阅读说明：本技术 车载电源装置 (Vehicle-mounted power supply device ) 是由 影山洋一 东出贵司 爱宕克则 竹中一雄 平城久雄 薛侑吾 西中大贵 于 2018-12-06 设计创作，主要内容包括：在车辆用蓄电池的输出电压小于启动用电压的下限值时,通过从外部向非接触受电部供给的电力来对蓄电部充电,将充电到蓄电部的电力经由放电部向控制部供给,由此控制部能够启动。在控制部启动后,蓄电池继电器部使用从蓄电部经由放电部供给的电力并通过控制部被控制为连接状态。通过由高电压蓄电池向车辆用蓄电池供给电力,车辆用蓄电池能够以下限值以上的电压进行输出,从而多个继电器部变为能够连接。(When the output voltage of the vehicle battery is lower than the lower limit of the starting voltage, the control unit can start the vehicle by charging the power storage unit with electric power supplied from the outside to the non-contact power receiving unit and supplying the electric power charged in the power storage unit to the control unit via the discharging unit. After the control unit is activated, the battery relay unit is controlled to be in a connected state by the control unit using the electric power supplied from the power storage unit via the discharge unit. When electric power is supplied from the high-voltage battery to the vehicle battery, the vehicle battery can output a voltage equal to or higher than the lower limit value, and the plurality of relay units can be connected.)

1. An in-vehicle power supply device is provided with:

a first storage battery;

a second battery that outputs a starting voltage lower than an output voltage of the first battery;

an electrical junction box having a plurality of relay units connected or disconnected using the start voltage to distribute and output power received from the first battery or to disconnect power received from the first battery, and a control unit that controls the connection or disconnection of the plurality of relay units using the start voltage, connects the plurality of relay units when starting, and disconnects the plurality of relay units when stopping starting; and

a backup power supply unit that supplies drive power to a battery relay unit that is one of the plurality of relay units and supplies the drive power to the control unit, a non-contact power receiving unit that is connected to a charging path of the power storage unit and can receive power by a non-contact method, and a discharge unit that is connected to a discharging path of the power storage unit and supplies the charging power from the first battery to the second battery,

wherein the power storage unit is charged with electric power supplied from outside of the in-vehicle power supply device to the non-contact power receiving unit when the start-up voltage output from the first battery is less than a predetermined lower limit value,

supplying the electric power charged to the power storage portion to the control portion via the discharging portion, whereby the control portion becomes capable of starting,

the battery relay section is controlled to a connected state by the control section using the electric power supplied from the power storage section via the discharge section after the control section is activated,

by supplying electric power from the first battery to the second battery, the second battery can output a voltage equal to or higher than the lower limit value, and the plurality of relay units can be connected.

2. The vehicular power supply apparatus according to claim 1,

the electric storage element of the electric storage unit uses an electric double layer capacitor.

3. The vehicular power supply apparatus according to claim 1 or 2,

further comprising a battery converter disposed between the battery relay unit and the second battery,

the battery converter is driven by supplying electric power from the first battery to the battery converter via the battery relay section,

the first battery supplies electric power to the second battery at the voltage converted by the battery converter.

Technical Field

The present disclosure relates to an in-vehicle power supply device for various vehicles.

Background

Hereinafter, a conventional in-vehicle power supply device will be described with reference to the drawings. Fig. 5 is a block diagram showing a configuration of a conventional in-vehicle power supply device, and the in-vehicle power supply device 1 includes a high-voltage battery 2, a vehicle battery 3, an electrical connection box 4, and DCDC (direct current-direct current) converters 5 and 6. In the in-vehicle power supply device 1, the electric power stored in the high-voltage battery 2 is supplied to the load 7 via the electrical junction box 4 and the DCDC converter 5, and is supplied to the load 8 via the electrical junction box 4 and the DCDC converter 6.

