Electrical power system

Abstract

To provide an electrical power system which can suppress increasing in size, an increase in the number of components, increasing in cost, and the like.SOLUTION: An electrical power system for a vehicle is given in which power supply from a second power source that is provided for a backup for a first power source to a plurality of on-vehicle apparatuses is controlled. The electrical power system includes a relay between the second power source and a first on-vehicle apparatus. When collision of a vehicle is detected during backup operation of the first power source from the second power source, electrical power supplied from the second power source to the second on-vehicle apparatus is supplied through the relay in parallel with the first on-vehicle apparatus.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a power supply system for a vehicle that controls power supply to a plurality of in-vehicle devices from a sub-power supply provided as a backup for a main power supply. [Background technology]

[0002] Patent Document 1 discloses a backup power supply device having a capacitor as a sub-battery, a charging circuit that is provided in the charging path of the capacitor and performs a step-down operation, a boost circuit that is provided in the output path of the capacitor, and a door lock release output terminal connected to the boost circuit. The backup power supply device described in Patent Document 1 uses a capacitor to back up a door lock (mechanical door) system that uses a motor to lock / unlock doors in an emergency such as when the main battery is damaged in an accident or the like. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 5618024 Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, there are vehicles that are equipped with both the door lock system and the E-latch system that uses a latch mechanism to lock / unlock the doors. When attempting to realize backup processing for each system in a vehicle equipped with both such a door lock system and an E-latch system, a separate sub-battery is required for backup because the door unlock control of each system is different. Therefore, even if an attempt is made to integrate the backup functions of the two systems into one sub-battery, it may be necessary to change the control (complicating the control) or the number of parts other than the sub-battery may increase, which is not an easy task.

[0005] As described above, there is room for further consideration regarding a power supply system that can provide backup processing for both the door lock system and the E-latch system in an emergency, in terms of the increased size, number of parts, and cost.

[0006] The present disclosure has been made in consideration of the above problems, and aims to provide a power supply system that can suppress increases in size, number of parts, and costs. [Means for solving the problem]

[0007] In order to solve the above problems, one aspect of the disclosed technology is a power supply system for a vehicle that controls power supply to a plurality of in-vehicle devices from a second power source provided for backing up a first power source, the power supply system including a relay inserted between the second power source and the first in-vehicle device, and characterized in that when a vehicle collision is detected during backup operation of the first power source by the second power source, the 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. Effect of the Invention

[0008] According to the power supply system of the present disclosure, it is possible to suppress an increase in size, an increase in the number of parts, an increase in costs, and the like. [Brief description of the drawings]

[0009] [Figure 1] A functional block diagram of a power supply system and its peripheral parts according to an embodiment of the present disclosure. [Diagram 2] Flowchart of power supply control process executed by the power supply system [Diagram 3] FIG. 1 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 components; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] The power supply system according to the present disclosure provides a relay between the sub-power supply and the mechanical door system, and when a vehicle collision is detected during backup operation of the main power supply by the sub-power supply, the power supplied from the sub-power supply to the E-latch system is also supplied in parallel to the mechanical door system via the relay. This makes it possible to provide backup power to both the mechanical door system and the E-latch system with a single output from one sub-power supply (integration of backup functions). Hereinafter, an embodiment of the present disclosure will be described in detail with reference to the drawings.

[0011] <Embodiment> [composition] Fig. 1 is a functional block diagram of a power supply system 100 and its peripheral parts according to an embodiment of the present disclosure. The functional block illustrated in Fig. 1 includes the 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 may be mounted on a vehicle.

[0012] The first power source 300 is a power supply source (+B power source) that 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. Examples of the first power source 300 include a generator including an alternator that generates power and a DC-DC converter that converts the generated power to a predetermined voltage, and a secondary battery (battery) that is configured to be chargeable and dischargeable, such as a lithium-ion battery or a lead-acid battery.

[0013] 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, are in-vehicle devices for realizing predetermined functions related to the vehicle, and may be systems that require a redundant power supply configuration in particular. These multiple systems are each connected and configured so that they can receive power from the first power source 300 without going through the power supply system 100, and can receive backup power based on the first power source 300 from the power supply system 100. Note that the multiple systems mounted on the vehicle are not limited to those shown in FIG. 1.

