Power supply device

Abstract

The invention relates to a power supply device. A power supply device mounted on a vehicle is provided with a power supply module having: an inverter that converts alternating current into direct current and outputs the direct current; a converter having a first conversion unit for converting the direct current from the inverter into direct current capable of charging the first battery, and a second conversion unit for converting the direct current into direct current capable of charging the second battery; and a control unit that drives the inverter and the converter. The power supply module includes a high-voltage system module including an inverter and a first conversion unit and a low-voltage system module including a second conversion unit according to a voltage value of an applied voltage, and the low-voltage system module is provided on an outer edge portion side of the high-voltage system module in a plan view of the vehicle.

Description

Technical Field

[0001] The present invention relates to a power supply device for a vehicle. Background Art

[0002] Conventionally, vehicles that run on electric power (e.g., hybrid vehicles, electric vehicles) have been used. In such vehicles, a power supply device having a power module including an inverter and a converter is provided. As a technology related to such a power supply device, for example, there is a technology described in Patent Document 1 cited below.

[0003] Patent Document 1 describes a power supply device configured to charge a battery with electric power supplied from an external power supply and supply the electric power from the battery to a load and a motor. The space inside the housing of the power supply device is divided into an upper first space and a lower second space by a partition member. A functional part that applies a prescribed first voltage in the power supply device is provided in the first space, and a functional part that applies a second voltage lower than the first voltage in the power supply device is provided in the second space.

[0004] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2020-61892

[0005] As described above, in the power supply device described in Patent Document 1, components with a high applied voltage (hereinafter referred to as "high-voltage system components") are provided on the upper side inside the housing, and components with a low applied voltage (hereinafter referred to as "low-voltage system components") are provided on the lower side inside the housing. Therefore, in the case of a collision of a vehicle equipped with this power supply device, there is a concern that the high-voltage system components may be exposed to the outside of the vehicle. Summary of the Invention

[0006] Therefore, there is a need for a power supply device that assumes that the high-voltage system components will not be exposed to the outside of the vehicle even in the case of a vehicle collision.

[0007] The characteristic structure of the power supply device of the present invention is as follows. It is a power supply device mounted on a vehicle, and is provided with a power module. The power module has: an inverter that converts alternating current into direct current and outputs it; a converter that has a first conversion unit that converts the direct current from the inverter into a direct current composed of a direct current voltage with a first voltage value capable of charging a first battery, and a second conversion unit that converts the direct current into a direct current composed of a direct current voltage with a second voltage value lower than the first voltage value and capable of charging a second battery different from the first battery; and a control unit that drives the inverter and drives the converter. The power module includes a high-voltage system component composed of the inverter and the first conversion unit according to the voltage value of the applied voltage, and a low-voltage system component composed of the second conversion unit. The low-voltage system component is arranged on the side of the outer edge portion in the top view of the vehicle relative to the high-voltage system component.

[0008] For example, in the case of a vehicle collision, damage is more likely to occur on the side of the outer edge portion rather than the central portion of the vehicle. In addition, if the functional parts of the power module are classified into a high-voltage system component and a low-voltage system component, the voltage value of the applied voltage of the high-voltage system component is higher than that of the low-voltage system component. Therefore, according to the above characteristic structure, the low-voltage system component can be arranged on the side of the outer edge portion of the vehicle, and the high-voltage system component can be arranged on the central portion of the vehicle. Thus, even in the case of a vehicle collision, it is possible to prevent the high-voltage system component with a high applied voltage value from being exposed to the outside of the vehicle. In addition, since the low-voltage system component and the high-voltage system component are arranged separately from each other, the influence of noise from one on the other in the high-voltage system component and the low-voltage system component can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 It is a block diagram showing the structure of the power supply device.

[0010] Figure 2 It is a diagram showing the structure of the collision detection unit.

[0011] Figure 3 It is an exploded perspective view showing the structure of the power supply device.

[0012] Figure 4 It is a diagram showing the mounting form of the power module on the vehicle.

[0013] Figure 5 It is a diagram showing the mounting form of the power module on the vehicle.

[0014] Figure 6 It is a diagram showing the mounting form of the power module on the vehicle.

[0015] Figure 7This is a diagram showing the mounting form of the power supply module on a vehicle.