In order to ensure safety of the vehicle 9 and the passengers on which the high-voltage battery 2 is mounted, the electrical connection between the high-voltage battery 2 and the loads 7 and 8 is disconnected by the electrical connection box 4 when the vehicle 9 is not started. When the vehicle 9 is started, the disconnected state in the electrical junction box 4 is released by the vehicle battery 3. And during the start of the vehicle 9, the high-voltage battery 2 is electrically connected with the load 7 and the load 8 through the electrical connection box 4. The operation of electrically connecting and disconnecting the load 7 and the load 8 from the high-voltage battery 2 through the electrical junction box 4 described above is performed by the electric power supplied from the vehicle battery 3 to the electrical junction box 4.

Further, as prior art literature information related to the disclosure of the present application, for example, patent document 1 is known.

Disclosure of Invention

The disclosed vehicle-mounted power supply device is provided with: a first storage battery; a second battery that outputs a starting voltage lower than an output voltage of the first battery; an electrical junction box having a plurality of relay units connected or disconnected using the start voltage to distribute and output power received from the first battery or to disconnect power received from the first battery, and a control unit that controls the connection or disconnection of the plurality of relay units using the start voltage, connects the plurality of relay units when starting, and disconnects the plurality of relay units when stopping starting; and a backup power supply unit including a power storage unit that supplies drive power to a battery relay unit that is one of the plurality of relay units and supplies the drive power to the control unit, a non-contact power receiving unit that is connected to a charging path of the power storage unit and can receive power in a non-contact manner, and a discharge unit that is connected to a discharge path of the power storage unit and supplies charging power from the first battery to the second battery, wherein the control unit is enabled to start up by charging the power storage unit with power supplied from the outside to the non-contact power receiving unit and supplying the power charged in the discharge unit to the control unit via the control unit when the start-up voltage output from the first battery is smaller than a predetermined lower limit value, after the control unit is activated, the battery relay unit is controlled to be in a connected state by the control unit using the electric power supplied from the power storage unit via the discharge unit, and the second battery can be output at a voltage equal to or higher than the lower limit value by supplying the electric power from the first battery to the second battery, so that the plurality of relay units can be connected.

Drawings

Fig. 1 is a circuit block diagram showing a configuration of an in-vehicle power supply device in an embodiment of the present disclosure.

Fig. 2 is a second circuit block diagram showing the configuration of a vehicle equipped with an in-vehicle power supply device in the embodiment of the present disclosure.

Fig. 3 is a first flowchart showing the operation of a vehicle equipped with an in-vehicle power supply device in the embodiment of the present disclosure.

Fig. 4 is a third circuit block diagram showing the configuration of a vehicle equipped with an in-vehicle power supply device in the embodiment of the present disclosure.

Fig. 5 is a block diagram of a configuration of a conventional vehicle power supply device.

Detailed Description

In the conventional in-vehicle power supply apparatus 1 described with reference to fig. 5, when the battery is empty due to deterioration of the vehicle battery 3, the disconnection state of the electrical junction box 4 cannot be released despite the electric power stored in the high-voltage battery 2. As a result, the following problems arise: the vehicle 9 cannot be started, and the vehicle battery 3 needs to be replaced immediately in order to start the vehicle 9.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.

(embodiment mode)

[ Structure of the in-vehicle Power supply device 10 ]

First, the in-vehicle power supply device will be described with reference to fig. 1.

Fig. 1 is a circuit block diagram showing the configuration of an in-vehicle power supply device 10 in the embodiment of the present disclosure. The in-vehicle power supply device 10 includes a high-voltage battery 11, a vehicle battery 12, an electrical connection box 13, and a backup power supply unit (BU electrode unit) 14.

The electrical junction box 13 includes a plurality of relay units 15 and a control unit 16. The plurality of relay units 15 are connected or disconnected using the starting voltage Vb output from the vehicle battery 12 as drive power.

In fig. 1 and fig. 2 and 4 described later, a supply line for supplying electric power from the vehicle battery 12 to the plurality of relay units 15 may not be shown because the drawings are complicated.

