JP2003205799A - On-vehicle electric power source system - Google Patents

On-vehicle electric power source system

Info

Publication number
JP2003205799A
JP2003205799A JP2002005494A JP2002005494A JP2003205799A JP 2003205799 A JP2003205799 A JP 2003205799A JP 2002005494 A JP2002005494 A JP 2002005494A JP 2002005494 A JP2002005494 A JP 2002005494A JP 2003205799 A JP2003205799 A JP 2003205799A
Authority
JP
Japan
Prior art keywords
voltage
power supply
chassis
vehicle
grounded
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
JP2002005494A
Other languages
Japanese (ja)
Inventor
Ryosuke Hata
良輔 畑
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 Electric Industries Ltd
Original Assignee
Sumitomo Electric Industries Ltd
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 Electric Industries Ltd filed Critical Sumitomo Electric Industries Ltd
Priority to JP2002005494A priority Critical patent/JP2003205799A/en
Priority to PCT/JP2003/000253 priority patent/WO2003059695A1/en
Priority to AU2003201881A priority patent/AU2003201881A1/en
Publication of JP2003205799A publication Critical patent/JP2003205799A/en
Pending legal-status Critical Current

Links

Classifications

    • 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
    • H02J1/06—Two-wire systems
    • 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
    • H02J1/08—Three-wire systems; Systems having more than three wires
    • H02J1/082—Plural DC voltage, e.g. DC supply voltage with at least two different DC voltage levels
    • 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
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Direct Current Feeding And Distribution (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an on-vehicle electric power supply system enabling electric power supply to a high-voltage and high-capacity equipment group of V>V<SB>0</SB>, in response to requirement, while preventing electric power source lines from getting large in the number and getting complicated. <P>SOLUTION: This system is provided with a chassis of a vehicle, and an on-vehicle direct-current electric power source of the full voltage V. The full voltage V is divided by m:n to be brought into V<SB>1</SB>=V×m/(m+n), V<SB>2</SB>=V×n/(m+ n), and a divided point is grounded commonly to the chassis. Loads I<SB>11</SB>, I<SB>12</SB>,<, I<SB>1m</SB>grounded commonly to the chassis with one end are connected to a system of the partial voltage V<SB>1</SB>, and loads I<SB>21</SB>, I<SB>22</SB>,..., I<SB>2n</SB>grounded commonly to the chassis with one end are connected to a system of the partial voltage V<SB>2</SB>. Loads L<SB>1</SB>, L<SB>2</SB>,..., L<SB>k</SB>not connected to the chassis are connected to a system of the full voltage V. <P>COPYRIGHT: (C)2003,JPO

Description

【発明の詳細な説明】Detailed Description of the Invention

【０００１】[0001]

【発明の属する技術分野】本発明は、車載電源システム
に関するものである。特に、簡易な構成にて高圧大容量
機器群に対しても電力供給が可能な車載電源システムに
関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle-mounted power supply system. In particular, the present invention relates to a vehicle-mounted power supply system capable of supplying power even to a group of high-voltage and large-capacity devices with a simple configuration.

【０００２】[0002]

【従来の技術】従来の車載電源システムには、接地系電
源システムと非接地系電源システムがある。接地系電源
システムは、図２に示すように、全電圧Vの直流電源
（この場合は電池による電源で示す）にサプライのみの
１線で負荷L1〜Lkを接続し、各負荷をシャーシに共通接
地する電源システムである。但し、極性については問題
としない。一方、非接地系電源システムは、図３に示す
ように、全電圧Vの直流電源にサプライとリターンの２
線を用いて負荷L1〜Lkに接続し、各負荷はシャーシに接
地されない電源システムである。2. Description of the Related Art Conventional vehicle-mounted power supply systems include grounded power supply systems and non-grounded power supply systems. As shown in Fig. 2, the grounded power supply system connects a load L 1 to L k to a DC power supply of full voltage V (in this case, a battery power supply) with a single wire for the supply only, and loads each load on the chassis. It is a power supply system that is grounded in common. However, the polarity does not matter. On the other hand, the non-grounded power supply system, as shown in FIG.
Wires are used to connect the loads L 1 to L k , each load being a power system that is not grounded to the chassis.

