control device

Abstract

To provide a control device capable of realizing both of noise reduction and stability of supply voltage.SOLUTION: A control device controls a switching converter generating supply voltage that is power supply voltage changed to be supplied to an on-vehicle apparatus according to a switching frequency. The control device has a monitoring part monitoring a time variation amount of the supply voltage. The control device has a voltage control part executing voltage control controlling at least one of a rise time or a fall time of voltage variation in the switching converter based on the time variation amount of the supply voltage.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present disclosure relates to a control technique for controlling a switching converter. [Background technology]

[0002] Patent Document 1 discloses a switching device that performs switching control by repeatedly turning on and off a power switching element. This switching device shifts the start timing of the on-operation by repeating a basic pattern consisting of multiple shift amounts different from each other with respect to a basic period, and sets a spreading frequency, which is the reciprocal of the period of the basic pattern repetition, to a frequency higher than an audio frequency. This spreads the switching frequency. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2006-288104 Summary of the Invention [Problem to be solved by the invention]

[0004] The technology of Patent Document 1 can reduce noise by spreading the switching frequency. However, spreading the switching frequency may reduce the stability of the supply voltage from the switching device. Patent Document 1 does not disclose how to achieve both noise reduction and supply voltage stability.

[0005] An object of the present disclosure is to provide a control device that can achieve both noise reduction and supply voltage stability. Another object of the present disclosure is to provide a control device. Yet another object of the present disclosure is to provide a control method. Yet another object of the present disclosure is to provide a control program. [Means for solving the problem]

[0006] The technical means of the present disclosure for solving the problems will be described below. Note that the claims and the reference symbols in parentheses in this section indicate the correspondence with the specific means described in the embodiments described later in detail, and do not limit the technical scope of the present disclosure.

[0007] A first aspect of the present disclosure is a control device for controlling a switching converter (3) that changes a power supply voltage and generates a supply voltage to be supplied to an in-vehicle device (6) in accordance with a switching frequency, the control device comprising: a monitoring unit (110) that monitors the amount of time fluctuation in the supply voltage; a voltage control unit (120) that performs voltage control to control at least one of a rise time and a fall time of a voltage fluctuation in the switching converter based on a time fluctuation amount of a supply voltage; Equipped with.

[0008] According to this aspect, at least one of the rise time and fall time of the voltage fluctuation in the switching converter is controlled based on the amount of time fluctuation in the supply voltage. Therefore, noise reduction control by controlling at least one of the rise time and fall time can be performed taking into account the amount of time fluctuation in the voltage supplied to the in-vehicle device. Therefore, it is possible to achieve both noise reduction and supply voltage stability.

[0009] A second aspect of the present disclosure is a control device for controlling a switching converter (3) that changes a power supply voltage and generates a supply voltage to be supplied to an in-vehicle device (6) in accordance with a switching frequency, the control device comprising: a monitoring unit (110) that monitors the amount of time fluctuation in the supply voltage; a voltage control unit (120) that performs voltage control to control a switching frequency of a voltage in a switching converter based on a time variation of a supply voltage; Equipped with 、 The voltage control unit executes voltage control when the time variation is within the allowable variation range of the in-vehicle device. .

[0010] According to this aspect, at least one of the rise time and fall time of the voltage fluctuation in the switching converter is controlled based on the time fluctuation of the supply voltage. Therefore, noise reduction control by controlling the switching frequency can be performed taking into account the time fluctuation of the voltage supplied to the in-vehicle device. Therefore, it is possible to achieve both noise reduction and supply voltage stability. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a block diagram showing the overall configuration of a first embodiment. [Figure 2] 1 is a schematic diagram illustrating an example of a DC-DC converter according to a first embodiment. [Figure 3] FIG. 2 is a schematic diagram showing a configuration of a gate resistance circuit according to the first embodiment. [Figure 4] 10 is a table showing an example of the state of a gate resistance circuit and the magnitude of the gate resistance value; [Figure 5] 10 is a graph showing an example of a voltage on the primary circuit side. [Figure 6] 10 is a graph showing an example of a supply voltage. [Figure 7] FIG. 2 is a block diagram showing the functional configuration of a control device according to the first embodiment. [Figure 8] 4 is a flowchart showing a control flow according to the first embodiment. [Figure 9] 4 is a flowchart showing a control flow according to the first embodiment. [Figure 10] 4 is a flowchart showing a control flow according to the first embodiment. [Figure 11] 4 is a flowchart showing a control flow according to the first embodiment. [Figure 12] 10 is a flowchart showing a control flow according to a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, multiple embodiments of the present disclosure will be described with reference to the drawings. Note that corresponding components in each embodiment are designated by the same reference numerals, and redundant description may be omitted. Furthermore, when only a portion of the configuration is described in each embodiment, the configuration of another previously described embodiment may be applied to the remaining portions of the configuration. Furthermore, in addition to the combinations of configurations explicitly stated in the description of each embodiment, configurations of multiple embodiments may be partially combined together even if not explicitly stated, provided that there is no particular problem with the combination.