The control unit 16 controls connection and disconnection of the plurality of relay units 15 by using the starting voltage Vb output from the vehicle battery 12 as drive power. When the electrical junction box 13 is activated, the plurality of relay sections 15 become a connected state. When the electrical junction box 13 is stopped, the plurality of relay units 15 are turned off.

In fig. 1 and 2, since the drawings are complicated, control lines of the control unit 16 are not shown.

Backup power supply unit 14 includes a power storage unit 17, a non-contact power receiving unit 18, and a discharging unit 19. The non-contact power receiving unit 18 can receive power by a non-contact method and is connected to a charging path of the power storage unit 17. Discharge unit 19 is connected to a discharge path of power storage unit 17. The high-voltage battery 11 supplies electric power to the vehicle battery 12 via a battery relay unit 15A among the plurality of relay units 15. Discharge unit 19 supplies driving power of control unit 16 and driving power of battery relay unit 15A.

Here, when the terminal voltage of vehicle battery 12 is lower than the lower limit value of start-up voltage Vb, power storage unit 17 is charged with electric power supplied from the outside to contactless power receiving unit 18. Then, the electric power charged in power storage unit 17 is supplied to control unit 16 via discharge unit 19, and control unit 16 can be started. Then, after the control unit 16 is started, the control unit 16 controls the battery relay unit 15A to be in a connected state. Then, by supplying electric power from the high-voltage battery 11 to the vehicle battery 12, the vehicle battery 12 can output a voltage equal to or higher than the lower limit value of the starting voltage Vb, and the plurality of relay units 15 can be connected.

According to the above configuration and operation, even when the electric connection box 13 cannot be started (in other words, the vehicle 20 cannot be started (see fig. 2)) due to the voltage shortage caused by the battery depletion in the vehicle battery 12, the vehicle 20 can be started by a simple operation. This is because the electrical connection box 13 can be started up by temporarily supplying power to the backup power supply unit 14 by non-contact power supply, and the vehicle can be started up.

Here, first, the backup power supply unit 14 activates a part of the electrical connection box 13 in order to bring a state in which electric power can be supplied from the high-voltage battery 11 to the vehicle battery 12. Here, the vehicle battery 12 is charged by activating the battery relay unit 15A, which is one of the plurality of relay units 15. Since only one relay unit (battery relay unit 15A) of the plurality of relay units 15 is activated, the activation can be performed with a small amount of electric power. This enables the vehicle battery 12 to start the entire electrical junction box 13 at least temporarily. In other words, the vehicle 20 (see fig. 2) becomes a startable state. That is, even when the battery depletion occurs in the vehicle battery 12, the vehicle 20 can be easily started.

[ Structure of vehicle 20 ]

Next, the structure and operation of the vehicle 20 equipped with the in-vehicle power supply device 10 will be described with reference to fig. 2 and 3.

Note that the same reference numerals are given to the same configurations as those of the in-vehicle power supply device 10 described with reference to fig. 1, and the description thereof may be omitted.

Fig. 2 is a block diagram showing the configuration of a vehicle 20 equipped with the in-vehicle power supply device 10 in the embodiment of the present disclosure. Fig. 3 is a flowchart illustrating an operation of the vehicle 20 equipped with the in-vehicle power supply device 10 according to the embodiment of the present disclosure.

First, the vehicle 20 mounted with the in-vehicle power supply device 10 has the following configuration. Vehicle 20 includes a vehicle body 21, and vehicle-mounted power supply device 10 is mounted on vehicle body 21. The in-vehicle power supply device 10 includes a high-voltage battery 11, a vehicle battery 12, an electrical junction box 13, and a backup power supply unit 14. The vehicle 20 may be configured to supply all of the energy for driving from the high-voltage battery 11, or the vehicle 20 may be configured to supply a part of the energy for driving from the high-voltage battery 11.

The electrical junction box 13 includes a plurality of relay units 15 and a control unit 16. The plurality of relay units 15 are connected or disconnected using the starting voltage Vb output from the vehicle battery 12 as drive power. When the relay unit 15 is in the connected state, the high-voltage battery 11 supplies electric power to the load 22. The control unit 16 controls connection and disconnection of the plurality of relay units 15 using the starting voltage Vb output from the vehicle battery 12 as drive power.