[0016] Figure 8 This is a diagram showing the mounting form of the power supply module on a vehicle.

[0017] Figure 9 This is a diagram showing the mounting form of the power supply module on a vehicle.

[0018] Figure 10 This is a diagram showing the mounting form of the power supply module on a vehicle.

[0019] Figure 11 This is a diagram showing the mounting form of the power supply module on a vehicle. Detailed implementation mode

[0020] The power supply device of the present invention is mounted on a vehicle. Hereinafter, the power supply device 1 of this embodiment will be described.

[0021] Figure 1 This is a block diagram showing a schematic representation of the structure of the power supply device 1. As Figure 1 shown, the power supply device 1 is constituted by including a power supply module 100. The power supply module 100 has an inverter 10, a discharge unit 14, a first capacitor 15, a converter 20, a second capacitor 25, a reactor coil 30, a control unit 50, and a collision detection unit 70. Each functional unit is constructed with a CPU as the core component by hardware, software, or both in order to perform the processing of the output of the above-mentioned direct current.

[0022] The inverter 10 converts alternating current into direct current and outputs it. The alternating current refers to electric power composed of an alternating voltage whose voltage value oscillates at a specified cycle. Specifically, the alternating voltage oscillates at a commercial frequency (for example, 50 Hz, 60 Hz) and is equivalent to an alternating voltage of, for example, 200 V (effective value) taken from a commercial power supply supplied in a single-phase three-wire system. The direct current refers to electric power composed of a direct voltage whose voltage value becomes constant with respect to a reference voltage (except for a pulsating voltage). In this embodiment, the alternating current of the commercial power supply is supplied to the inverter 10. The inverter 10 converts the alternating current composed of such an alternating voltage into a direct current including a direct voltage. The inverter 10 outputs the direct current generated by converting from the alternating current to the converter 20 described later.

[0023] The first capacitor 15 is provided between the output terminals of the inverter 10. Between the output terminals of the inverter 10 is between the positive terminal and the negative terminal that output the direct current generated by the inverter 10. Therefore, as Figure 1 shown, the first capacitor 15 is provided between the positive terminal and the negative terminal of the inverter 10. The first capacitor 15 smoothes the direct voltage converted by the inverter 10.

[0024] The reactor coil 30 is disposed between the inverter 10 and the supply unit 2 that supplies alternating current to the inverter 10.

[0025] The converter 20 includes an input unit 21, a first conversion unit 22, a second conversion unit 23, and a transformer 24. In the present embodiment, the transformer 24 is constituted by an insulated multi-port transformer having a primary winding 24A, a secondary winding 24B, and a tertiary winding 24C.

[0026] The input unit 21 oscillates the direct current from the inverter 10 at a predetermined period and inputs it to the primary winding 24A. The direct current from the inverter 10 is the direct current output from the inverter 10. By oscillating the direct current from the inverter 10 at a predetermined period by the input unit 21, an alternating current oscillating at a predetermined period is input to the primary winding 24A.

[0027] A current (alternating current) corresponding to the turn ratio between the primary winding 24A and the secondary winding 24B flows through the secondary winding 24B, and in addition, a voltage (alternating voltage) corresponding to the turn ratio between the primary winding 24A and the secondary winding 24B is generated. The first conversion unit 22 converts the alternating current generated by the secondary winding 24B into a direct current composed of a direct voltage of a first voltage value capable of charging the first battery 3. The first battery 3 is a battery mounted on the vehicle 200 (see Figure 4 ) charged by the power supply device 1 and is charged based on the direct current output from the first conversion unit 22. The charging of the first battery 3 is performed with a direct voltage of a predetermined voltage value, but the voltage value of the direct voltage constituting the direct current output from the inverter 10 is about the voltage value (200V) of the alternating voltage input to the inverter 10. The first conversion unit 22 boosts the voltage value of the direct current output from the inverter 10 to a direct voltage of a voltage value required for charging the first battery 3 (corresponding to the "first voltage value", for example, several hundred V).

[0028] The second capacitor 25 is disposed between the output terminals of the first conversion unit 22. Between the output terminals of the first conversion unit 22 means between the positive terminal and the negative terminal that output the direct current generated by the first conversion unit 22. Therefore, as Figure 1 shown, the second capacitor 25 is disposed between the positive terminal and the negative terminal of the first conversion unit 22. The second capacitor 25 smoothes the direct voltage constituting the alternating current converted by the first conversion unit 22.