[0013] (First embodiment) The vehicle system 1 of the first embodiment shown in FIG. 1 is mounted on a vehicle. The vehicle is a mobile object, such as an automobile, capable of traveling on a road. The vehicle system 1 includes a power supply 2, a DC-DC converter 3, a peak hold circuit 4, a plurality of on-board devices 6, a vehicle monitoring ECU 7, a sensor system 8, and a control device 5. Furthermore, the vehicle system 1 includes a first communication bus 9a and a second communication bus 9b that communicatively connect the components of the vehicle system 1. As a result, the first communication bus 9a and the second communication bus 9b provide communication via a CAN network conforming to the CAN (registered trademark) communication protocol, for example. Alternatively, the first communication bus 9a and the second communication bus 9b may provide communication via a network conforming to another communication protocol, such as Ethernet (registered trademark). The DC-DC converter 3, the control device 5, and the plurality of on-board devices 6 are connected to the first communication bus 9a. The control device 5 and the vehicle monitoring ECU 7 are connected to the second communication bus 9b.

[0014] The power supply 2 is a power supply source for a plurality of in-vehicle devices 6. The power supply 2 is, for example, a chargeable and dischargeable in-vehicle battery. The power supply 2 is electrically connected to the DC-DC converter 3 via a wire harness or the like, and supplies DC power to the DC-DC converter 3.

[0015] The DC-DC converter 3 converts the input DC voltage into a DC voltage of a different magnitude by smoothing the pulse waveform voltage generated by switching the input DC voltage. The DC-DC converter 3 is electrically connected to the power source 2 and a plurality of in-vehicle devices 6. The DC-DC converter 3 in this embodiment is a step-down converter that steps down the input voltage from the power source 2 and supplies it to each of the in-vehicle devices 6. The DC-DC converter 3 is an example of a "switching converter."

[0016] The DC-DC converter 3 includes a primary circuit 3a to which a voltage from the power supply 2 is input, and a secondary circuit 3b that outputs a supply voltage to a plurality of in-vehicle devices 6. The DC-DC converter 3 in this embodiment is an isolated type in which the primary circuit 3a and the secondary circuit 3b are insulated from each other by a transformer 30. As shown in Fig. 2, the DC-DC converter 3 in this embodiment is a forward type, but may be configured using other circuit types such as a flyback type.

[0017] The primary side circuit 3a includes a primary winding 30a of a transformer 30, a switching element 31, and a gate resistor circuit 32. The switching element 31 switches between flowing and blocking of current from the power source 2 in the primary side circuit 3a. The switching element 31 is, for example, a MOS-FET. The gate side of the switching element 31 is connected to the control device 5 via the gate resistor circuit 32.

[0018] As shown in FIG. 3 , the gate resistance circuit 32 includes a plurality of resistors R1, R2, R3, and R4 and a plurality of switches SW1, SW2, SW3, and SW4 that can be switched between conductive and non-conductive states. Specifically, the gate resistance circuit 32 includes a first resistor R1, a second resistor R2, a third resistor R3, and a fourth resistor R4 that are connected in parallel to one another. The gate resistance circuit 32 also includes a first switch SW1, a second switch SW2, a third switch SW3, and a fourth switch SW4. The first switch SW1 is connected in parallel to the first resistor R1 and in series to the other resistors R2, R3, and R4. The second switch SW2 is connected in series to the second resistor R2 and in parallel to the other resistors R1, R3, and R4. The third switch SW3 is connected in series to the third resistor R3 and in parallel to the other resistors R1, R2, and R4. The fourth switch SW4 is connected in series to the fourth resistor R4 and in parallel to the other resistors R1, R2, and R3.