Backup power supply unit 14 includes a power storage unit 17, a non-contact power receiving unit 18, and a discharging unit 19. The non-contact power receiving unit 18 can receive power in a non-contact manner from a power feeding unit 23 provided outside the vehicle 20 independently of the vehicle 20. The non-contact power receiving unit 18 is connected to a charging path of the power storage unit 17. Discharge unit 19 is connected to a discharge path of power storage unit 17. Discharge unit 19 supplies driving power of control unit 16 and driving power of battery relay unit 15A. The battery relay unit 15A, which is one of the plurality of relay units 15, is provided in a path through which charging power is supplied from the high-voltage battery 11 to the vehicle battery 12.

Next, the operation of the vehicle 20 equipped with the in-vehicle power supply device 10 will be described with reference to fig. 2 and 3.

[ State in which Voltage of Battery for vehicle is Normal ]

First, an example of an operation when the terminal voltage of the vehicle battery 12 is equal to or higher than the lower limit value of the starting voltage Vb for starting the vehicle 20 will be described. Here, the vehicle 20 is in a state in which it can be started normally.

As shown in fig. 2 or 3, when the vehicle 20 is in a resting state (not in an activated state), the vehicle body control unit 26 receives an activation signal by the operation of the transmitter 24 by the occupant (step (a)), and the activation switch (activation SW)25 is switched from off to on by the vehicle body control unit 26. Further, as an example of the transmitter 24, there is a key or the like. An engine switch and the like are examples of the start switch 25.

Next, for example, the vehicle body control unit 26 detects the voltages of the high-voltage battery 11 and the vehicle battery 12 (step (B)). When the vehicle body control unit 26 determines that there is no difference in the voltage of both the high-voltage battery 11 and the vehicle battery 12 (step (C): no), the control unit 16 is activated based on the determination.

Although not shown in fig. 2, the electric power used for driving the vehicle body control unit 26 and the control unit 16 is the electric power supplied from the vehicle battery 12.

In the present embodiment, the vehicle body control unit 26 and the control unit 16 are illustrated as separate control bodies in order to facilitate the description of the respective functions, but the vehicle body control unit 26 and the control unit 16 may be provided as a single control body in the vehicle body 21 or the electrical junction box 13.

Next, the control unit 16 is started, and since there is no abnormality in the voltages of the high-voltage battery 11 and the vehicle battery 12, the control unit 16 controls the relay unit 15 to be in the connected state.

In fig. 1, 2, and 4 described later, since the drawings are complicated, some signal lines such as control signal lines output from the vehicle body control unit 26 or the control unit 16 may not be shown. Note that a supply line for supplying electric power from the vehicle battery 12 to the plurality of relay units 15 may not be shown.

In the present embodiment, the relay unit 15 uses a mechanical relay, and since the mechanical relay requires relatively large electric power for driving, the relay unit 15 serving as the mechanical relay receives supply of driving electric power from the vehicle battery 12 and receives a signal related to control of connection or disconnection from the control unit 16.

As described above, the relay unit is in the connected state by the control of the control unit 16 and the supply of the driving electric power supplied from the vehicle battery 12. In other words, the electrical junction box 13 is activated by the control performed by the control unit 16 and the supply of the driving electric power supplied from the vehicle battery 12 (step (D)).

By these operations, the load 22 connected to the relay unit 15 can be operated using the electric power of the high-voltage battery 11. In other words, the vehicle 20 is started (step (E)), and becomes a state capable of traveling (step (F)). Further, the operation in step (E) and the operation in step (D) may be handled as one operation.

In the embodiment shown in fig. 2, the voltage itself output from the vehicle battery 12 is used for the load 22, but the present invention is not necessarily limited to driving the load 22 with the voltage output from the vehicle battery 12. In this case, as shown in fig. 4, a voltage conversion unit such as a DCDC converter 28 may be provided between the load 22 and the relay unit 15.