【０００３】シャーシに接地をとる際、その直流安全電
圧V0を定める規定として、現在のところ、次のものが挙
げられる。 ドイツ規格（VDE0100/410，VDE0800/1）：60ボルト アメリカ規格（SAE J2232）：65ボルト 国際規格（V0IEC 準備中）：55ボルトAt present, the following are stipulated as the rules for determining the DC safety voltage V 0 when grounding the chassis. German Standard (VDE0100 / 410, VDE0800 / 1): 60 Volts American Standard (SAE J2232): 65 Volts International Standard (V 0 IEC Under Preparation): 55 Volts

【０００４】現用乗用車の直流電源（バッテリ）の電圧
Vは12〜14ボルトであり、上記安全電圧V0に対して十分
な安全性を有している。また、一部で実用化されつつあ
る高電圧電源（電池）であっても上記安全電圧V0を考慮
してV＝（12〜14）×3＝36〜42ボルト程度が対象と考え
られている。Voltage of the DC power supply (battery) of the current passenger car
V is 12 to 14 V, and has sufficient safety with respect to the safety voltage V 0 . Even with a high voltage power supply (battery) that is being put into practical use, V = (12 to 14) x 3 = 36 to 42 volts is considered to be the target, considering the safety voltage V 0. There is.

【０００５】[0005]

【発明が解決しようとする課題】しかし、近年、自動車
の機能が高まり、必要とする電源容量が大きくなると、
従来の12〜14ボルトでは低電圧過ぎて負荷電流が増加
し、様々な問題が生じてきた。However, in recent years, as the functions of automobiles have increased and the required power supply capacity has increased,
Conventional 12-14 volt is too low voltage and load current increases, causing various problems.

【０００６】（A）電流を流すワイヤーハーネスが著し
く太く重くなり、コネクター類も大型になって車用途に
向かなくなってきた。(A) The wire harness for passing an electric current has become remarkably thick and heavy, and the connectors have become large in size, making it unsuitable for vehicle use.

【０００７】（B）大容量の機器が動作すると電源シス
テムの電圧低下が大きくなり、他の機器に不具合を生じ
る。(B) When a large-capacity device operates, the voltage drop in the power supply system becomes large, causing a malfunction in other devices.

【０００８】（C）特に大きな容量のクーラーなどは、
十分な機能を発揮できなくなる。(C) Especially for large capacity coolers,
It will not be able to exert sufficient functions.

【０００９】（D）もしV＞V0の高電圧電池を導入する
と、未だ大半の車載機器がV＜V0で動作し、シャーシを
共通接地できるのに対して、その様な接地がとれない。
その結果、2本線で電源を非接地系にしてゆくか、又は
高電圧電池からDC/DCコンバーターでいちいち低圧を作
り出してゆく必要がある。(D) If a high voltage battery of V> V 0 is introduced, most of the in-vehicle equipment still operates at V <V 0 and the chassis can be grounded in common, but such grounding cannot be taken. .
As a result, it is necessary to turn the power supply into a non-grounded system with two main lines or to generate low voltage from a high voltage battery with a DC / DC converter.

【００１０】（E）ケーブルの絶縁は対アース（接
地）、すなわち対シャーシ電圧で設計されるから、大容
量負荷に対しては高い電圧で電力を供給するが、そこへ
至るまでの電力供給用ワイヤーハーネス、コネクター機
器類の対アース電圧はできるだけ小さくしておくことが
好ましい。(E) The cable insulation is designed to ground (ground), that is, to the chassis voltage, so that power is supplied at a high voltage for a large capacity load, but for power supply up to that point. It is preferable to keep the voltage to ground of the wire harness and connector equipment as low as possible.

【００１１】従って、本発明の主目的は、電源線の多数
化、複雑化を防ぎ、かつ可能な限り対アース電圧の低い
ワイヤーハーネス及びコネクター類を採用しながら必要
に応じてV＞V0の高圧大容量機器群に対しても電力供給
が可能な車載電源システムを提供することにある。Therefore, the main object of the present invention is to prevent the number of power supply lines from becoming large and complicated, and to adopt a wire harness and connectors having a low ground voltage as much as possible, while keeping V> V 0 as necessary. An object of the present invention is to provide an in-vehicle power supply system capable of supplying power even to a high-voltage and large-capacity equipment group.