[0019] The combined resistance of the entire gate resistor circuit, i.e., the gate resistance, is determined by the combination of the on and off states of each switch SW1, SW2, SW3, and SW4. The resistance values ​​of each resistor R1, R2, R3, and R4 are set so that the gate resistance can be adjusted to a number of levels corresponding to the total number of combinations of the on and off states of each switch SW1, SW2, SW3, and SW4. For example, as shown in Figure 4, the resistance values ​​of each resistor R1, R2, R3, and R4 are specified to achieve seven levels of gate resistance corresponding to the combinations of the on and off states of the switches SW1, SW2, SW3, and SW4. In the table of Figure 4, "0" indicates the off state of each switch SW1, SW2, SW3, and SW4, and "1" indicates the on state.

[0020] When the gate resistance value is adjusted stepwise by the gate resistance circuit 32, the charging time of the gate capacitance in the switching element 31 is changed according to the gate resistance value. This changes the rate of rise of the gate voltage. The turn-on speed of the switching element 31 is then controlled according to the rate of rise of the gate voltage, thereby making it possible to control the rise time tr and fall time tf of the voltage in the primary side circuit 3a caused by the switching element 31.

[0021] As shown in Fig. 5, the rise time tr is the time it takes for the voltage (e.g., drain voltage) in the primary circuit 3a to rise from 10% to 90% of the maximum voltage. The fall time tf is the time it takes for the voltage in the primary circuit 3a to fall from 90% to 10% of the maximum voltage. These rise time tr and fall time tf can also be called slew rates.

[0022] The secondary-side circuit 3b includes a secondary winding 30b of the transformer 30, a first diode 33, a second diode 34, a choke coil 35, and an output capacitor 36. When the switching element 31 in the primary-side circuit 3a is turned on, i.e., in a conducting state, an induced electromotive force is generated on the secondary side of the transformer 30 in the secondary-side circuit 3b. As a result, a current flows from the secondary winding 30b through the first diode 33 and the choke coil 35 to the output capacitor 36 and the external output. This current then stores energy in the choke coil 35. When the switching element 31 in the primary-side circuit 3a is turned off, i.e., in a cutoff state, in the secondary-side circuit 3b, a current flows from the choke coil 35 to the output capacitor 36, the external output, and the second diode 34. As a result, the pulse voltage generated in the primary-side circuit 3a is smoothed and stepped down in the secondary-side circuit 3b and output as a supply voltage to the outside.

[0023] The peak hold circuit 4 is a circuit that holds the maximum value of the voltage in the DC-DC converter 3 for a predetermined period. In this embodiment, the peak hold circuit 4 acquires the voltage in the primary side circuit 3a. The peak hold circuit 4 outputs the acquired maximum value of the voltage to the control device 5.

[0024] The multiple in-vehicle devices 6 are driven by power supplied from the power source 2 via the DC-DC converter 3 as input power. Each in-vehicle device 6 detects the supply voltage input thereto and outputs it to the first communication bus 9a. For each in-vehicle device 6, an allowable time fluctuation amount for the input supply voltage is specified.

[0025] The vehicle monitoring ECU 7 monitors the state of the vehicle by collecting sensor information from the sensor system 8. The vehicle monitoring ECU 7 can provide the collected sensor information or vehicle information generated based on the sensor information to the control device 5 via the second communication bus 9b.

[0026] The sensor system 8 acquires sensor information about the external and internal worlds of the vehicle, which information can be used by the control device 5. The sensor system 8 includes an external sensor 81 and an internal sensor .

[0027] The external sensor 81 acquires external information as sensor information from the external environment surrounding the vehicle. The external sensor 81 may be a target detection type that detects targets present in the external environment of the vehicle. The target detection type external sensor 81 is, for example, at least one of a camera, a LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging), a radar, and a sonar. The external sensor 81 may be a positioning type that receives positioning signals from a Global Navigation Satellite System (GNSS) satellite present in the external environment of the vehicle. The positioning type external sensor 81 is, for example, a GNSS receiver. The external sensor 81 may be a communication type that transmits and receives communication signals to and from a V2X system present in the external environment of the vehicle. The communication type external sensor 81 is, for example, at least one of a Dedicated Short Range Communications (DSRC) communication device, a Cellular V2X (C-V2X) communication device, a Bluetooth (registered trademark) device, a Wi-Fi (registered trademark) device, and an infrared communication device.