In the state where vehicle 20 is started and allowed to travel (step (F)), power storage unit 17 of backup power supply unit 14 may be charged to an arbitrary voltage. For example, when an electric double-layer capacitor (EDLC) is used as power storage unit 17, power storage unit 17 may be charged to a level at which deterioration does not progress during the start-up of vehicle 20.

[ abnormal Voltage State of vehicle Battery ]

Next, a case where the terminal voltage of the vehicle battery 12 is smaller than the lower limit value of the starting voltage Vb for starting the vehicle 20 will be described. That is, an example of the operation of the vehicle 20 when the vehicle 20 cannot be normally started will be described with reference to fig. 2 and 3.

The operation of step (a) is the same as that described above, and therefore, the description thereof is omitted.

Next, the vehicle body control unit 26 detects the voltages of the high-voltage battery 11 and the vehicle battery 12 (step (B)). Then, when there is an abnormality in the vehicle battery 12 (when the terminal voltage of the vehicle battery 12 is lower than the lower limit value of the starting voltage Vb), it is determined that the voltage is abnormal (step (C): yes). At this time, the vehicle 20 is not started and the electrical junction box 13 is not started. Since the terminal voltage of the vehicle battery 12 is lower than the lower limit value of the starting voltage Vb, even if the control unit 16 is driven to output a control signal, the relay unit 15 cannot be driven, and the electrical junction box 13 cannot be started. That is, the terminal voltage of the vehicle battery 12 is smaller than the lower limit value of the starting voltage Vb, and thus the relay unit 15 continues to be in the off state following the state where the vehicle 20 is started and stopped. Therefore, in this state, no power is supplied to the load 22, and the load 22 is not driven.

In the above-described operation, it is assumed that the vehicle body control unit 26 is started up using the dark current of the vehicle battery 12, and if it is assumed that the vehicle battery 12 cannot output even the dark current to the vehicle body control unit 26, the vehicle body control unit 26 cannot detect the voltages of the high-voltage battery 11 and the vehicle battery 12. That is, the operation of step (B) cannot be performed. At the same time, the operation of comparing or determining the voltages of the high-voltage battery 11 and the vehicle battery 12 cannot be performed (step (C)). At this time, it is needless to say that the relay unit 15 cannot be driven, and the relay unit 15 continues to be in the off state after the vehicle 20 starts and stops. Therefore, in this state, power is not supplied to the load 22, and the load 22 is not driven. In addition, when it is determined that there is an abnormality in the vehicle battery 12, for example, as a result of the comparison or determination of the voltages of the high-voltage battery 11 and the vehicle battery 12 in step (C), it may be indicated on a display unit (not shown) that the vehicle battery 12 is in an abnormal state (battery-empty). When the display unit shows an abnormal state, the dark current of the vehicle battery 12 is used.

In the operation of step (C), particularly when the vehicle battery 12 is dead and the relay unit 15 cannot be connected (in other words, when the vehicle 20 cannot be started because the electrical junction box 13 cannot be started), the electric power stored in the power storage unit 17 of the backup power supply unit 14 is used for starting the control unit 16 and for starting the battery relay unit 15A among the plurality of relay units 15.

For example, even if the terminal voltage of the vehicle battery 12 is lower than the lower limit value of the starting voltage Vb (yes in step (C)), the battery relay unit 15A can be driven (step (G) is equal to or higher than the threshold value) when the dark current of the vehicle battery 12 is a value that can drive the control unit 16 and the control unit 16 determines that the voltage equal to or higher than the lower limit value of the starting voltage Vb remains in the power storage unit 17.

When the conditions of the dark current and the residual voltage described above are satisfied, the electric power of power storage unit 17 is supplied to control unit 16 via discharge unit 19 as electric power for reliably driving control unit 16. Then, the supply of electric power from power storage unit 17 to control unit 16 is continued, and the electric power of power storage unit 17 is supplied to battery relay unit 15A via discharge unit 19 as electric power for driving battery relay unit 15A. That is, a part of the electrical junction box 13 becomes capable of starting (step (H)). The transition from step (G) to step (H) is continuous.