【００１２】[0012]

【課題を解決するための手段】本発明車載電源システム
は、車の共通アースとなるシャーシと、全電圧Vの車載
用直流電源（この場合は電池）と、この全電圧Vをm：n
に分割してV1＝V×m/(m＋n)、V2＝V×n/(m＋n)にすると
共に、前記シャーシに共通接地される分割点と、一端が
シャーシに共通接地され、分圧V1の系統に接続される負
荷l11、l12…l1 mと、一端がシャーシに共通接地され、
分圧V2の系統に接続される負荷l21、l22…l2nと、シャ
ーシに接地されることなく全電圧Vの系統に接続される
負荷L1、L2…Lkとを具えることを特徴とする。The on-vehicle power supply system according to the present invention comprises a chassis that serves as a common ground for a vehicle, a direct-current power supply for vehicles (battery in this case) having a total voltage V, and m: n
Divided into V 1 = V × m / (m + n) and V 2 = V × n / (m + n), and the split point that is commonly grounded to the chassis and one end that is commonly grounded to the chassis. Loads l 11 , l 12 … l 1 m connected to the V 1 system and one end commonly grounded to the chassis,
Comprising a load l 21, l 22 ... l 2n connected to the partial pressure V 2 lines, and a load L 1, L 2 ... L k connected to the system of the full voltage V without being grounded to the chassis It is characterized by

【００１３】電圧Vの全電圧系統を分圧V1、V2の２つの
系統に分割し、V＜V0（シャーシへ接地可能な直流安全
電圧）で動作する機器はシャーシの共通接地をとって各
分圧系統で電力を供給する。その際、V1およびV2の分圧
を従来の12〜14ボルト以上の電圧とすることで、大容量
の車載機器を余裕をもって動作させることができる。ま
た、V＞V0の高圧大容量の必要な機器は、V1＋V2の全電
圧を適切に選択することにより、シャーシに接地されな
い独立の全電圧系統で電力供給することができる。この
ように、V＜V0で動作する機器については１線で構成す
る接地系の電源システムにて電力を供給し、V＞V0の高
圧大容量の必要な機器は、2線で構成する非接地系の電
源システムにて電力を供給することで、簡易な構成にて
大容量の車載機器に安定して電力供給することができ
る。The entire voltage system of voltage V is divided into two systems of voltage divisions V 1 and V 2 , and devices operating at V <V 0 (DC safe voltage that can be grounded to the chassis) are connected to the common ground of the chassis. Power is supplied by each voltage dividing system. At that time, by setting the partial pressure of V 1 and V 2 to a voltage of 12 to 14 volts or more in the conventional case, a large-capacity in-vehicle device can be operated with a margin. Moreover, by appropriately selecting the total voltage of V 1 + V 2 , a device that requires high voltage and large capacity of V> V 0 can be supplied with power by an independent full voltage system that is not grounded to the chassis. In this way, equipment that operates with V <V 0 is supplied with power from a grounding power supply system that is configured with one wire, and equipment that requires high voltage and large capacity with V> V 0 is configured with two wires. By supplying the electric power from the non-grounded power supply system, the electric power can be stably supplied to the large-capacity in-vehicle device with a simple configuration.

【００１４】ここで、V1およびV2はV0に対して種々の値
を選択できる。例えば、V1≦V0、V2≦V0とし、かつV1＋
V2≦V0する。具体例としては、V1を12〜14ボルト、V2を
36〜42ボルトとすることが挙げられる。その場合、12〜
14ボルトと36〜42ボルトの２種類の接地系分圧系統に加
え、48〜56ボルト（V1＋V2）の非接地系全圧系統を得る
ことができる。しかも、従来の安全電圧V0以下で3電源
系統を構成できるメリットがある。Various values can be selected for V 1 and V 2 for V 0 . For example, V 1 ≤V 0 , V 2 ≤V 0 , and V 1 +
Make V 2 ≤ V 0 . As a specific example, V 1 is 12-14 volts, V 2 is
It may be 36 to 42 volts. In that case, 12 ~
In addition to two types of grounding system voltage dividing system of 14 volt and 36 to 42 volt, 48 to 56 volt (V 1 + V 2 ) non-grounding system total pressure system can be obtained. Moreover, there is an advantage that the three power supply system can be configured with the conventional safety voltage V 0 or less.