[0028] The internal sensor 82 acquires internal information as sensor information from the internal environment of the vehicle. The internal sensor 82 may be a physical quantity detection type that detects a specific physical quantity of motion in the internal environment of the vehicle. The physical quantity detection type internal sensor 82 is at least one type of sensor selected from a traveling speed sensor, an acceleration sensor, a gyro sensor, and the like.

[0029] The control device 5 is connected to the DC-DC converter 3, the peak hold circuit 4, a plurality of in-vehicle devices 6, and the in-vehicle ECU via at least one of, for example, a LAN (Local Area Network) line, a wire harness, an internal bus, and a wireless communication line. The control device 5 is configured to include at least one dedicated computer.

[0030] The dedicated computer constituting the control device 5 has at least one memory 101 and one processor 102. The memory 101 is at least one type of non-transitory tangible storage medium, such as a semiconductor memory, a magnetic medium, or an optical medium, that non-temporarily stores computer-readable programs and data. Here, "storage" may refer to accumulation in which data is retained even when the vehicle is turned off, or temporary storage in which data is erased when the vehicle is turned off. The processor 102 includes at least one type of core, such as a central processing unit (CPU), a graphics processing unit (GPU), a reduced instruction set computer (RISC)-CPU, a data flow processor (DFP), or a graph streaming processor (GSP).

[0031] In the control device 5, the processor 102 executes a plurality of instructions included in a control program stored in the memory 101 in order to control the DC-DC converter 3. In this way, the control device 5 constructs a plurality of functional blocks for controlling the DC-DC converter 3. The plurality of functional blocks constructed in the control device 5 include a monitoring block 110 and an output block 120, as shown in FIG. 7. The monitoring block 110 and the output block 120 are examples of a "monitoring unit" and a "voltage control unit", respectively.

[0032] The control method in which the control device 5 controls the DC-DC converter 3 by cooperation of these blocks 110 and 120 is executed according to the control flow shown in Figures 8 to 11. This control flow is executed repeatedly while the vehicle is starting up. Note that each "S" in this control flow represents a plurality of steps executed by a plurality of commands included in the control program.

[0033] First, in S10 of Fig. 8, a voltage stability flag process is executed. The process of S10 will be described in detail in a subflow of Fig. 9. First, in S11, the monitoring block 110 acquires the supply voltage supplied from the DCDC converter 3 to the in-vehicle device 6 connected to the DCDC converter 3. For example, the monitoring block 110 may acquire the input voltage to the in-vehicle device 6. Alternatively, the monitoring block 110 may acquire the input voltage to an IC chip in the in-vehicle device 6. The monitoring block 110 acquires the supply voltage from each of the multiple in-vehicle devices 6.

[0034] In the next step S12, the monitoring block 110 acquires the time variation of the supply voltage. In the example shown in FIG. 6, spike noise occurs in the supply voltage during the noise occurrence period tv. This spike noise is instantaneous noise that causes a voltage rise and fall of ΔV (e.g., 4 V) relative to a reference value of the supply voltage (e.g., 12 V) during the noise occurrence period tv. This noise in the supply voltage is caused, for example, by spike noise in the primary side circuit 3a of the DC-DC converter 3. To detect such noise, the monitoring block 110 periodically calculates a time differential value of the supply voltage and acquires the differential value as the time variation. For example, the monitoring block 110 may calculate the time differential value by differentiating the supply voltage with respect to the time width of the minimum input voltage guaranteed for the in-vehicle device 6 corresponding to the supply voltage. The monitoring block 110 acquires the time variation for each of the multiple in-vehicle devices 6.

[0035] Then, in S13, the monitoring block 110 determines whether the acquired time variation is within an allowable variation range. The allowable variation range is a range that is less than or equal to the threshold value of the time variation guaranteed for the corresponding in-vehicle device 6. The monitoring block 110 performs a determination on the time variation of the in-vehicle device 6 that has the smallest allowable variation range among the time variation amounts acquired for each in-vehicle device 6.

