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WO2024241475A1 - Dispositif de coupure embarqué - Google Patents

Dispositif de coupure embarqué Download PDF

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Publication number
WO2024241475A1
WO2024241475A1 PCT/JP2023/019104 JP2023019104W WO2024241475A1 WO 2024241475 A1 WO2024241475 A1 WO 2024241475A1 JP 2023019104 W JP2023019104 W JP 2023019104W WO 2024241475 A1 WO2024241475 A1 WO 2024241475A1
Authority
WO
WIPO (PCT)
Prior art keywords
conductive path
state
load
unit
cutoff
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/JP2023/019104
Other languages
English (en)
Japanese (ja)
Inventor
一翔 島本
寛之 辻
良介 高橋
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sumitomo Wiring Systems Ltd
AutoNetworks Technologies Ltd
Sumitomo Electric Industries Ltd
Toyota Motor Corp
Original Assignee
Sumitomo Wiring Systems Ltd
AutoNetworks Technologies Ltd
Sumitomo Electric Industries Ltd
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sumitomo Wiring Systems Ltd, AutoNetworks Technologies Ltd, Sumitomo Electric Industries Ltd, Toyota Motor Corp filed Critical Sumitomo Wiring Systems Ltd
Priority to PCT/JP2023/019104 priority Critical patent/WO2024241475A1/fr
Priority to CN202380098067.0A priority patent/CN121100459A/zh
Publication of WO2024241475A1 publication Critical patent/WO2024241475A1/fr
Anticipated expiration legal-status Critical
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for DC mains or DC distribution networks
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other DC sources, e.g. providing buffering
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems

Definitions

  • This disclosure relates to an on-board cutoff device.
  • Patent Document 1 discloses a power supply system in which an important load is provided between a first switch and a second switch, and power from a generator and a main power source is supplied to the important load from the first switch side, and power from a sub-battery is supplied from the second switch side.
  • This disclosure was made based on the above-mentioned circumstances, and aims to provide an in-vehicle cutoff device that can reliably supply power to a load.
  • the vehicle-mounted cutoff device of the present disclosure is An on-board cutoff device for use in an on-board system including a generator, a battery, a first load including an important load, a second load less important than the important load, a first conductive path provided between the generator and the battery, a second conductive path provided closer to the generator than the first conductive path, a third conductive path provided closer to the battery than the first conductive path, a fourth conductive path provided between the first conductive path and the first load, and a fifth conductive path provided between the second conductive path and the second load, a first blocking unit that is provided between the first conductive path and the second conductive path and that switches from a first permissive state that allows a current to flow between the first conductive path side and the second conductive path side to a first blocking state that blocks a current flow at least from the first conductive path side to the second conductive path side; a second blocking unit that is provided between the first conductive path and the third conductive path and that switches from a second permissive
  • FIG. 1 is a circuit diagram showing a schematic configuration of an in-vehicle system according to the first embodiment.
  • FIG. 2 is a flowchart illustrating an example of control in the abnormality determination unit according to the first embodiment.
  • An on-board cutoff device for use in an on-board system including a generator, a battery, a first load including an important load, a second load less important than the important load, a first conductive path provided between the generator and the battery, a second conductive path provided closer to the generator than the first conductive path, a third conductive path provided closer to the battery than the first conductive path, a fourth conductive path provided between the first conductive path and the first load, and a fifth conductive path provided between the second conductive path and the second load, a first blocking unit that is provided between the first conductive path and the second conductive path and that switches from a first permissive state that allows a current to flow between the first conductive path side and the second conductive path side to a first blocking state that blocks a current flow at least from the first conductive path side to the second conductive path side; a second blocking unit that is provided between the first conductive path and the third conductive path and that switches from a second permissive state that allows a current to flow between the first
  • the vehicle-mounted cutoff device (1) can supply power from the generator to the battery while the generator is operating by maintaining the first permissible state and the second permissible state by the control unit while the vehicle is running and parked. This ensures that the battery can be charged, and makes it possible to supply power to important loads from the battery without interruption even if the generator fails.
  • An abnormality determination unit is provided to determine whether the power supply from the generator is in a first abnormal state and whether the power supply from the battery is in a second abnormal state;
  • the control unit switches the first cut-off unit to the first cut-off state when the abnormality judgment unit determines that the first abnormal state exists, and switches the second cut-off unit to the second cut-off state when the abnormality judgment unit determines that the second abnormal state exists.