【００１５】一方、V1≦V0、V2≦V0とし、かつV1＋V2＞
V0としても良い。具体例としては、V1およびV2を36〜42
ボルトとすることが挙げられる。このような電圧を選択
すれば、V＜V0で動作してシャーシに共通接地される２
つの接地系分圧系統を36〜42ボルトとして、従来以上の
大容量機器に対応することができる。さらに、72〜84ボ
ルトの非接地系全圧系統として活用することもでき、よ
り一層大容量が求められる車載機器に対応することもで
きる。On the other hand, V 1 ≤V 0 , V 2 ≤V 0 , and V 1 + V 2 >
It may be V 0 . As a specific example, V 1 and V 2 are 36 to 42.
It can be mentioned as a bolt. If such a voltage is selected, it operates with V <V 0 and is commonly grounded to the chassis.
It is possible to support large-capacity equipment more than before by setting one grounding voltage dividing system to 36 to 42 volts. Furthermore, it can be used as a 72-84 volt non-grounded total pressure system, and can also be applied to in-vehicle devices that require even greater capacity.

【００１６】これら多電圧電源から多用途負荷に電力を
供給するワイヤーハーネスとそれを接続するコネクター
の絶縁は、結局のところ、導体とシャーシ間の電圧に対
する絶縁として設計すればよい。そのため、非接地系の
高電圧（V）の負荷への電力供給用ワイヤーハーネス及
びコネクターであっても、結局はV1、V2の電圧に対する
絶縁を施したもので十分である。その結果、コンパクト
でシンプルな電源系統が構成され、特に車載用電源シス
テムとしては好ましい。The insulation of the wire harness for supplying electric power from the multi-voltage power source to the versatile load and the connector for connecting it may be designed after all as insulation against the voltage between the conductor and the chassis. Therefore, even for a wire harness and a connector for supplying power to a non-grounded high-voltage (V) load, it suffices to have insulation against the V 1 and V 2 voltages in the end. As a result, a compact and simple power supply system is configured, which is particularly preferable as a vehicle-mounted power supply system.

【００１７】[0017]

【発明の実施の形態】以下、本発明の実施の形態を説明
する。図１は本発明車載電源システムの概略構成図であ
る。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below. FIG. 1 is a schematic configuration diagram of an in-vehicle power supply system of the present invention.

【００１８】このシステムは全電圧Vの車載用直流電源
を具える。この全電圧Vは、V1＝V×m/(m＋n)、V2＝V×n
/(m＋n)としてm：nに分割され、２つの分圧系統を構成
する。そして、この電圧の分割点は、車両のシャーシに
共通接地される。The system comprises an on-board DC power supply of full voltage V. This total voltage V is V 1 = V × m / (m + n), V 2 = V × n
It is divided into m: n as / (m + n) to form two voltage dividing systems. The voltage dividing point is commonly grounded to the chassis of the vehicle.

【００１９】ここで、V1の分圧系統には、一端がシャー
シに共通接地される負荷l11、l12…l1mが接続される。
また、V2の分圧系統には、一端がシャーシに共通接地さ
れる負荷l21、l22…l2nが接続される。そして、Vの全電
圧系統には、シャーシに接地されることのない負荷L1、
L2…Lkが接続される。Loads l 11 , l 12 ... L 1m , one end of which is commonly grounded to the chassis, are connected to the V 1 voltage dividing system.
Further, loads l 21 , l 22 ... L 2n , one end of which is commonly grounded to the chassis, are connected to the V 2 voltage dividing system. Then, for the entire V voltage system, a load L 1 that is not grounded to the chassis,
L 2 ... L k are connected.