[0036] If it is determined that the time variation is within the allowable variation range, the monitoring block 110 sets the voltage stability flag to ON in S14. On the other hand, if it is determined that the time variation is outside the allowable variation range, S14 is skipped and this subflow ends with the voltage stability flag set to OFF.

[0037] Returning to FIG. 8, in S20, vehicle load stability flag processing is executed. This flag processing will be explained in detail in the subflow of FIG. 10. First, in S21, the monitoring block 110 acquires vehicle information. In S22, the monitoring block 110 determines whether the current scene corresponds to a stable vehicle load scene based on the vehicle information. A stable vehicle load scene is a scene where a load stability condition is met, in which fluctuations in the load current in the vehicle are within an allowable range. Examples of stable vehicle load scenes include a scene where the vehicle is stopped at a traffic light or a scene where the vehicle is stopped idling for a long period of time. The monitoring block 110 determines whether the current scene corresponds to such a stable scene based on, for example, speed information from the vehicle's speed sensor and external environment information from the external environment sensor 81.

[0038] If it is determined that the scene corresponds to a stable scene, the monitoring block 110 sets the vehicle load stable flag to ON in S23. On the other hand, if it is determined that the scene does not correspond to a stable scene, S23 is skipped and this subflow ends with the vehicle load stable flag being OFF.

[0039] Returning to FIG. 8 , in S30 following S20, noise flag processing is executed. This flag processing will be described in detail in the subflow of FIG. 11 . First, in S31, the monitoring block 110 acquires peak information from the peak hold circuit 4. More specifically, the monitoring block 110 acquires the voltage value from the primary side circuit 3a of the DC-DC converter 3, i.e., the primary component of the voltage in the DC-DC converter 3. For example, as shown in FIG. 5 , the monitoring block 110 acquires the maximum voltage value Vmax on the primary side circuit 3a from the peak hold circuit 4 as peak information. In the following S32, the monitoring block 110 acquires a noise difference value. Specifically, the monitoring block 110 calculates and acquires the difference between the maximum voltage value Vmax acquired in the previous step and the input voltage value Vin as the noise difference value. This noise difference value is an example of a parameter indicating the magnitude of noise.

[0040] Then, in S33, the monitoring block 110 determines whether the acquired noise difference value is outside the allowable noise range. Here, the allowable noise range is a range of noise difference values ​​that are less than or equal to a predetermined threshold. If it is determined that the noise difference value is outside the allowable noise range, the monitoring block 110 sets the noise flag to ON in S34. On the other hand, if it is determined that the noise difference value is within the allowable noise range, S34 is skipped and this subflow ends with the noise flag in the OFF state. Note that the above processes of S10, S20, and S30 may be performed in a different order or in parallel.

[0041] 8, in S40, the output block 120 determines whether all flags in S10, S20, and S30 are set to ON. If all flags are ON, the output block 120 executes the slew rate control described below as noise reduction control in S50. On the other hand, if the output block 120 determines that at least one flag is OFF, it skips the noise reduction control and ends this flow.

[0042] To explain the noise reduction control in detail, the output block 120 adjusts the slew rate of the voltage fluctuation in the DC-DC converter 3. The spike noise generated by switching tends to increase as the slew rate increases. Therefore, the output block 120 slows the slew rate by setting the on / off combination of each switch in the gate resistance circuit 32 so as to increase the gate resistance value. The output block 120 may set the magnitude of the gate resistance value according to the magnitude of the noise difference value acquired in S32, for example.

[0043] According to the first embodiment described above, at least one of the rise time tr and fall time tf of the voltage fluctuation in the DC-DC converter 3 is controlled based on the time fluctuation amount of the supply voltage. Therefore, noise reduction control by controlling at least one of the rise time tr and fall time tf can be performed taking into account the time fluctuation amount of the voltage supplied to the in-vehicle device 6. Therefore, it is possible to achieve both noise reduction and supply voltage stability.

[0044] Second Embodiment As shown in FIG. 12, the second embodiment is a modification of the first embodiment.

