a door unlock ACT, etc. The door unlock ECU is an electronic control unit that converts the driver's locking and unlocking operation into an electrical signal. The door unlock ACT is a motor actuator that changes the locking state and unlocking state of the vehicle door based on the electrical signal indicated by the door unlock ECU. As the mechanical door 230, a vehicle speed sensing automatic door system can be exemplified.

[0022] The E latch 240 is another system for performing door lock control similar to the mechanical door 230, and the door lock control can lock / unlock the vehicle door. The E latch 240 has an electrical latch mechanism that does not require power switching based on a mechanical relay for motor drive. The E latch 240 is connected to the output (B2 output) of the SW 117 in a manner that can be powered from the integrated auxiliary battery 110 described later.

[0023] The brake 250 is a system for performing brake control that can generate a braking force on the vehicle. The brake 250 includes a brake ECU, which is an electronic control unit that converts the driver's brake operation into an electrical signal, and a brake ACT, which is an actuator that generates a braking force based on the electrical signal indicated by the brake ECU. The brake 250 is connected to the output (C output) of the SW 118 in a manner that can be powered from the integrated auxiliary battery 110 described later.

[0024] The power supply system 100 is a structure that functions as an auxiliary power supply. The above-mentioned auxiliary power supply is used to support the power supply to the SBW 210, the body ECU 220, the mechanical door 230, the E latch 240 and the brake 250 when an abnormality occurs in the power supply from the first power supply 300 to the SBW 210, the body ECU 220, the mechanical door 230, the E latch 240 and the brake 250 due to power failure of the first power supply 300 serving as the main power supply.

[0025] Figure 1 The illustrated power supply system 100 includes an integrated auxiliary battery 110 including a second power supply 111 , a DDC 112 , a collision determination unit 113 , a control unit 114 , and a plurality of SWs 115 to 118 , a relay 121 , and a diode 122 .

[0026] The second power supply 111 is a power supply source composed of, for example, a secondary battery (battery) such as a lithium-ion battery configured to be chargeable and dischargeable, or a storage element such as a capacitor. The second power supply 111 is provided as an auxiliary power supply source for supporting the first power supply 300 as a main power supply source in an emergency or the like. The second power supply 111 is connected to the DDC 112 in a manner that can charge the power of the first power supply 300 and in a manner that can discharge the power (support power) stored in itself to the SBW 210, the body ECU 220, the mechanical door 230, the E latch 240, and the brake 250.

[0027] The DDC 112 is a DCDC converter (boost / buck type) for charging and discharging the electric power of the second power supply 111. The DDC 112 can convert the electric power input from the first power supply 300 into electric power of a predetermined voltage based on the instruction (voltage command value, etc.) of the control unit 114 and output it to the second power supply 111. In addition, the DDC 112 can convert the electric power accumulated in the second power supply 111 into electric power of a predetermined voltage and output it to the SBW 210, the body ECU 220, the mechanical door 230, the E latch 240, and the brake 250 via the plurality of SWs 115 to 118.

[0028] The collision determination unit 113 is a structure for inputting a TRG signal from the body ECU 220 and determining whether a vehicle collision has occurred based on the TRG signal. Specifically, when a low-level TRG signal is input, the collision determination unit 113 determines that a vehicle collision has occurred. If the collision determination unit 113 determines that a vehicle collision has occurred, information related to the determination is notified to the control unit 114.

[0029] The control unit 114 is a structure for controlling the operation of the DDC 112 and switching the plurality of SWs 115 to 118 based on the power supply state of the first power supply 300 and the information related to the determination input from the collision determination unit 113. The control unit 114 can obtain the power supply state of the first power supply 300 directly from the first power supply 300 or indirectly from an ECU (not shown) that monitors / controls the first power supply 300. When the power failure of the first power supply 300 occurs due to some reason (for example, abnormality of the first power supply 300, disconnection of wiring, grounding, etc.) and when the collision determination unit 113 determines that there is a collision of the vehicle, the control unit 114 appropriately switches the connection state (on / off) of the plurality of SWs 115 to 118. In addition, the control unit 114 appropriately controls the backup power supply from the second power supply 111 to the SBW 210, the body ECU 220, the mechanical door 230, the E latch 240, and the brake 250. The details of the support power supply control performed by the control unit 114 will be described later.