In particular, when an electric double layer capacitor is used as the electric storage element in electric storage unit 17, a large current can be supplied in a short time. Therefore, even with respect to battery relay unit 15A, which is a mechanical relay, power storage unit 17 can supply electric power for driving, and the reliability of the operation relating to connection in battery relay unit 15A is increased.

Then, the control unit 16 can be continuously driven and the battery relay unit 15A can be driven by the electric power of the backup power supply unit 14, and the battery relay unit 15A can be connected. The battery relay unit 15A is connected to supply electric power from the high-voltage battery 11 to the vehicle battery 12 (in other words, the vehicle battery 12 is charged by the high-voltage battery 11). At this time, the starting voltage Vb equal to or higher than the lower limit value is applied to the vehicle battery 12 via the battery relay unit 15A. Therefore, electric power that can drive the relay unit 15 can be supplied from the vehicle battery 12 to all the relay units 15 of the electrical junction box 13. That is, the entire electrical junction box 13 can be activated (step (I)). As a result, the load 22 can operate using the electric power of the high-voltage battery 11. Then, the vehicle 20 is started to be able to travel (step (J)).

On the other hand, for example, when it is determined that the starting voltage Vb of the vehicle battery 12 is lower than the lower limit value and the voltage is abnormal (yes in step (C)), and the control unit 16 determines that the dark current of the vehicle battery 12 is not a value that can be driven by the control unit 16, or when the dark current of the vehicle battery 12 is a value that can be driven by the control unit 16 but a voltage equal to or higher than the threshold value does not remain in the power storage unit 17 (step (G) is lower than the threshold value), the battery relay unit 15A can be driven by charging the power supply unit 23 to the backup power supply unit 14.

Here, electric power is supplied from power supply unit 23 to non-contact power receiving unit 18 of backup power supply unit 14 by non-contact power supply (step (K)), and power storage unit 17 is charged by the supplied electric power via non-contact power receiving unit 18. Here, the function related to charging may be provided by the non-contact power receiving unit 18 or may be provided by the power storage unit 17.

At the time point when it is determined that the voltage of power storage unit 17 becomes equal to or greater than the charge threshold value, the charging operation to power storage unit 17 is stopped. Preferably, the backup control unit 27 determines the charging threshold value and controls the charging operation. The backup control unit 27 may be provided in the backup power supply unit 14, and the backup control unit 27 may be driven by the electric power of the power storage unit 17 and the electric power supplied to the non-contact power receiving unit 18. The voltage of power storage unit 17 may be displayed on a display unit (not shown) so as to be recognizable inside or outside vehicle 20 as being equal to or higher than the charge threshold.

When it is determined that the voltage of power storage unit 17 becomes equal to or higher than the charge threshold (equal to or higher than the threshold in step (G)), the electric power of power storage unit 17 is supplied to control unit 16 as the electric power for driving control unit 16 via discharge unit 19 in step (H). The standby control unit 27 may perform operations related to the charging and discharging from step (K) to step (H) by detecting, as a trigger, the supply of power from the power supply unit 23 to the standby power supply unit 14 and the signal from the transmitter 24 at the same time or within a predetermined period.

When the electric power of power storage unit 17 is supplied to control unit 16 via discharge unit 19 as the electric power for driving control unit 16, the supply of the electric power is continued, and thereafter, the electric power of power storage unit 17 is supplied to battery relay unit 15A via discharge unit 19 as the electric power for driving battery relay unit 15A. That is, a part of the electrical junction box 13 can be activated (step (H)).

In particular, when an electric double layer capacitor is used as the electric storage element in electric storage unit 17, a large current can be supplied in a short time. Therefore, even with respect to battery relay unit 15A as a mechanical relay, power storage unit 17 can supply electric power for driving, and the reliability of the operation with respect to the connection in battery relay unit 15A is increased. Further, the power storage unit 17 and the backup power supply unit 14 can be reduced in size and weight. In addition, a small lithium secondary battery may be used as the power storage element in power storage unit 17.