[0045] In the second embodiment, if all flags are on in S40, the flow proceeds to S51. In S51, spread spectrum control is executed as noise reduction control. Specifically, the output block 120 spreads the switching frequency of the switching element 31 in the primary side circuit 3a more than when at least one flag is off in S40.

[0046] According to the second embodiment described above, at least one of the rise time tr and fall time tf of the voltage fluctuation in the DC-DC converter 3 is controlled based on the time fluctuation amount of the supply voltage. Therefore, noise reduction control by controlling the switching frequency can be performed taking into account the time fluctuation amount of the voltage supplied to the in-vehicle device 6. Therefore, it is possible to achieve both noise reduction and supply voltage stability.

[0047] (Other embodiments) Although multiple embodiments have been described above, the present disclosure should not be construed as being limited to those embodiments, and can be applied to various embodiments and combinations within the scope that does not deviate from the gist of the present disclosure.

[0048] In a modified example, in S31, the monitoring block 110 may acquire, as peak information, a voltage value from the secondary side circuit 3b in the DC-DC converter 3. In other words, in this modified example, the peak hold circuit 4 is connected to the secondary side circuit 3b. Then, in the subsequent S32, the monitoring block 110 may calculate and acquire, as a noise difference value, the difference between the maximum voltage value Vmax in the secondary side circuit 3b acquired in the previous step and the set voltage value.

[0049] In a modified example, the monitoring block 110 may monitor the voltage immediately after being output from the DC-DC converter 3 before being supplied to the in-vehicle device 6 as the supply voltage.

[0050] In a modified example, the DC-DC converter 3 may be of a non-insulated type.

[0051] In a modified example, the vehicle system 1 may include a plurality of DC-DC converters 3. Specifically, the plurality of DC-DC converters 3 may be configured to output supply voltages to different groups of in-vehicle devices 6. In this case, a control device 5 including one dedicated computer may comprehensively control each of the DC-DC converters 3. Alternatively, in a control device 5 including a plurality of dedicated computers, each dedicated computer may individually control a different DC-DC converter 3.

[0052] In a modified example, the dedicated computer constituting the control device 5 may be an integrated ECU (Electronic Control Unit) that integrates the driving control of the vehicle. The dedicated computer constituting the control device 5 may be a judgment ECU that judges a driving task in the driving control of the vehicle. The dedicated computer constituting the control device 5 may be a monitoring ECU that monitors the driving control of the vehicle. The dedicated computer constituting the control device 5 may be an evaluation ECU that evaluates the driving control of the vehicle.

[0053] The dedicated computer constituting the control device 5 may be a navigation ECU that navigates the vehicle's driving route. The dedicated computer constituting the control device 5 may be a locator ECU that estimates the vehicle's own state quantity. The dedicated computer constituting the control device 5 may be an actuator ECU that controls the vehicle's driving actuator. The dedicated computer constituting the control device 5 may be an HCU (Human Machine Interface (HMI) Control Unit) that controls the presentation of information in the vehicle. The dedicated computer constituting the control device 5 may be a computer other than the vehicle that constitutes, for example, an external center or mobile terminal that can communicate with the vehicle.

[0054] In a modified example, the dedicated computer constituting the control device 5 may have at least one of a digital circuit and an analog circuit as a processor. Here, the digital circuit is at least one of the following: an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a system on a chip (SOC), a programmable gate array (PGA), and a complex programmable logic device (CPLD). Such a digital circuit may also have a memory that stores a program.

[0055] In a modified example, the vehicle to which the control device 5 is applied may be, for example, an autonomous robot capable of transporting luggage or collecting information by autonomous or remote driving. In addition to the forms described so far, the above-mentioned embodiments and modified examples may be implemented as a control device 5 that is configured to be mountable on a host mobile body and has at least one processor 102 and one memory 101. Specifically, the control device 5 may be implemented in the form of a processing circuit (e.g., a processing ECU, etc.) or a semiconductor device (e.g., a semiconductor chip, etc.).

[0056] (Disclosure of technical ideas) This specification discloses multiple technical ideas described in the following multiple clauses. Some clauses may be written in a multiple dependent form, with the subsequent clause referring to the preceding clause as an alternative. Furthermore, some clauses may be written in a multiple dependent form, referring to another multiple dependent clause. These multiple dependent clauses define multiple technical ideas.