[0014] The SBW210 is a system that performs shift-by-wire control that can change the gear position of a transmission (not shown) by an electric signal. The SBW210 includes an SBW-ECU, which is an electronic control unit that converts the driver's shift operation into an electric signal, and an SBW-ACT, which is an actuator that changes the gear position based on an electric signal instructed by the SBW-ECU. The SBW210 is connected to the output (A output) of the SW115 so that it can be powered by the integrated sub-battery 110 described later.

[0015] The body ECU 220 is one of electronic control units that are devices mounted on a vehicle, and controls so-called body systems of the vehicle. The body ECU 220 of this embodiment can detect the occurrence of a vehicle collision, and outputs a predetermined TRG signal to the power supply system 100 when the vehicle collision is detected. This TRG signal can be, for example, a signal that is at a high level when the vehicle collision is not detected, and at a low level when the vehicle collision is detected. The body ECU 220 is connected to an output (B1 output) of the SW 116 so as to be able to receive power from the integrated sub-battery 110 described later.

[0016] The mechanical door 230 is a system that performs door lock control to lock / unlock the vehicle doors. The mechanical door 230 includes a door unlock ECU, which is an electronic control unit that converts the driver's lock / unlock operation into an electric signal, and a door unlock ACT, which is a motor actuator that changes the lock and unlock state of the vehicle doors based on the electric signal instructed by the door unlock ECU. An example of the mechanical door 230 is a vehicle speed-sensitive automatic door system.

[0017] The E-latch 240 is another system that performs door lock control to lock / unlock the vehicle doors, similar to the mechanical door 230. The E-latch 240 has an electric latch mechanism that does not require power switching by a mechanical relay for motor drive. The E-latch 240 is connected to the output (B2 output) of the SW117 so that it can be powered by the integrated sub-battery 110 described later.

[0018] The brake 250 is a system that performs brake control and 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 electric signal, and a brake ACT, which is an actuator that generates a braking force based on an electric signal instructed by the brake ECU. The brake 250 is connected to the output (C output) of the SW 118 so as to be able to receive power from the integrated sub-battery 110 described later.

[0019] The power supply system 100 is configured to function as a sub-power supply for backing up the supply of power 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 a power failure of the first power supply 300, which is the main power supply.

[0020] The power supply system 100 illustrated in FIG. 1 includes a second power supply 111, a DDC 112, a collision determination unit 113, a control unit 114, an integrated sub-battery 110 including a plurality of SWs 115-118, a relay 121, and a diode 122.

[0021] The second power source 111 is a power supply source formed of, for example, a secondary battery (battery) such as a lithium ion battery configured to be chargeable and dischargeable, or a power storage element such as a capacitor. The second power source 111 is provided as a sub-power supply source for backing up the first power source 300, which is the main power supply source, in an emergency. The second power source 111 is connected to the DDC 112 so as to be able to charge the power of the first power source 300 and to be able to discharge the power (backup power) stored in the second power source 111 to the SBW 210, the body ECU 220, the mechanical door 230, the E-latch 240, and the brake 250.

[0022] The DDC 112 is a DC-DC converter (step-up / step-down type) for charging and discharging the power of the second power source 111. Based on an instruction (such as a voltage command value) from the control unit 114, the DDC 112 can convert the power input from the first power source 300 to power of a predetermined voltage and output it to the second power source 111, or convert the power stored in the second power source 111 to 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 multiple SWs 115-118.

[0023] The collision determination unit 113 is configured to input a TRG signal from the body ECU 220 and determine whether or not a vehicle collision has occurred based on this TRG signal. Specifically, when a low-level TRG signal is input, the collision determination unit 113 determines that a vehicle collision has occurred. When the collision determination unit 113 determines that a vehicle collision has occurred, information related to the determination is notified to the control unit 114.