[0029] A current (alternating current) corresponding to the turn ratio of the primary winding 24A and the tertiary winding 24C flows to the tertiary winding 24C. Additionally, a voltage (alternating voltage) corresponding to the turn ratio of the primary winding 24A and the tertiary winding 24C is generated. The second conversion unit 23 converts the alternating current generated by the tertiary winding 24C into a direct current composed of a second voltage value (e.g., 12V) lower than the first voltage value that can charge the second battery 4 and is different from the first battery 3. The second battery 4 is a battery mounted on the vehicle 200 charged by the power supply device 1 and is charged based on the direct current output from the second conversion unit 23. Although the charging of the second battery 4 is performed with a direct current voltage of a specified voltage value, the voltage value of the direct current voltage constituting the direct current output from the inverter 10 is around the voltage value of the alternating voltage input to the inverter 10 (e.g., 200V). The first conversion unit 22 steps down the voltage value of the direct current voltage output from the inverter 10 to the voltage value (equivalent to the "second voltage value", e.g., 12V) required for charging the second battery 4.

[0030] A third capacitor 27 is provided between the output terminals of the second conversion unit 23. For example, the second conversion unit 23 can be configured to convert the alternating current generated by the tertiary winding 24C into a direct current composed of a direct current voltage of the second voltage value through synchronous rectification.

[0031] The control unit 50 drives each of the plurality of switching elements (not shown) provided in the inverter 10. Thus, as described above, the inverter 10 can convert the alternating current supplied from the supply unit 2 into a direct current based on the drive of the switching elements.

[0032] In addition, the control unit 50 drives each of the plurality of switching elements (not shown) provided in the converter 20. Thus, the direct current from the inverter 10 is oscillated and input to the primary winding 24A, and an alternating current corresponding to the turn ratio of the primary winding 24A and the secondary winding 24B can be generated in the secondary winding 24B.

[0033] Moreover, the control unit 50 drives each of the plurality of switching elements (not shown) provided in the first conversion unit 22. Thus, the alternating voltage generated by the secondary winding 24B is converted into a direct current voltage. The first battery 3 is charged by this direct current voltage.

[0034] In addition, the control unit 50 drives each of the plurality of switching elements (not shown) provided in the second conversion unit 23. Thus, the alternating voltage generated by the tertiary winding 24C is converted into a direct current voltage. The second battery 4 is charged by this direct current voltage.

[0035] Here, as described above, when the power supply device 1 is driven, the first capacitor 15 and the second capacitor 25 are charged. The power supply module 100 is provided with a discharge unit 14 that discharges the first capacitor 15 and the second capacitor 25. In the present embodiment, the discharge unit 14 is constituted by a resistor (so-called "discharge resistor"). As the discharge resistor for discharging the first capacitor 15, a resistor 16 is provided in parallel with the first capacitor 15, and as the discharge resistor for discharging the second capacitor 25, a resistor 26 is provided in parallel with the second capacitor 25. In the present embodiment, the resistor 16 and the first capacitor 15 are provided in parallel with each other, and the resistor 26 and the second capacitor 25 are provided in parallel with each other. Therefore, when the power supply to the first capacitor 15 is stopped, the first capacitor 15 (the charge of the first capacitor 15) is automatically discharged through the resistor 16, and when the power supply to the second capacitor 25 is stopped, the second capacitor 25 (the charge of the second capacitor 25) is automatically discharged through the resistor 26.

[0036] The collision detection unit 70 detects a collision of the vehicle 200. In Figure 2 The detection circuit that constitutes the collision detection unit 70 of the present embodiment is shown. The collision detection unit 70 has a plurality of resistors R1, R2 that are connected in series and provided between a first potential to which the output voltage of the second battery 4 is applied and a second potential lower than the first potential, and detects a collision based on the voltage value divided by the plurality of resistors R1, R2. The first potential to which the output voltage of the second battery 4 is applied refers to the potential that is the same as the output voltage of the second battery 4. As a part of such a first potential, in the present embodiment, it corresponds to the output terminal of the second battery 4. The second potential lower than the first potential refers to a voltage value lower than the voltage value of the output voltage of the second battery 4, for example, corresponding to the ground potential. Therefore, in the present embodiment, the resistor R1 and the resistor R2 are provided in series between the output terminal of the second battery 4 and the ground potential.