[0057] (Technical thought 1) A control device for controlling a switching converter (3) that changes a power supply voltage and generates a supply voltage to be supplied to an in-vehicle device (6) according to a switching frequency, a monitoring unit (110) for monitoring the amount of time fluctuation of the supply voltage; a voltage control unit (120) that performs voltage control to control at least one of a rise time and a fall time of a voltage fluctuation in the switching converter based on the amount of time fluctuation of the supply voltage; A control device comprising:

[0058] (Technical thought 2) The control device according to Technical Idea 1, wherein the voltage control unit controls a gate resistance value of a switching element (31) in the switching converter to perform the voltage control.

[0059] (Technical Thought 3) A control device for controlling a switching converter (3) that changes a power supply voltage and generates a supply voltage to be supplied to an in-vehicle device (6) according to a switching frequency, a monitoring unit (110) for monitoring the amount of time fluctuation of the supply voltage; a voltage control unit (120) that performs voltage control to control a switching frequency of a voltage in the switching converter based on the time variation of the supply voltage; A control device comprising:

[0060] (Technical Thought 4) The control device according to any one of Technical Ideas 1 to 3, wherein the voltage control unit executes the voltage control when the amount of time fluctuation is within an allowable fluctuation range for the in-vehicle device.

[0061] (Technical Thought 5) The control device according to Technical Idea 4, wherein when there are multiple on-board devices, the voltage control unit performs the voltage control based on the time variation of the supply voltage to the on-board device with the smallest tolerance range.

[0062] (Technical Thought 6) A control device described in any one of Technical Ideas 1 to 5, wherein the voltage control unit performs the voltage control when the magnitude of noise in the primary component of the voltage in the switching converter is outside the allowable noise range.

[0063] (Technical Thought 7) The control device according to any one of Technical Ideas 1 to 6, wherein the voltage control unit executes the voltage control when a load stability condition is met in which fluctuations in the load current in the vehicle are within an acceptable range.

[0064] (Technical Thought 8) The control device according to any one of Technical Ideas 1 to 7, wherein the monitoring unit monitors an input voltage to the in-vehicle device as the supply voltage. [Explanation of symbols]

[0065] 110 monitoring block (monitoring unit), 120 output block (voltage control unit), 3 DC-DC converter (switching converter), 31 switching element, 6 automotive equipment.

Claims

1. A control device for controlling a switching converter (3) that changes a power supply voltage and generates a supply voltage to be supplied to an in-vehicle device (6) according to a switching frequency, A monitoring unit (110) that monitors the amount of time fluctuation of the supply voltage; a voltage control unit (120) that performs voltage control to control at least one of a rise time and a fall time of a voltage fluctuation in the switching converter based on the time fluctuation amount of the supply voltage; A control device comprising:

2. 2. The control device according to claim 1, wherein the voltage control unit controls a gate resistance value of a switching element (31) in the switching converter to perform the voltage control.

3. The control device according to claim 1 , wherein the voltage control unit executes the voltage control when the amount of time variation is within an allowable variation range for the in-vehicle device.

4. A control device for controlling a switching converter (3) that changes a power supply voltage and generates a supply voltage to be supplied to an in-vehicle device (6) according to a switching frequency, A monitoring unit (110) that monitors the amount of time fluctuation of the supply voltage; a voltage control unit (120) that performs voltage control to control a switching frequency of a voltage in the switching converter based on the time variation of the supply voltage; Equipped with The voltage control unit is a control device that executes the voltage control when the amount of time variation is within an allowable variation range for the in-vehicle device.

5. 5. The control device according to claim 3, wherein when there are a plurality of in-vehicle devices, the voltage control unit performs the voltage control based on the amount of time variation of the supply voltage to the in-vehicle device for which the allowable variation range is smallest.

6. 5. The control device according to claim 1, wherein the voltage control unit executes the voltage control when a magnitude of noise in a primary component of the voltage in the switching converter is outside an allowable noise range.

7. 5. The control device according to claim 1, wherein the voltage control unit executes the voltage control when a load stability condition is met in which a fluctuation in load current in the vehicle falls within an allowable range.

8. 5. The control device according to claim 1, wherein the monitoring unit monitors an input voltage to the in-vehicle device as the supply voltage.

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