  • the vehicle-mounted cutoff device can prevent an abnormality occurring in the generator or battery from affecting the first load.
  • the in-vehicle system includes: A third load having a lower importance than the important load; and The vehicle-mounted circuit breaker according to (1) or (2), further comprising: a sixth conductive path provided between the third conductive path and the third load.
  • the vehicle-mounted cutoff device (3) can continuously supply power from the battery to the third load even when the first cutoff section and the second cutoff section are in the cutoff state.
  • the on-vehicle system 100 includes a generator 90, a battery 91, a load 70, a conductive path 80, and an on-vehicle circuit breaker 10.
  • the on-vehicle system 100 supplies electric power based on the generator 90 and the battery 91 to the load 70.
  • the generator 90 may be, for example, an alternator.
  • the generator 90 supplies power to the second conductive path 80B when in operation.
  • the magnitude of the output voltage that the generator 90 outputs when in operation is, for example, slightly greater than 12 V.
  • the battery 91 may be, for example, a lead-acid battery or a lithium-ion battery.
  • the battery 91 may output an output voltage of, for example, about 12 V.
  • the load 70 has a first load 70A, a second load 70B, and a third load 70C.
  • the first load 70A includes an important load that is more important than the second load 70B and the third load 70C.
  • the importance is determined, for example, based on the functional safety level defined in ISO26262.
  • the functional safety levels are classified into five levels, from lowest to highest: QM (Quality Management), ASIL (Automotive Safety Integrity Level)-A, ASIL-B, ASIL-C, and ASIL-D.
  • QM Quality Management
  • ASIL Automotive Safety Integrity Level
  • ASIL-B Automaticmotive Safety Integrity Level
  • ASIL-C Automatic Safety Integrity Level
  • ASIL-D The higher the functional safety level assigned to the load, the higher the importance of the load.
  • the first load 70A includes loads that have been assigned ASILs (i.e., ASIL-A to D).
  • the first load 70A is, for example, an ECU (Electronic Control Unit) of an electric brake device, an ECU of a shift-by-wire device, an ECU of a door lock device, a display device, an ECU of an airbag device, a DCM (Data Communication Module), etc.
  • ECU Electronic Control Unit
  • the second load 70B is a load that is less important than the first load 70A.
  • the second load 70B is a load that does not affect the safety of the vehicle C even if it does not operate while the vehicle C is traveling, and includes, for example, a seat heater, a USB power source, etc.
  • the third load 70C is a load that is less important than the first load 70A.
  • the third load 70C is a load that does not affect the safety of the vehicle C even if it does not operate while the vehicle C is traveling.
  • the third load 70C is a load through which it is preferable for a current to flow while the vehicle C is parked, and corresponds to, for example, various ECUs and memories of a navigation system. Additionally, loads with large inrush currents are also included in the third load 70C.
  • the conductive path 80 includes a first conductive path 80A, a second conductive path 80B, a third conductive path 80C, a fourth conductive path 80D, a fifth conductive path 80E, and a sixth conductive path 80F.
  • the first conductive path 80A is provided between the generator 90 and the battery 91.
  • the second conductive path 80B is provided closer to the generator 90 than the first conductive path 80A and is electrically connected to the generator 90.
  • the third conductive path 80C is provided closer to the battery 91 than the first conductive path 80A and is electrically connected to the battery 91.
  • the fourth conductive path 80D is provided between the first conductive path 80A and the first load 70A.
  • the fifth conductive path 80E is provided between the second conductive path 80B and the second load 70B.
  • the sixth conductive path 80F is provided between the third conductive path 80C and the third load 70C.
  • connection objects preferably means a configuration in which the connection objects are connected in a mutually conductive state (a state in which current can flow) so that the potentials of both connection objects are equal.
  • electrically connected may also mean a configuration in which the connection objects are connected in a state in which they can be conductive with an electrical component interposed between them.
  • the vehicle-mounted circuit breaker 10 has a circuit breaker unit 82 , a current detector 88 , an overcurrent detector 84 , an abnormality determination unit 85 , and a controller 86 .
  • the interrupter 82 has a first interrupter 82A, a second interrupter 82B, a third interrupter 82C, a fourth interrupter 82D, and a fifth interrupter 82E.
  • the first interrupter 82A, the second interrupter 82B, the third interrupter 82C, the fourth interrupter 82D, and the fifth interrupter 82E are each configured using a single switching element such as a FET (Field Effect Transistor).