[0037] In the present embodiment, the collision detection unit 70 is constituted by including the resistor R1, the resistor R2, and the capacitor C1. One terminal of the resistor R1 is connected to the output terminal of the second battery 4, and the other terminal is connected to the control unit 50. One terminal of the resistor R2 is connected to the other terminal of the resistor R1, and the other terminal is grounded. Thus, the output voltage of the second battery 4 is divided by the resistor R1 and the resistor R2 between it and the ground potential.

[0038] In addition, the node connecting the resistor R1 and the resistor R2 is connected to the control unit 50. Therefore, the voltage value divided by the resistor R1 and the resistor R2 is input to the control unit 50. In addition, as a filter for smoothing the divided voltage, a capacitor C1 is provided in parallel with the resistor R2.

[0039] For example, in the case where, due to a collision of the vehicle 200, a disconnection of a connection line connecting the second battery 4 and the control unit 50, a detachment or short circuit of the resistor R1, a detachment or short circuit of the resistor R2, etc. occur, the voltage value input to the control unit 50 is different from the expected value (the value obtained by dividing the potential difference between the output voltage of the second battery 4 and the ground potential by the resistors R1 and R2), so the control unit 50 can detect the collision of the vehicle 200.

[0040] In Figure 3 Fig. shows an exploded perspective view of the power supply module 100. In the present embodiment, as Figure 3 shown, the power supply module 100 is configured by housing an OBC (On Board Charger) substrate 120, a motor drive substrate 130, and a control substrate 140 that controls the OBC substrate 120 and the motor drive substrate 130 in a housing 110. The power supply module 100 has a first space 111. The OBC substrate 120, the motor drive substrate 130, and the control substrate 140 are respectively other substrates that are different from each other and are housed in the first space 111 in a mutually parallel posture. Hereinafter, the direction perpendicular to the plane of the OBC substrate 120 will be referred to as the "vertical direction", the direction of observing the control substrate 140 from the OBC substrate 120 and the motor drive substrate 130 along the vertical direction will be referred to as the "upper direction", "upper side", etc., and the direction of observing the OBC substrate 120 and the motor drive substrate 130 from the control substrate 140 will be referred to as the "lower direction", "lower side", etc.

[0041] The housing 110 has a second space 112 and a third space 113 that are separated from the first space 111. The second space 112 and the third space 113 are located on the lower side with respect to the first space 111. A motor 106 driven by a motor drive substrate 130 is housed in the second space 112, and a gear mechanism 107 that decelerates and outputs the rotation of the motor 106 is housed in the third space 113. The housing 110 has an opening 110a on the upper side of the first space 111, and the OBC substrate 120, the motor drive substrate 130, and the control substrate 140 are housed in the first space 111 through the opening 110a. The opening 110a is closed by a cover 114, and the first space 111 is set as a closed space. The second space 112 houses the motor 106 from the side and is closed by a motor cover 115 fastened by bolts (not shown) to form a closed space. The motor shaft 106a extends from the motor 106 along the rotation axis and protrudes to both sides. One motor shaft 106a penetrates the motor cover 115 and exposes to the outside of the housing 110. The other motor shaft 106a penetrates into the third space 113. The third space 113 houses the gear mechanism 107 from the side and is closed by a gear cover 116 fastened by bolts (not shown) to form a closed space. The other motor shaft 106a extending from the second space 112 is connected to the gear mechanism 107, and the rotation of the motor 106 is input to the gear mechanism 107 via the motor shaft 106a. The gear mechanism 107 decelerates the rotation of the motor 106 and outputs it from the gear shaft 107a. The gear shaft 107a penetrates the gear cover 116 and exposes to the outside of the housing 110.

[0042] At least the above-mentioned inverter 10 and converter 20 are mounted on the OBC substrate 120. At least a drive inverter MI (refer to Figure 4 ) for controlling the drive current of the drive motor 106 is mounted on the motor drive substrate 130. In addition, at least a control unit 50 is mounted on the control substrate 140.