The control unit 16 and the battery relay unit 15A can be driven by the power of the backup power supply unit 14, and the battery relay unit 15A is connectable. The battery relay unit 15A is connected to supply electric power from the high-voltage battery 11 to the vehicle battery 12. That is, the high-voltage battery 11 charges the vehicle battery 12. At this time, the starting voltage Vb equal to or higher than the lower limit value is applied to the vehicle battery 12 via the battery relay unit 15A. Therefore, electric power that can drive the relay unit 15 can be supplied from the vehicle battery 12 to all the relay units 15 of the electrical junction box 13. That is, the entire electrical junction box 13 can be activated (step (I)).

As a result, the load 22 can operate using the electric power of the high-voltage battery 11. In other words, the vehicle 20 is started and becomes capable of traveling (step (J)).

After that, when vehicle 20 is started and becomes capable of traveling (step (L)), power storage unit 17 of backup power supply unit 14 may be charged to an arbitrary voltage.

As is clear from the above description, in the present embodiment, even when the battery depletion occurs in the vehicle battery 12 and the voltage is insufficient, and the electrical junction box 13 cannot be started (in other words, the vehicle 20 cannot be started), the vehicle 20 can be restarted by a simple operation. Power is supplied to the backup power supply unit 14 temporarily by supplying power to the non-contact power receiving unit 18 in a non-contact manner from a power supply unit 23 disposed outside the vehicle 20. Therefore, the electrical junction box 13 can be started, and the vehicle 20 can be restarted.

The backup power supply unit 14 activates a part of the electrical connection box 13 to enable the electric power for charging to be supplied from the high-voltage battery 11 to the vehicle battery 12. The control unit 16 is activated by a small limited amount of electric power, and the battery relay unit 15A is activated by controlling only the battery relay unit 15A which is one of the plurality of relay units 15. Thereby, the vehicle battery 12 is charged, and the vehicle battery 12 is at least temporarily brought into a state in which the entire electrical junction box 13 can be started, in other words, the vehicle 20 can be started at least temporarily. That is, even when the battery depletion occurs in the vehicle battery 12, the vehicle 20 can be easily started.

Of course, when the battery end occurs in the vehicle battery 12, in this case, the vehicle 20 can be restarted by the power supply unit 23 having a small power capacity, which can supply power in a non-contact manner, without replacing the vehicle battery 12.

Although not shown, when the vehicle 20 is started and stopped (in other words, when the electrical junction box 13 is stopped after the start), all of the plurality of relay units 15 are turned off.

As described above, in the vehicle 20 equipped with the in-vehicle power supply device 10 according to the embodiment of the present disclosure, as shown in fig. 4, the DCDC converter 28 may be provided as a voltage conversion function between the load 22 and the relay unit 15. In particular, the battery converter 28A is provided between the battery relay unit 15A and the vehicle battery 12, and in the operation of step (I), the battery converter 28A is driven by supplying electric power from the high-voltage battery 11 to the battery relay unit 15A. Then, the battery converter 28A converts the voltage of the high-voltage battery 11 and supplies electric power to the vehicle battery 12.

After the start of the vehicle 20 (step (J)), the supply of the drive power to the battery converter 28A may be switched from the supply from the battery relay unit 15A to the supply from the vehicle battery 12.

The control of the DCDC converter 28 (including the battery converter 28A) may be performed by the control unit 16. Although the DCDC converter 28 (battery converter 28A) may be disposed in the electrical junction box 13 or outside the electrical junction box 13, the operation control of the DCDC converter 28 and the battery converter 28A by the control unit 16 is facilitated particularly when the DCDC converter 28 and the battery converter 28A are disposed in the electrical junction box 13.

Fig. 4 shows an example in which a DCDC converter 28 (including a battery converter 28A) is disposed in the electrical junction box 13.