【００２０】既に述べたように、一部で実用化されつつ
ある高電圧電池であってもシャーシへ接地可能な直流安
全電圧V0を考慮して全電圧V＝（12〜14）×3＝36〜42ボ
ルト程度が当面対象と考えられている。As already mentioned, the total voltage V = (12 to 14) × 3 =, considering the DC safety voltage V 0 that can be grounded to the chassis even for a high voltage battery that is being put to practical use in some parts. Around 36 to 42 volts is considered for the time being.

【００２１】ところが、エンジンのスターター電源、ク
ーラー電源、4輪電動駆動用モーター電源としては、42
ボルトはなお低すぎて、さらなる高電圧化が要望されて
いる。その一方で、シャーシに共通接地可能な大半の機
器類の利便性、安全性ならびに高圧バッテリーの必要性
等を考慮すると、42ボルトを超える車載高電圧電源が実
現される見込みは少ないか、あったとしても非常に複雑
な安全システムを考案、採用する必要がある。However, as a starter power source for an engine, a cooler power source, and a motor power source for four-wheel electric drive, 42
Since the voltage of the volt is still too low, higher voltage is required. On the other hand, considering the convenience and safety of most devices that can be grounded in common to the chassis and the need for a high-voltage battery, there was little possibility that an in-vehicle high-voltage power supply exceeding 42 V would be realized. However, it is necessary to devise and adopt a very complicated safety system.

【００２２】本発明では、V＜V0でできるだけ高い電圧
のDCバッテリーを2群（V1＜V0、V2＜V0）設けて直列接
続し、その中間点をシャーシに共通接地する。例えば、
電池電圧の絶対値をV1＝V2＝42Vとすると、中間点をシ
ャーシに共通設置することによってV1＝＋42V、V2＝−4
2Vとなる。これらの各バッテリーから供給される電力
は、シャーシ共通接地可能な電圧として各負荷l11〜l1m
とl21〜l2nに従来通りサプライ線（ワイヤーハーネス）
のみの1線で供給され、電源線の多数化、複雑化を回避
できる。また、これらのサプライ線（ワイヤーハーネ
ス）とそのコネクター類の絶縁はV1、V2に対応するもの
でよい。In the present invention, two groups (V 1 <V 0 , V 2 <V 0 ) of DC batteries having a voltage as high as V <V 0 are provided and connected in series, and an intermediate point thereof is commonly grounded to the chassis. For example,
If the absolute value of the battery voltage is V 1 = V 2 = 42V, V 1 = + 42V, V 2 = −4 by installing the intermediate point in common on the chassis.
It becomes 2V. The power supplied from each of these batteries is a voltage that can be grounded to the chassis in common and is applied to each load l 11 to l 1m.
And l 21 ~ l 2n as usual supply line (wiring harness)
Only one line is used, and it is possible to avoid an increase in the number of power lines and complication. Also, the insulation of these supply wires (wire harness) and their connectors may correspond to V 1 and V 2 .

【００２３】安全上、図1のα面の電力サプライ線は、V
0未満のV1、V2の電圧で電力供給するだけであるため、
負荷ショート、サプライ線のショート等の場合でも、従
来の技術をそのまま適用できる。但し、V1の分圧系統で
は、その電力サプライ線はプラス電圧に、V2の分圧系統
では、その電力サプライ線はマイナス電圧になるので、
負荷l11〜l1mまたはl21〜l2nへの接続は、これらの極性
を考慮して行われる。For safety, the power supply line on the α side of FIG. 1 is V
Since it only supplies power with V 1 and V 2 less than 0 ,
Even in the case of load short-circuit, supply line short-circuit, etc., the conventional technology can be applied as it is. However, in the V 1 voltage dividing system, the power supply line has a positive voltage, and in the V 2 voltage dividing system, the power supply line has a negative voltage.
Connection to the load l 11 to l 1 m or l 21 to l 2n is performed in consideration of the these polar.