[0043] In the present embodiment, the OBC substrate 120 and the motor drive substrate 130 are arranged side by side in the horizontal direction. The control substrate 140 is arranged to overlap the OBC substrate 120 and the motor drive substrate 130 when viewed in the vertical direction (vertical direction view). The connection between the OBC substrate 120 and the control substrate 140, and the connection between the motor drive substrate 130 and the control substrate 140 are performed via a board-to-board connector (not shown).

[0044] In Figure 4The mounting position of the power supply module 100 in the vehicle 200 is shown. In the present embodiment, the power supply module 100 is disposed at a position that is closer to the front side than the central portion in the longitudinal direction of the vehicle 200 and at the central portion in the vehicle width direction of the vehicle 200. Here, the power supply module 100 includes a high-voltage system component HP and a low-voltage system component LP that are classified according to the voltage value of the applied voltage. For example, functional parts with an applied voltage of 100 volts or more are classified as the high-voltage system component HP, and functional parts with an applied voltage less than 100 volts are classified as the low-voltage system component LP. In this case, the high-voltage system component HP includes at least the inverter 10, the first capacitor 15, the input unit 21, the first conversion unit 22, the second capacitor 25, and the driving inverter MI, and the low-voltage system component LP includes at least the second conversion unit 23 and the control unit 50.

[0045] In the present power supply device 1, the low-voltage system component LP is disposed closer to the outer edge portion side in the plan view of the vehicle 200 than the high-voltage system component HP. In the present embodiment, the outer edge portion side of the vehicle 200 in the plan view of the vehicle 200 means the side that is separated from the central portion in the longitudinal direction of the vehicle 200 along the front direction and the rear direction. In addition, it means the side that is separated from the central portion in the vehicle width direction of the vehicle 200 along the left direction and the right direction. In the present embodiment, for the sake of easy understanding, only the central side and the outer edge portion side are defined in the longitudinal direction of the vehicle 200.

[0046] In this case, as Figure 4 shown, in the plan view of the vehicle 200, the second conversion unit 23 included in the low-voltage system component LP is disposed on the outer edge portion side in the longitudinal direction of the vehicle 200 compared to the inverter 10, the input unit 21, and the first conversion unit 22 included in the high-voltage system component HP. Here, as Figure 4 shown, in the present embodiment, the power supply module 100 is disposed closer to the front side than the central portion in the longitudinal direction in the plan view of the vehicle 200. If the power supply module 100 is regarded as the center, the outer edge portion of the vehicle 200 corresponds to one of the front side in the traveling direction and the rear side in the traveling direction of the vehicle 200, that is, the front side in the traveling direction. Therefore, the second conversion unit 23 included in the low-voltage system component LP is disposed closer to the front side in the traveling direction of the vehicle 200 than the inverter 10, the input unit 21, and the first conversion unit 22 included in the high-voltage system component HP. Thereby, assuming that even in the case of a collision of the vehicle 200, the high-voltage system component HP (for example, the inverter 10, the input unit 21, and the first conversion unit 22) will not be exposed to the outside of the vehicle, and thus it is not easily damaged.

[0047] In addition, as described above, the first capacitor 15 and the second capacitor 25 are included in the high-voltage system component HP. Thus, it is assumed that even when the vehicle 200 collides, the high-voltage system component HP is not easily damaged. However, even in such a case, the discharge unit 14 (resistor 16 and resistor 26) is provided on the central side of the power module 100 on the side opposite to the outer edge portion side of the vehicle 200 in such a manner that the first capacitor 15 and the second capacitor 25 can be reliably discharged. That is, in the present embodiment, the resistor 16 and the resistor 26 are provided on the central side in the front-rear direction of the vehicle 200 in such a manner that the resistor 16 and the resistor 26 are not damaged even when the vehicle 200 collides and the charges stored in the first capacitor 15 and the second capacitor 25 can be reliably released. As described above, although the first capacitor 15 and the second capacitor 25 are provided on the central side in the traveling direction of the vehicle 200, the resistor 16 and the resistor 26 can be provided near these first capacitor 15 and second capacitor 25. More preferably, the resistor 16 and the resistor 26 can be provided behind (on the central side in the traveling direction of the vehicle 200) the first capacitor 15 and the second capacitor 25. In addition, the positions of the resistor 16 and the resistor 26 in the vehicle width direction of the vehicle 200 are not particularly limited in the present embodiment.