[0024] The control unit 114 is configured to perform operation control of the DDC 112 and switching control of the multiple SWs 115-118 based on the power supply state of the first power source 300 and information related to the determination input from the collision determination unit 113. The control unit 114 can acquire the power supply state of the first power source 300 directly from the first power source 300 or indirectly from an ECU (not shown) that monitors / controls the first power source 300. When a power failure of the first power source 300 occurs due to some cause (for example, an abnormality in the first power source 300, a broken wire or a ground fault in the wiring, etc.) and when the collision determination unit 113 determines that a vehicle collision has occurred, the control unit 114 appropriately switches the connection state (conduction / disconnection) of the multiple SWs 115-118 to suitably control the backup power supply from the second power source 111 to the SBW 210, the body ECU 220, the mechanical door 230, the E-latch 240, and the brake 250. The backup power supply control by the control unit 114 will be described in detail later.

[0025] The multiple SWs 115-118 are configured to switch the state (supply / non-supply) of power supply from the second power source 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. For these SWs 115-118, switch elements such as mechanical switches and semiconductor switches that operate based on instructions from the control unit 114 are used.

[0026] The relay 121 is a configuration for controlling the backup power supply to the mechanical door 230, and is provided between the integrated sub-battery 110 and the mechanical door 230. For example, a single-pole single-throw type excitation mechanical relay is used for this relay 121. In the excitation mechanical relay, the coil part is connected between the output (B1 output) of SW116 and a wiring through which a TRG signal output by the body ECU 220 flows, and the contact part is connected between the output (B2 output) of SW117 and the mechanical door 230 (the power supply line). In the configuration illustrated in FIG. 1, the B1 output of SW116 for the body ECU 220 is used as the power supply for the coil part of the relay 121, but the B2 output of SW117 for the E latch 240 may be used as the power supply for the coil part of the relay 121 as in the configuration illustrated in FIG. 3. This connection creates a configuration in which, when backup is required, power is supplied directly from the integrated sub-battery 110 to the E-latch 240, and power is supplied from the integrated sub-battery 110 to the mechanical door 230 via the relay 121.

[0027] The diode 122 is inserted between the coil end of the relay 121 and the wiring for the TRG signal, with the direction from the coil end to the wiring for the TRG signal being the forward direction. This diode 122 is provided to prevent unintended current from flowing to the SW 116 or the body ECU 220 via the coil of the relay 121 (reverse current flow from the TRG signal to the B1 output) when the TRG signal is at a high level (normal time when no collision is detected). This diode 122 can prevent erroneous detection of a failure of the integrated sub-battery 110 caused by reverse current flow.

[0028] [control] Next, the operation of the power supply system 100 according to an embodiment of the present disclosure will be described with further reference to Fig. 2. Fig. 2 is a flowchart illustrating the procedure of the backup power supply control executed by the power supply system 100. The backup power supply control shown in Fig. 2 is started, for example, when the ignition relay of the vehicle is turned on (IGR-ON).

[0029] (Step S201) Power supply system 100 completes the necessary charging of second power supply 111. This completion of charging enables backup power supply to SBW 210, body ECU 220, mechanical door 230, E-latch 240, and brake 250 using second power supply 111 in the event of a power failure of first power supply 300. When the necessary charging of second power supply 111 is completed, the process proceeds to step S202.

[0030] (Step S202) The power supply system 100 determines whether or not a power failure has occurred in the first power supply 300. A power failure in the first power supply 300 includes a state in which 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 or failure in the first power supply 300, or a break or ground fault in the power supply line. If the power supply system 100 determines that a power failure has occurred in the first power supply 300 (step S202, Yes), the process proceeds to step S203. On the other hand, if the power supply system 100 determines that a power failure has not occurred in the first power supply 300 (step S202, No), the backup power supply control ends.

[0031] (Step S203) The power supply system 100 switches the states of SW115-118 by the control unit 114 so that backup power can be supplied from the integrated sub-battery 110 to the SBW 210, the body ECU 220, and the brake 250. Specifically, the power supply system 100 controls SW115 to a conductive state to turn on the supply of the A output, controls SW116 to a conductive state to turn on the supply of the B1 output, controls SW117 to a cut-off state to turn off the supply of the B2 output, and controls SW118 to a conductive state to turn on the supply of the C output. When SW115-118 are controlled to a state that allows backup power supply to the SBW 210, the body ECU 220, and the brake 250, the process proceeds to step S204.