【００２４】一方、これら2群のDCバッテリー（電池）
を直列に接続して得られるV＝V1＋V2の全電圧系統から
供給される電力は、シャーシに共通接地されることのな
い重負荷L1〜Lkに直接供給される。つまり、バッテリサ
プライ/バッテリリターンの２線により回路が構成され
る。しかしながら、この場合でもサプライ線（ワイヤー
ハーネス）とそのコネクター類の絶縁は、結局のとこ
ろ、アース（シャーシ）に対するものであればよいの
で、V1、V2に対応するもののままでよい。On the other hand, these two groups of DC batteries (batteries)
The electric power supplied from the whole voltage system of V = V 1 + V 2 obtained by connecting in series is directly supplied to the heavy loads L 1 to L k that are not commonly grounded to the chassis. That is, the circuit is composed of two lines of battery supply / battery return. However, even in this case, since the insulation of the supply wire (wiring harness) and its connectors may ultimately be for the ground (chassis), it may be the one corresponding to V 1 and V 2 .

【００２５】図１のβ面で2線構成の場合、これらの線
間でショートしたり、重負荷L1〜Lkがショートすると、
V＝V1＋V2の電圧による大きな事故（ショート）電流
が流れること、これらの2線を両方身体に接触させる
とVの電圧が身体にかかり危険を生ずること、が考えら
れるので、十分な保護が求められる。例えば、1線毎
に、その外周にシールド線を配置するか、2線を束ね
て、その外周にシールド線を配置し、シールド線はシャ
ーシに接地することが好ましい。In the case of a two-wire structure on the β plane of FIG. 1, if a short circuit occurs between these lines or the heavy loads L 1 to L k are short-circuited,
Sufficient protection because it is possible that a large accident (short circuit) current flows due to the voltage of V = V 1 + V 2 and that if these two wires are brought into contact with both bodies, the voltage of V may cause a danger to the body. Is required. For example, it is preferable that a shield wire is arranged on the outer circumference of each wire, or that two wires are bundled and the shield wire is arranged on the outer circumference thereof, and the shield wire is grounded to the chassis.

【００２６】V1、V2としては、低圧機器群へ電力供給用
として、12〜14ボルトのバッテリーをV1に、36〜42ボル
トのバッテリーをV2として、V＝48〜56ボルトで使用す
ることが挙げられる。また、V1＝V2＝36〜42ボルトとし
て、V＝72〜84ボルトとして活用してもよい。As V 1 and V 2 , a 12 to 14 volt battery is used as V 1 and a 36 to 42 volt battery is V 2 and V = 48 to 56 volt for power supply to the low voltage equipment group. There are things to do. Further, as V 1 = V 2 = 36~42 volts, it may be used as V = seventy-two to eighty-four volts.

【００２７】前者では従来の安全電圧V0以下で二つの分
圧系統と一つの全電圧系統の合計3電源系を構成できる
メリットもあるが、重負荷電力供給用としては若干電圧
不足のきらいがある。一方、後者では最高72〜84ボルト
が活用できて、重負荷群にとっては一層パワフルな電力
供給システムが構成され得ることになる。The former has the merit that a total of three power supply systems of two voltage dividing systems and one total voltage system can be constructed with a conventional safety voltage V 0 or less, but for heavy load power supply, the voltage is a little insufficient. is there. On the other hand, the latter can utilize a maximum of 72 to 84 volts, which can constitute a more powerful power supply system for heavy load groups.

【００２８】[0028]

【発明の効果】以上説明したように、本発明車載電源シ
ステムによれば、V≦V0で動作する大部分の機器に対し
ては、シャーシ共通接地の低圧を供給し、安全と電源系
統の多数化、複雑化を防ぐことができる。さらに、V＞V
0の高圧大容量の必要な機器群には2線の非接地系統によ
り高電圧大容量の電力を供給することができる。As described above, according to the vehicle-mounted power supply system of the present invention, the low voltage of the chassis common ground is supplied to most of the devices that operate at V≤V 0 to ensure safety and power supply system. It is possible to prevent increase in number and complication. Furthermore, V> V
A high-voltage, large-capacity electric power can be supplied to a device group requiring a high-voltage and large-capacity of 0 by a two-wire ungrounded system.

【００２９】また、これら電源システムを構成するワイ
ヤーハーネスとコネクター類は、全電圧Vの負荷に電力
を供給するものであってもV1、V2に対応する絶縁のまま
でよい。Further, the wire harnesses and connectors constituting these power supply systems may be insulated corresponding to V 1 and V 2 even if they supply electric power to the load of the total voltage V.