  • the third interrupter 82C, the fourth interrupter 82D, and the fifth interrupter 82E are each configured using a FET or a thermal fuse (mechanical fuse), for example.
  • the first interrupting section 82A is provided between the first conductive path 80A and the second conductive path 80B.
  • the first interrupting section 82A has a body diode (not shown).
  • the cathode of the body diode of the first interrupting section 82A is electrically connected to the first conductive path 80A, and the anode is electrically connected to the second conductive path 80B.
  • the first interrupting section 82A switches from a first permissive state, which is an on state that allows current to flow between the first conductive path 80A side and the second conductive path 80B side, to a first blocking state, which is an off state that blocks the current flow from the first conductive path 80A side to the second conductive path 80B side. In the first blocking state, the first interrupting section 82A allows current to flow from the second conductive path 80B side to the first conductive path 80A side by the body diode.
  • the second cutoff section 82B is provided between the first conductive path 80A and the third conductive path 80C.
  • the second cutoff section 82B has a body diode (not shown).
  • the cathode of the body diode of the second cutoff section 82B is electrically connected to the first conductive path 80A, and the anode is electrically connected to the third conductive path 80C.
  • the second cutoff section 82B switches from a second permissive state, which is an on state that allows current to flow between the first conductive path 80A side and the third conductive path 80C side, to a second cutoff state, which is an off state that cuts off the current flow from the first conductive path 80A side to the third conductive path 80C side.
  • the body diode of the second cutoff section 82B allows current to flow from the third conductive path 80C side to the first conductive path 80A side.
  • the third interrupter 82C is provided on the fifth conductive path 80E.
  • the third interrupter 82C switches from an ON state that allows conduction between the second conductive path 80B and the second load 70B to an OFF state that interrupts the conduction.
  • the fourth interrupter 82D is provided on the fourth conductive path 80D.
  • the fourth interrupter 82D switches from an ON state that allows conduction between the first conductive path 80A and the first load 70A to an OFF state that interrupts conduction.
  • the fifth interrupter 82E is provided on the sixth conductive path 80F.
  • the fifth interrupter 82E switches from an ON state that allows conduction between the third conductive path 80C and the third load 70C to an OFF state that interrupts the conduction.
  • the current detection unit 88 has a first current detection unit 88A and a second current detection unit 88B.
  • the first current detection unit 88A is provided in the second conductive path 80B.
  • the first current detection unit 88A can detect the current flowing through the second conductive path 80B and the direction in which the current flows in the second conductive path 80B.
  • the first current detection unit 88A is configured as a known current detection circuit using, for example, a current transformer or a shunt resistor.
  • the first current detection unit 88A outputs a signal A1 (hereinafter also simply referred to as signal A1) that can identify the magnitude and direction of the detected current.
  • the second current detection unit 88B is provided in the third conductive path 80C.
  • the second current detection unit 88B can detect the current flowing through the third conductive path 80C and the direction in which the current flows in the third conductive path 80C.
  • the second current detection unit 88B is configured as a known current detection circuit similar to the first current detection unit 88A.
  • the second current detection unit 88B outputs a signal A2 (hereinafter also simply referred to as signal A2) that can identify the magnitude and direction of the detected current.
  • the overcurrent detection unit 84 has a first overcurrent detection unit 84A and a second overcurrent detection unit 84B.
  • the first overcurrent detection unit 84A receives a signal A1 from the first current detection unit 88A.
  • the first overcurrent detection unit 84A compares the signal A1 with a first current threshold, and is configured to output an overcurrent signal Oc1 indicating an overcurrent state when the signal A1 is greater than the first current threshold.
  • the first current threshold is set to a value greater than the maximum current value flowing through the second conductive path 80B while the vehicle is running.
  • a comparator is used as the first overcurrent detection unit 84A.
  • the second overcurrent detection unit 84B receives signal A2 from the second current detection unit 88B.
  • the second overcurrent detection unit 84B compares signal A2 with a second current threshold, and is configured to output an overcurrent signal Oc2 indicating an overcurrent state when signal A2 is greater than the second current threshold.
  • the second current threshold is set to a value greater than the maximum current value flowing through the third conductive path 80C while the vehicle is running.
  • a comparator is used as the second overcurrent detection unit 84B.
  • the abnormality determination unit 85 is configured, for example, by an MCU (Micro Controller Unit).