[0032] (Step S204) Power supply system 100 determines whether collision determination unit 113 has determined that a vehicle collision has occurred. This determination is made by detecting the low level of the TRG signal, which is changed in response to body ECU 220 detecting a vehicle collision. If it is determined that a vehicle collision has occurred (step S204, Yes), the process proceeds to step S205. On the other hand, if it is not determined that a vehicle collision has occurred (step S204, No), the backup power supply control ends with the supply of the B2 output kept off.

[0033] (Step S205) Power supply system 100 controls SW117 to the conductive state via control unit 114, switching the B2 output from supply off to supply on. When the B2 output is controlled to supply on, the process proceeds to step S206.

[0034] (Step S206) By switching SW117 to the conductive state, the power supply system 100 becomes capable of supplying backup power from the integrated sub-battery 110 to the E latch 240 (backup power supply). When backup power supply to the E latch 240 becomes possible, the process proceeds to step S207.

[0035] (Step S207) The power supply system 100 starts supplying power from the integrated sub-battery 110 via the relay 121 by controlling the B2 output to supply on (relay supply on). In step S204, the TRG signal is at a low level in response to the body ECU 220 detecting a vehicle collision, and an excitation current flows through the coil of the relay 121, causing the contact to be in a conductive state. Therefore, when the B2 output is turned on, the relay supply transitions to an on state accordingly. When the relay supply is turned on, the process proceeds to step S208.

[0036] (Step S208) By turning on the relay supply, the power supply system 100 enables backup power supply from the integrated sub-battery 110 to the mechanical door 230. When the relay 121 is controlled to a state where backup power supply to the mechanical door 230 is enabled, this backup power supply control ends.

[0037] <Actions and Effects> As described above, according to the power supply system (power supply system 100) according to an embodiment of the present disclosure, a relay circuit (relay 121, diode 122) is provided between the sub-power supply source (second power source 111) provided for backing up the main power supply source (first power source 300) and the predetermined first in-vehicle device (mechanical door 230). When a vehicle collision is detected during backup operation of the main power supply source by the sub-power supply source, the power supply system of this embodiment controls the power supplied from the sub-power supply source to the predetermined second in-vehicle device (E latch 240) to be supplied in parallel to the first in-vehicle device via the relay circuit.

[0038] This control using the relay circuit makes it possible to integrate the two backup functions of the first and second in-vehicle devices into one using one sub-battery, without providing sub-batteries required for backup for each of the first and second in-vehicle devices, which have different system controls. Therefore, it is expected that the size of the power supply system 100 can be prevented from increasing, the number of parts can be increased, and the system cost can be prevented from increasing.

[0039] Although one embodiment of the disclosed technology has been described above, 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-transitory storage medium storing the program, a vehicle equipped with a power supply system, and the like. [Industrial Applicability]

[0040] The power supply system of the present disclosure can be used as a system for supplying backup power to multiple in-vehicle devices such as the side window / body / door unlock (mechanical door, E-latch) / brakes using an integrated sub-battery. [Explanation of symbols]

[0041] 100 Power System 110 Integrated sub battery 111 2nd power supply 112 DDC 113 Collision determination unit 114 Control section 115~118 SW 121 Relay 122 Diode 210SBW 220 Body ECU 230 Mechadoor 240 E-Latch 250 Brake 300 1st power supply

Claims

1. A power supply system for a vehicle that controls power supply to a plurality of in-vehicle devices from a second power supply provided as a backup for a first power supply, a relay inserted between the second power source and the first in-vehicle device, when a vehicle collision is detected during a backup operation of the first power source by the second power source, the 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; Power supply system.

2. the relay is an excitation type mechanical relay, and supplies power from the second power source to the first in-vehicle device by passing an excitation current through a coil portion and controlling a contact to a conductive state in response to detection of a vehicle collision; The power supply system of claim 1 .

3. the first in-vehicle device is a device that controls locking / unlocking of a vehicle door by a motor actuator, The second in-vehicle device is a device that controls locking / unlocking of a vehicle door using a latch mechanism.

3. The power supply system according to claim 1 or 2.

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