[0048] In addition, in the present embodiment, the collision detection unit 70 is provided on the outer edge portion side of the vehicle 200 in the power module 100. As described above, the collision detection unit 70 detects whether the vehicle 200 collides based on the voltage value of the voltage input to the control unit 50. Preferably, the collision detection unit 70 is provided at the portion (the portion with a high possibility of damage) where the influence of the collision in the vehicle 200 is the greatest in order to detect whether there is a collision of the vehicle 200. Therefore, the resistor R1 and the resistor R2 constituting the collision detection unit 70 are provided on the outer edge side of the vehicle 200 in the power module 100 (in the present embodiment, on the front side along the traveling direction of the vehicle 200). In addition, the collision detection unit 70 can also be provided at a position closer to the outer edge portion of the vehicle 200 than the power module 100 (for example, the front end portion of the vehicle 200). Since the influence of the collision is greater as the position is closer to the outer edge portion of the vehicle 200, the collision of the vehicle 200 can be detected more reliably.

[0049] With the above configuration, even when the vehicle 200 collides, it is possible to prevent the high-voltage system components HP from being easily damaged. Also, even if the power supply module 100 is damaged, it is possible to discharge the large-capacity first capacitor 15 and second capacitor 25. Therefore, after discharging the first capacitor 15 and the second capacitor 25, it is possible to rescue people. In addition, for example, compared with a sensor separately provided for detecting the collision of the vehicle 200, the collision detection unit 70 of the present embodiment can be configured with a simple circuit. Therefore, compared with the case of separately providing a sensor, it is also possible to detect the collision of the vehicle 200 at low cost.

[0050] 〔Other Embodiments〕

[0051] In the above embodiment, the case where the power supply module 100 has the discharge unit 14 has been described. However, the power supply module 100 may not have the discharge unit 14.

[0052] In addition, in the above embodiment, the case where the discharge unit 14 is composed of the resistor 16 and the resistor 26 has been described. However, this structure is an example, and the discharge unit 14 may be configured using a switching element instead of the resistor 16 and the resistor 26.

[0053] In addition, in the above embodiment, the case where the discharge unit 14 is provided on the central side of the power supply module 100, which is opposite to the outer edge portion side of the vehicle 200, has been described. However, the discharge unit 14 may be provided on the outer edge portion side of the vehicle 200.

[0054] In the above embodiment, the case where the power supply module 100 has the collision detection unit 70 has been described. However, the power supply module 100 may not have the collision detection unit 70.

[0055] In addition, in the above embodiment, the case where the collision detection unit 70 is provided on the outer edge portion side of the vehicle 200 in the power supply module 100 has been described. However, the collision detection unit 70 may be provided on the central side of the vehicle 200 in the power supply module 100.

[0056] In the above-described embodiment, it has been described that the collision detection unit 70 includes a plurality of resistors R1 and R2 that are connected in series and disposed between the first potential to which the output voltage of the second battery 4 is applied and the second potential that is lower than the first potential, and the collision is detected based on the voltage value divided by the plurality of resistors R1 and R2. However, the collision detection unit 70 may also connect the plurality of resistors R1 and R2 in series and dispose them between the potential to which the output voltage of the first battery 3 is applied and the second potential that is lower than that potential, or may connect the plurality of resistors R1 and R2 in series and dispose them between the potential to which the output voltage of the first battery 3 is applied and the first potential to which the output voltage of the second battery 4 is applied. In this case as well, the collision of the vehicle 200 can be detected.

[0057] In the above-described embodiment, it has been described that the outer edge portion is the front side in the traveling direction of the vehicle 200. For example, as Figure 5 shown, the power supply module 100 may also be disposed on the rear side relative to the central portion in the front-rear direction of the vehicle 200. In this case, the outer edge portion becomes the rear side in the traveling direction of the vehicle 200. Therefore, the low-voltage system components LP may also be disposed on the rear side of the vehicle 200 relative to the high-voltage system components HP.

[0058] In addition, for example, the outer edge portion can also be set to one of the left and right sides in the width direction of the vehicle 200. For example, as Figure 6 shown, when the power supply module 100 is disposed on the left side relative to the central portion along the vehicle width direction of the vehicle 200, the low-voltage system components LP can be disposed on the left side of the vehicle 200 relative to the high-voltage system components HP. In addition, as Figure 7 shown, when the power supply module 100 is disposed on the right side relative to the central portion along the vehicle width direction of the vehicle 200, the low-voltage system components LP can be disposed on the right side of the vehicle 200 relative to the high-voltage system components HP.