  • the abnormality determination unit 85 is configured to receive an overcurrent signal Oc1 from the first overcurrent detection unit 84A and an overcurrent signal Oc2 from the second overcurrent detection unit 84B. Based on the input of the overcurrent signals Oc1 and Oc2, the abnormality determination unit 85 determines whether the generator 90 is in a ground fault state or whether the battery 91 is in a ground fault state.
  • the abnormality determination unit 85 determines that the generator 90 is in a ground fault state (first abnormal state in which no power is supplied from the generator 90), it outputs an abnormality signal Sg1 indicating the first abnormal state.
  • the abnormality determination unit 85 determines that the battery 91 is in a ground fault state (second abnormal state in which no power is supplied from the battery 91), it is configured to output an abnormality signal Sg2 indicating the second abnormal state.
  • the control unit 86 is configured, for example, by an MCU (Micro Controller Unit).
  • the control unit 86 maintains the first cutoff unit 82A in a first permissible state while the vehicle C is running and parked, and maintains the second cutoff unit 82B in a second permissible state.
  • the control unit 86 maintains the third cutoff unit 82C, the fourth cutoff unit 82D, and the fifth cutoff unit 82E in an on state while the vehicle C is running and parked.
  • the control unit 86 is configured to receive abnormality signals Sg1 and Sg2 from the abnormality determination unit 85.
  • the control unit 86 can perform control to switch the first cutoff unit 82A from the first permissible state to the first cutoff state and the second cutoff unit 82B from the second permissible state to the second cutoff state. Based on these signals (Sg1, Sg2), the control unit 86 can also control the switching of the third cutoff unit 82C, the fourth cutoff unit 82D, and the fifth cutoff unit 82E from an on state to an off state.
  • the control unit 86 controls the first cutoff unit 82A to be maintained in the first permissible state and the second cutoff unit 82B to be maintained in the second permissible state.
  • the control unit 86 controls each of the third cutoff unit 82C, the fourth cutoff unit 82D, and the fifth cutoff unit 82E to be maintained in the on state.
  • the in-vehicle cutoff device 10 periodically monitors the current (signal A1) flowing through the second conductive path 80B and the current (signal A2) flowing through the third conductive path 80C while the vehicle C is running and parked. Periodic monitoring corresponds to repeatedly executing the flowchart of FIG. 2 at predetermined intervals.
  • step S1 the abnormality determination unit 85 determines whether or not an overcurrent is flowing from the first conductive path 80A side to the second conductive path 80B side. Specifically, the first overcurrent detection unit 84A outputs an overcurrent signal Oc1 to the abnormality determination unit 85 when the signal A1 is greater than the first current threshold. In step S1, if the abnormality determination unit 85 determines that an overcurrent is flowing from the first conductive path 80A side to the second conductive path 80B side (Yes in step S1), the process proceeds to step S2.
  • the abnormality determination unit 85 determines that the generator 90 is in a ground fault state. At the same time, the abnormality determination unit 85 outputs an abnormality signal Sg1 indicating that the generator 90 is in a ground fault state to the control unit 86.
  • the control unit 86 switches the first interrupting unit 82A from the first permissive state (on state) to the first interrupting state (off state) based on the input of the abnormality signal Sg1 from the abnormality determination unit 85.
  • the control unit 86 switches the first interrupting unit 82A to the first interrupting state when the abnormality determination unit 85 determines that the first abnormal state exists.
  • the control unit 86 maintains the second interrupting unit 82B in the second permissive state and maintains the third interrupting unit 82C, the fourth interrupting unit 82D, and the fifth interrupting unit 82E in the on state.
  • the first interrupting unit 82A may be switched to the first interrupting state and the third interrupting unit 82C may be switched to the off state. In this way, the process shown in FIG. 2 is completed.
  • step S1 If the abnormality determination unit 85 determines in step S1 that an overcurrent is not flowing from the first conductive path 80A to the second conductive path 80B (No in step S1), the process proceeds to step S4.
  • the abnormality determination unit 85 determines whether or not an overcurrent is flowing from the first conductive path 80A side to the third conductive path 80C side. Specifically, the second overcurrent detection unit 84B outputs an overcurrent signal Oc2 to the abnormality determination unit 85 when the signal A2 is greater than the second current threshold.
  • the abnormality determination unit 85 determines in step S4 that an overcurrent is flowing from the first conductive path 80A side to the third conductive path 80C side (Yes in step S4), the process proceeds to step S5.