[0030] The plurality of SWs 115 to 118 are structures for switching the state (supply / non-supply) of power supply from the second power supply 111 to the SBW 210, the body ECU 220, the mechanical door 230, the E latch 240, and the brake 250. The SW 115 is provided between the DDC 112 and the SBW 210. The SW 116 is provided between the DDC 112 and the body ECU 220. The SW 117 is provided between the DDC 112 and the E latch 240. The SW 118 is provided between the DDC 112 and the brake 250. These SWs 115 to 118 use switching elements such as mechanical switches and semiconductor switches that operate based on instructions from the control unit 114.

[0031] Relay 121 is a structure for controlling the auxiliary power supply to the mechanical door 230. Relay 121 is provided between the integrated auxiliary battery 110 and the mechanical door 230. The relay 121 uses, for example, a single-pole single-throw excitation type mechanical relay. In the excitation type mechanical relay, the coil portion is connected between the output (B1 output) of SW 116 and the wiring for the flow of the TRG signal output by the body ECU 220, and the contact portion is connected between the output (B2 output) of SW 117 and the mechanical door 230 (the power supply line). In addition, in Figure 1 In the illustrated configuration, the B1 output of the SW 116 for the body ECU 220 is used as the power source for the coil portion of the relay 121. Figure 3 As shown in the structure, the B2 output of the SW 117 for the E latch 240 is used as the power supply for the coil portion of the relay 121. With this connection, a structure is constructed in which the E latch 240 is directly powered from the integrated auxiliary battery 110 and the mechanical door 230 is powered from the integrated auxiliary battery 110 via the relay 121 when support is required.

[0032] The diode 122 is inserted between the coil end of the relay 121 and the wiring of the TRG signal, with the direction from the coil end to the wiring of the TRG signal being the forward direction. The diode 122 is provided to prevent an unexpected current from flowing to the SW 116 and the body ECU 220 (the current output from the TRG signal to B1 flows in reverse) via the coil end of the relay 121 when the TRG signal is at a high level (in normal times when a collision is not detected). The diode 122 can prevent the fault detection of the integrated auxiliary battery 110 from erroneously operating due to the reverse flow of current.

[0033] control

[0034] Next, refer to Figure 2 , the operation of the power supply system 100 involved in one embodiment of the present disclosure is described. Figure 2 This is a flowchart for explaining the processing sequence of the assist power supply control executed by the power supply system 100. For example, when the ignition relay of the vehicle is turned on (IGR-ON), the assist power supply control starts. Figure 2 Support power supply control shown.

[0035] S201

[0036] The power supply system 100 completes the required charging in the second power supply 111. With the completion of the charging, in the event of a power failure of the first power supply 300, the SBW 210, the body ECU 220, the mechanical door 230, the E latch 240, and the brake 250 using the second power supply 111 can be supported and powered. If the required charging of the second power supply 111 is completed, the process proceeds to S202.

[0037] S202

[0038] The power supply system 100 determines whether a power failure of the first power supply 300 has occurred. The power failure of the first power supply 300 includes a state where power cannot be normally supplied from the first power supply 300 to the SBW 210, the body ECU 220, the mechanical door 230, the E latch 240, and the brake 250, such as an abnormality, a failure, a disconnection of the power supply line, or a grounding. When the power supply system 100 determines that a power failure of the first power supply 300 has occurred (S202, Yes), the process proceeds to S203. On the other hand, when the power supply system 100 determines that a power failure of the first power supply 300 has not occurred (S202, No), the support power supply control ends.

[0039] S203

[0040] The power supply system 100 switches the states of the SWs 115 to 118 through the control unit 114 so that the support power can be supplied from the integrated auxiliary battery 110 to the SBW 210, the body ECU 220, and the brake 250. Specifically, the power supply system 100 controls the SW 115 to be in the on state to turn on the supply of the A output, controls the SW 116 to be in the on state to turn on the supply of the B1 output, controls the SW 117 to be in the off state to turn off the supply of the B2 output, and controls the SW 118 to be in the on state to turn on the supply of the C output. If the SWs 115 to 118 are controlled to be in the state where the support power supply to the SBW 210, the body ECU 220, and the brake 250 can be performed, the process proceeds to S204.