(conclusion)

The disclosed vehicle-mounted power supply device 10 includes: a high-voltage battery 11; a vehicle battery 12 that outputs a starting voltage Vb lower than the output voltage of the high-voltage battery 11; and an electrical junction box 13 having a plurality of relay units 15 and a control unit 16, wherein the plurality of relay units 15 are connected or disconnected using a start voltage Vb to distribute and output electric power received from the high-voltage battery 11 or to disconnect electric power received from the high-voltage battery 11, and the control unit 16 controls the connection or disconnection of the plurality of relay units 15 using the start voltage Vb, connects the plurality of relay units 15 when starting, and disconnects the plurality of relay units 15 when starting and stopping. The in-vehicle power supply device 10 includes a backup power supply unit 14, the backup power supply unit 14 including a power storage unit 17, a non-contact power receiving unit 18, and a discharging unit 19, the backup power supply unit 14 supplying drive power to a battery relay unit 15A that is one of the plurality of relay units 15 and supplying drive power to the control unit 16, the non-contact power receiving unit 18 being connected to a charging path of the power storage unit 17 and capable of receiving power in a non-contact manner, the discharging unit 19 being connected to a discharging path of the power storage unit 17, and the battery relay unit 15A supplying charging power from the high-voltage battery 11 to the vehicle battery 12. When the starting voltage Vb output from the first battery is lower than a predetermined lower limit value, the control unit 16 can start the vehicle by charging the power storage unit 17 with the electric power supplied from the outside to the non-contact power receiving unit 18 and supplying the electric power charged in the power storage unit 17 to the control unit 16 via the discharging unit 19, and after the control unit 16 starts the vehicle, the battery relay unit 15A is controlled to be connected by the control unit 16 using the electric power supplied from the power storage unit 17 via the discharging unit 19, and by supplying the electric power from the high-voltage battery 11 to the vehicle battery 12, the vehicle battery 12 can output a voltage equal to or higher than the lower limit value Vb, and the plurality of relay units 15 can be connected.

According to the present disclosure, even when the vehicle battery 12 runs out of batteries and the vehicle 20 cannot be started, the backup power supply unit 14 can start up a part of the electrical connection box 13 by temporarily supplying power to the backup power supply unit 14 by non-contact power supply, and the vehicle battery 12 can be supplied with power for charging from the high-voltage battery 11. As a result, the vehicle battery 12 is in a state in which the entire electrical junction box 13 can be activated at least temporarily. In other words, the vehicle battery 12 is in a state in which the vehicle 20 can be started. That is, even when the battery depletion occurs in the vehicle battery 12, the vehicle 20 can be easily started.

In addition, an electric double layer capacitor may be used as the power storage element of power storage unit 17 of in-vehicle power supply device 10 of the present disclosure.

When the electric double-layer capacitor is used as the electric storage element in the electric storage unit 17, the in-vehicle power supply device 10 of the present disclosure can supply a large current in a short time.

The in-vehicle power supply device 10 of the present disclosure may further include a battery converter 28A disposed between the battery relay unit 15A and the vehicle battery 12. By supplying electric power from the high-voltage battery 11 to the battery relay unit 15A via the battery converter, the battery converter 28A is driven, and the high-voltage battery 11 can supply electric power to the vehicle battery 12 at the voltage converted by the battery converter 28A.

Industrial applicability

The vehicle-mounted power supply device of the present disclosure has an effect of easily starting the vehicle even when the battery is used up, and is useful for various vehicles.

Description of the reference numerals

1. 10: a vehicle-mounted power supply device; 2. 11: a high-voltage battery (first battery); 3. 12: a vehicle battery (second battery); 4. 13: an electrical connection box; 5. 6: a DCDC converter; 7. 8: a load; 9: a vehicle; 14: a standby power supply unit; 15: a relay unit; 15A: a battery relay section; 16: a control unit; 17: an electric storage unit; 18: a non-contact power receiving portion; 19: a discharge section; 20: a vehicle; 21: a vehicle body; 22: a load; 23: a power supply unit; 24: a transmitter; 25: starting a switch; 26: a vehicle body control unit; 27: a standby control section; 28: a DCDC converter; 28A: a battery converter.