  • the abnormality determination unit 85 determines that the battery 91 is in a ground fault state. At the same time, the abnormality determination unit 85 outputs an abnormality signal Sg2 indicating that the battery 91 is in a ground fault state to the control unit 86.
  • the control unit 86 switches the second cutoff unit 82B from the second permissive state (on state) to the second cutoff state (off state) based on the input of the abnormality signal Sg2 from the abnormality determination unit 85.
  • the control unit 86 switches the second cutoff unit 82B to the second cutoff state when the abnormality determination unit 85 determines that the second abnormal state exists.
  • the control unit 86 maintains the first cutoff unit 82A in the first permissive state and maintains the third cutoff unit 82C, the fourth cutoff unit 82D, and the fifth cutoff unit 82E in the on state.
  • the second cutoff unit 82B may be set to the second cutoff state and the fifth cutoff unit 82E may be switched to the off state. In this way, the process shown in FIG. 2 is completed.
  • step S4 If the abnormality determination unit 85 determines in step S4 that an overcurrent is not flowing from the first conductive path 80A to the third conductive path 80C (No in step S4), the process shown in FIG. 2 is terminated and the process shown in FIG. 2 is executed again.
  • the vehicle-mounted cutoff device 10 is used in a vehicle-mounted system 100 including a generator 90, a battery 91, a first load 70A including an important load, a second load 70B, a first conductive path 80A, a second conductive path 80B, a third conductive path 80C, a fourth conductive path 80D, and a fifth conductive path 80E.
  • the second load 70B is less important than the important load included in the first load 70A.
  • the first conductive path 80A is provided between the generator 90 and the battery 91.
  • the second conductive path 80B is provided closer to the generator 90 than the first conductive path 80A.
  • the third conductive path 80C is provided closer to the battery 91 than the first conductive path 80A.
  • the fourth conductive path 80D is provided between the first conductive path 80A and the first load 70A.
  • the fifth conductive path 80E is provided between the second conductive path 80B and the second load 70B.
  • the vehicle-mounted interrupter 10 includes a first interrupter 82A, a second interrupter 82B, and a controller 86.
  • the first interrupter 82A is provided between the first conductive path 80A and the second conductive path 80B, and switches from a first permissive state in which a current flow is permitted between the first conductive path 80A side and the second conductive path 80B side to a first interruption state in which a current flow is interrupted from the first conductive path 80A side to the second conductive path 80B side.
  • the second interrupter 82B is provided between the first conductive path 80A and the third conductive path 80C, and switches from a second permissive state in which a current flow is permitted between the first conductive path 80A side and the third conductive path 80C side to a second interruption state in which a current flow is interrupted from the first conductive path 80A side to the third conductive path 80C side. While the vehicle C is traveling and parked, the control unit 86 maintains the first blocking unit 82A in the first permissive state and the second blocking unit 82B in the second permissive state.
  • control unit 86 maintains the first permissible state and the second permissible state while the vehicle C is traveling and parked, so that while the generator 90 is operating, power can be supplied from the generator 90 to the battery 91. This ensures that the battery 91 can be charged, and even if the generator 90 fails, power can be supplied from the battery 91 to the first load 70A (important load) without interruption.
  • the vehicle-mounted cutoff device 10 includes an abnormality determination unit 85 that determines whether a first abnormal state occurs in which no power is being supplied from the generator 90, and whether a second abnormal state occurs in which no power is being supplied from the battery 91.
  • the control unit 86 switches the first cutoff unit 82A to the first cutoff state when the abnormality determination unit 85 determines whether the first abnormal state occurs.
  • the control unit 86 switches the second cutoff unit 82B to the second cutoff state when the abnormality determination unit 85 determines whether the second abnormal state occurs. This configuration makes it possible to prevent an abnormality occurring in the generator 90 or the battery 91 from affecting the first load 70A.
  • the in-vehicle system 100 includes a third load 70C that is less important than the important loads included in the first load 70A, and a sixth conductive path 80F that is provided between the third conductive path 80C and the third load 70C.
  • the importance of the load is determined based on the functional safety level specified in ISO26262, but a different configuration may be used.
  • the importance of the load may be determined based on another regulation.
  • the important loads are loads assigned ASIL-A to D, but a different configuration may be used.
  • the important loads may be loads assigned ASIL-B to D, or loads assigned ASIL-C to D, or only loads assigned ASIL-D.
  • control unit and the abnormality determination unit may be configured as one MCU.