[0059] Moreover, the outer edge portion of the vehicle 200 can also be set based on both the front-rear direction and the width direction of the vehicle 200. For example, as Figure 8 shown, when the power supply module 100 is disposed in the left front portion of the vehicle 200, the low-voltage system components LP can be disposed in the front and on the left along the outer edge portion of the vehicle 200, and the high-voltage system components HP can be disposed on the central side (center side) of the vehicle 200 relative to the low-voltage system components LP. In addition, for example, as Figure 9 shown, when the power supply module 100 is disposed in the right front portion of the vehicle 200, the low-voltage system components LP can be disposed in the front and on the right along the outer edge portion of the vehicle 200, and the high-voltage system components HP can be disposed on the central side (center side) of the vehicle 200 relative to the low-voltage system components LP.

[0060] In addition, for example, as Figure 10As shown, when the power supply module 100 is disposed at the left rear portion of the vehicle 200, the low-voltage system component LP can be disposed at the rear and the left side along the outer edge portion of the vehicle 200, and the high-voltage system component HP can be disposed closer to the center side (central side) of the vehicle 200 than the low-voltage system component LP. Further, for example, as Figure 11 shown, when the power supply module 100 is disposed at the right rear portion of the vehicle 200, the low-voltage system component LP can be disposed at the rear and the right side along the outer edge portion of the vehicle 200, and the high-voltage system component HP can be disposed closer to the center side (central side) of the vehicle 200 than the low-voltage system component LP.

[0061] 〔Summary of the Above Embodiment〕

[0062] Hereinafter, a summary of the power supply device 1 described above will be described.

[0063] (1) The characteristic structure of the power supply device 1 of the present invention is as follows: it is a power supply device 1 mounted on the vehicle 200, and is provided with a power supply module 100, the power supply module 100 having: an inverter 10 that converts alternating current into direct current and outputs it; a converter 20 having a first conversion unit 22 that converts the direct current from the inverter 10 into a direct current composed of a direct voltage of a first voltage value capable of charging the first battery 3, and a second conversion unit 23 that converts the direct current into a direct current composed of a direct voltage of a second voltage value lower than the first voltage value capable of charging a second battery 4 different from the first battery 3; and a control unit 50 that drives the inverter 10 and drives the converter 20. The power supply module 100 includes a high-voltage system component HP composed of the inverter 10 and the first conversion unit 22 according to the voltage value of the applied voltage, and a low-voltage system component LP composed of the second conversion unit 23. The low-voltage system component LP is disposed closer to the outer edge portion side in the top view of the vehicle 200 than the high-voltage system component HP.

[0064] For example, when the vehicle 200 collides, damage is more likely to occur on the outer edge portion side than the central portion side in the vehicle 200. In addition, if the functional parts of the power supply module 100 are classified into the high-voltage system component HP and the low-voltage system component LP, the voltage value of the applied voltage of the high-voltage system component HP is higher than that of the low-voltage system component LP. Therefore, according to the above characteristic structure, the low-voltage system component LP can be disposed on the outer edge portion side of the vehicle 200, and the high-voltage system component HP can be disposed on the central portion side of the vehicle 200. Therefore, even if the vehicle 200 collides, it is possible to prevent the high-voltage system component HP with a high applied voltage value from being exposed to the outside of the vehicle. In addition, since the low-voltage system component LP and the high-voltage system component HP are separated and disposed, it is possible to reduce the influence of noise from one on the other in the high-voltage system component HP and the low-voltage system component LP.

[0065] (2) In the power supply device 1 described in (1), preferably, the power supply module 100 further includes a first capacitor 15 provided between the output terminals of the inverter 10, a second capacitor 25 provided between the output terminals of the first conversion unit 22, and a discharge unit 14 that discharges the first capacitor 15 and the second capacitor 25. The discharge unit 14 is provided on the central side of the power supply module 100 on the side opposite to the outer edge portion side of the vehicle 200.