[0041] S204

[0042] The power supply system 100 determines whether a vehicle collision has occurred by means of the collision determination unit 113. This determination is performed by detecting the low level of the TRG signal that changes in response to the vehicle collision detected by the body ECU 220. If it is determined that a vehicle collision has occurred (S204, Yes), the process proceeds to S205. On the other hand, if it is not determined that a vehicle collision has occurred (S204, No), the support power supply control is terminated while the supply of the B2 output is kept disconnected.

[0043] S205

[0044] The power supply system 100 switches the B2 output from supply OFF to supply ON by the control unit 114 controlling the SW 117 to be in the ON state. When the B2 output is controlled to be supply ON, the process proceeds to S206.

[0045] S206

[0046] The power supply system 100 switches the SW 117 to the on state, thereby enabling the integrated auxiliary battery 110 to supply backup power to the E latch 240 (backup power supply). When the backup power supply to the E latch 240 is enabled, the process proceeds to S207.

[0047] S207

[0048] The power supply system 100 starts supplying power from the integrated auxiliary battery 110 via the relay 121 by controlling the B2 output to supply on (relay supply on). In the above S204, the TRG signal becomes low level due to the body ECU 220 detecting the collision of the vehicle, and the excitation current flows to the coil part of the relay 121 and the contact part has become conductive. Therefore, by making the B2 output supply on, the relay supply is turned on. If the relay supply is turned on, the process enters S208.

[0049] S208

[0050] The power supply system 100 is in a state where the integrated auxiliary battery 110 can provide support power to the mechanical door 230 by turning on the relay supply. When the relay 121 is controlled to be in a state where the support power can be provided to the mechanical door 230, the support power supply control ends.

[0051] Function and effect

[0052] As described above, according to the power supply system (power supply system 100) involved in one embodiment of the present disclosure, a relay circuit (relay 121, diode 122) is provided between the auxiliary power supply source (second power supply 111) provided as a backup for the main power supply source (first power supply 300) and the predetermined first vehicle-mounted device (mechanical door 230). Furthermore, if the power supply system of this embodiment detects a collision of the vehicle during the auxiliary power supply source's support operation for the main power supply source, the power supplied from the auxiliary power supply source to the predetermined second vehicle-mounted device (E latch 240) is controlled to be supplied in parallel to the first vehicle-mounted device via the relay circuit.

[0053] By using the control of the relay circuit, it is not necessary to separately provide auxiliary batteries required for supporting each of the first vehicle-mounted device and the second vehicle-mounted device whose system control is different, and it is possible to use one auxiliary battery to integrate the two supporting functions of the first vehicle-mounted device and the second vehicle-mounted device into one. Therefore, it can be expected that the size of the power supply system 100 can be reduced, the number of components can be increased, and the system cost can be reduced.

[0054] An embodiment of the technology disclosed herein has been described above, but the present disclosure can be understood not only as a power supply system but also as a control method performed by the power supply system, a program for the control method, a computer-readable non-temporary storage medium storing the program, a vehicle equipped with the power supply system, and the like.

[0055] The power supply system of the present disclosure can be used as a system that uses an integrated auxiliary battery to supply support power to a plurality of vehicle-mounted devices such as SBW / body / door unlock (mechanical door, E latch) / brake.

Claims

1. A power supply system for a vehicle that controls the supply of power from a second power supply provided as a backup for a first power supply to a plurality of vehicle-mounted devices, wherein: The power supply system includes a relay inserted between the second power supply and the first vehicle-mounted device. When a collision of the vehicle is detected during the assisting operation of the second power supply to the first power supply, the power supplied from the second power supply to the second vehicle-mounted device is supplied in parallel to the first vehicle-mounted device via the relay.

2. The power supply system according to claim 1, wherein: The relay is a magnetic excitation type mechanical relay that controls contacts to be in an on state by flowing an excitation current to a coil portion in response to detection of a collision of the vehicle, thereby supplying power from the second power supply to the first vehicle-mounted device.

3. The power supply system according to claim 1 or 2, wherein: The first vehicle-mounted device is a device that controls locking / unlocking of vehicle doors by a motor actuator. The second vehicle-mounted device is a device that controls locking / unlocking of a vehicle door through a latch mechanism.

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