  • the overcurrent detection unit may be configured as one MCU together with the control unit and the abnormality determination unit.
  • control unit and the abnormality determination unit may be configured by multiple hardware circuits other than the MCU.
  • a pair of FETs may be used in each interrupting section.
  • the pair of FETs are arranged so that the anodes or cathodes of the body diodes of each are butted against each other.
  • the first interrupting section interrupts the flow of current between the first conductive path and the second conductive path.
  • the second interrupting section interrupts the flow of current between the first conductive path and the third conductive path.
  • the first current threshold and the second current threshold may be the same value.
  • a potential detection unit that detects potential may be provided in each of the second conductive path and the third conductive path instead of the current detection unit, and a low potential detection unit that determines whether the potential has dropped in each of the second conductive path and the third conductive path based on a signal output from the potential detection unit may be provided instead of the overcurrent detection unit.
  • the abnormality determination unit may then determine whether the generator or battery is in a ground fault state based on whether a low potential signal has been input from the low potential detection unit.
  • the abnormality detection unit may also determine whether the generator or battery is in an open state based on the low potential signal from the low potential detection unit.
  • the third load, the sixth conductive path, and the fifth interrupter may be omitted.
  • thermal fuses mechanical fuses

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Emergency Protection Circuit Devices (AREA)

Abstract

Le présent dispositif de coupure embarqué (10) comprend une première unité de coupure (82A), une deuxième unité de coupure (82B), ainsi qu'une unité de commande (86). La première unité de coupure (82A) est située entre un premier chemin conducteur (80A) et un deuxième chemin conducteur (80B), et commute d'un premier état de permission dans lequel le flux d'un courant électrique entre le côté du premier chemin conducteur (80A) et le côté du deuxième chemin conducteur (80B) est autorisé à un premier état de coupure dans lequel le flux du courant électrique du côté du premier chemin conducteur (80A) au côté du deuxième chemin conducteur (80B) est coupé. La deuxième unité de coupure (82B) est située entre le premier trajet conducteur (80A) et un troisième trajet conducteur (80C), et commute d'un deuxième état d'autorisation dans lequel le flux d'un courant électrique entre le côté premier trajet conducteur (80A) et le troisième côté trajet conducteur (80C) est autorisé à un deuxième état de coupure dans lequel l'écoulement du courant électrique du côté premier trajet conducteur (80A) au troisième côté trajet conducteur (80C) est coupé. Pendant le déplacement et le stationnement d'un véhicule (C), l'unité de commande (86) maintient la deuxième unité de coupure (82B) dans le deuxième état d'autorisation tout en maintenant la première unité de coupure (82A) dans le premier état d'autorisation.
PCT/JP2023/019104 2023-05-23 2023-05-23 Dispositif de coupure embarqué Pending WO2024241475A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/JP2023/019104 WO2024241475A1 (fr) 2023-05-23 2023-05-23 Dispositif de coupure embarqué
CN202380098067.0A CN121100459A (zh) 2023-05-23 2023-05-23 车载用切断装置

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2023/019104 WO2024241475A1 (fr) 2023-05-23 2023-05-23 Dispositif de coupure embarqué

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012104264A2 (fr) * 2011-02-01 2012-08-09 Land Rover Appareil et procédé de gestion de puissance de véhicule
US8749193B1 (en) * 2013-05-10 2014-06-10 Inpower Llc Battery protection circuit for multiple battery power supply and charging system
JP2020182318A (ja) * 2019-04-25 2020-11-05 矢崎総業株式会社 電力供給システム
JP2022137923A (ja) * 2021-03-09 2022-09-22 住友電装株式会社 電源制御装置
JP2023066688A (ja) * 2021-10-29 2023-05-16 株式会社オートネットワーク技術研究所 地絡検出装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012104264A2 (fr) * 2011-02-01 2012-08-09 Land Rover Appareil et procédé de gestion de puissance de véhicule
US8749193B1 (en) * 2013-05-10 2014-06-10 Inpower Llc Battery protection circuit for multiple battery power supply and charging system
JP2020182318A (ja) * 2019-04-25 2020-11-05 矢崎総業株式会社 電力供給システム
JP2022137923A (ja) * 2021-03-09 2022-09-22 住友電装株式会社 電源制御装置
JP2023066688A (ja) * 2021-10-29 2023-05-16 株式会社オートネットワーク技術研究所 地絡検出装置

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