[0066] According to this structure, the discharge unit 14 can be arranged at a position where it is not easily damaged when the vehicle 200 collides. Therefore, even when the vehicle 200 collides, the first capacitor 15 and the second capacitor 25 can be discharged. Thus, it is possible to rescue people and recover the vehicle in a state where the first capacitor 15 and the second capacitor 25 have been discharged.

[0067] (3) In the power supply device 1 described in (1), preferably, the power supply module 100 further includes a collision detection unit 70 that detects a collision of the vehicle 200. The collision detection unit 70 is provided on the outer edge portion side of the vehicle 200 in the power supply module 100.

[0068] According to this structure, the collision detection unit 70 can be arranged at a position where it is not easily damaged when the vehicle 200 collides. Therefore, the collision of the vehicle 200 can be detected based on the damage of the collision detection unit 70.

[0069] (4) In the power supply device 1 described in (3), preferably, the collision detection unit 70 includes a plurality of resistors R1 and R2 connected in series and provided between a first potential to which the output voltage of the second battery 4 is applied and a second potential lower than the first potential, and detects a collision based on the voltage value divided by the plurality of resistors R1 and R2.

[0070] According to this structure, for example, it is possible to make the voltage value divided due to a disconnection or a short circuit of the collision detection unit 70 caused by a collision different from the voltage value before the collision. Therefore, the collision of the vehicle 200 can be easily detected.

[0071] (5) In the power supply device 1 described in (1) to (4), preferably, the outer edge portion is one of the front side and the rear side in the traveling direction of the vehicle 200.

[0072] According to this structure, it is possible to easily set the configurations of the high-voltage system components HP and the low-voltage system components LP based on the arrangement position of the power supply module 100 of the vehicle 200.

[0073] Industrial applicability

[0074] The present invention can be used for a power supply device mounted on a vehicle.

[0075] Description of Reference Numerals

[0076] 1: Power supply device, 3: First battery, 4: Second battery, 10: Inverter, 14: Discharge unit, 15: First capacitor, 20: Converter, 22: First conversion unit, 23: Second conversion unit, 25: Second capacitor, 50: Control unit, 70: Collision detection unit, 100: Power module, 200: Vehicle, HP: High-voltage system component, LP: Low-voltage system component, R1: Resistor, R2: Resistor.

Claims

1. A power supply device is mounted on a vehicle and is provided with a power module. The above-mentioned power module has: An inverter that converts alternating current into direct current and outputs it; A converter that has a first conversion unit that converts the above-mentioned direct current from the above-mentioned inverter into a direct current composed of a direct current voltage with a first voltage value capable of charging a first battery, and a second conversion unit that converts the above-mentioned direct current into a direct current composed of a direct current voltage with a second voltage value lower than the above-mentioned first voltage value and capable of charging a second battery different from the above-mentioned first battery; and A control unit that drives the above-mentioned inverter and drives the above-mentioned converter. The above-mentioned power module includes a high-voltage system component composed of the above-mentioned inverter and the above-mentioned first conversion unit according to the voltage value of the applied voltage, and a low-voltage system component composed of the above-mentioned second conversion unit. The above-mentioned low-voltage system component is arranged on the side of the outer edge portion in the top view of the vehicle relative to the above-mentioned high-voltage system component.

2. The power supply device according to claim 1, wherein, The above-mentioned power module further has: a first capacitor arranged between the output terminals of the above-mentioned inverter, a second capacitor arranged between the output terminals of the above-mentioned first conversion unit, and a discharge unit that discharges the above-mentioned first capacitor and the above-mentioned second capacitor. The above-mentioned discharge unit is arranged on the central side of the above-mentioned power module on the side opposite to the above-mentioned outer edge portion side of the vehicle.

3. The power supply device according to claim 1, wherein, The above-mentioned power module further has a collision detection unit that detects a collision of the vehicle. The above-mentioned collision detection unit is arranged on the above-mentioned outer edge portion side of the vehicle in the above-mentioned power module.

4. The power supply device according to claim 3, wherein, The above-mentioned collision detection unit has a plurality of resistors connected in series and arranged between a first potential to which the output voltage of the above-mentioned second battery is applied and a second potential lower than the above-mentioned first potential, and detects the above-mentioned collision based on the voltage value divided by the plurality of above-mentioned resistors.

5. The power supply device according to any one of claims 1 to 4, wherein, The above-mentioned outer edge portion is one of the front side and the rear side in the traveling direction of the vehicle.

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