【図面の簡単な説明】[Brief description of drawings]

【図１】本発明車載電源システムを示す概略構成図であ
る。FIG. 1 is a schematic configuration diagram showing a vehicle-mounted power supply system of the present invention.

【図２】従来の接地系車載電源システムを示す概略構成
図である。FIG. 2 is a schematic configuration diagram showing a conventional grounded vehicle-mounted power supply system.

【図３】従来の非接地系車載電源システムを示す概略構
成図である。FIG. 3 is a schematic configuration diagram showing a conventional non-grounded vehicle-mounted power supply system.

【符号の説明】[Explanation of symbols]

V 全電圧 V1、V2 分圧 l11〜l1mとl21〜l2n 負荷 L1〜Lk （重）負荷V Total voltage V 1 , V 2 partial pressure l 11 ~ l 1m and l 21 ~ l 2n load L 1 ~ L k (heavy) load

Claims (7)

【特許請求の範囲】[Claims] 【請求項１】 車のシャーシと、 全電圧Vの車載用直流電源と、 この全電圧Vをm：nに分割して V1＝V×m/(m＋n) V2＝V×n/(m＋n) にすると共に、前記シャーシに共通接地される分割点
と、 一端がシャーシに共通接地され、分圧V1の系統に接続さ
れる負荷l11、l12…l1 mと、 一端がシャーシに共通接地され、分圧V2の系統に接続さ
れる負荷l21、l22…l2 nと、 シャーシに接地されることなく全電圧Vの系統に接続さ
れる負荷L1、L2…Lkとを具えることを特徴とする車載電
源システム。1. A car chassis, an on-vehicle DC power supply with a total voltage V, and this total voltage V divided into m: n V 1 = V × m / (m + n) V 2 = V × n / ( m + n), and a division point that is commonly grounded to the chassis, one end is commonly grounded to the chassis, and loads l 11 , l 12 ... l 1 m that are connected to the system of partial voltage V 1 and one end are chassis Loads that are commonly grounded to and are connected to the system of divided voltage V 2 l 21 , l 22 ... l 2 n, and loads that are connected to the system of full voltage V without being grounded to the chassis L 1 , L 2 ... An in-vehicle power supply system characterized by having L k . 【請求項２】 V1≦V0、V2≦V0であることを特徴とする
請求項1に記載の車載電源システム。ただし、V0はシャ
ーシへ接地可能な安全電圧である。2. The vehicle-mounted power supply system according to claim 1, wherein V 1 ≤V 0 and V 2 ≤V 0 . However, V 0 is a safe voltage that can be grounded to the chassis. 【請求項３】 さらにV1＋V2≦V0であることを特徴とす
る請求項２に記載の車載電源システム。3. The vehicle-mounted power supply system according to claim 2, wherein V 1 + V 2 ≦ V 0 is further satisfied. 【請求項４】 さらにV1＋V2＞V0であることを特徴とす
る請求項２に記載の車載電源システム。4. The vehicle-mounted power supply system according to claim 2, wherein V 1 + V 2 > V 0 is further satisfied. 【請求項５】 V1が12〜14ボルト、V2が36〜42ボルトで
あることを特徴とする請求項１または２に記載の車載電
源システム。5. The in-vehicle power supply system according to claim 1, wherein V 1 is 12 to 14 V and V 2 is 36 to 42 V. 【請求項６】 V1およびV2が36〜42ボルトであることを
特徴とする請求項1または４に記載の車載電源システ
ム。6. The vehicle-mounted power supply system according to claim 1, wherein V 1 and V 2 are 36 to 42 volts. 【請求項７】 全電圧Vの系統に接続される負荷L1、L2
…Lkへ電力を供給するワイヤーハーネスおよびコネクタ
ーの絶縁が、各々電圧V1、V2に対応するものであること
を特徴とする請求項1〜6のいずれかに記載の車載電源シ
ステム。7. Loads L 1 and L 2 connected to a system of full voltage V
The in-vehicle power supply system according to any one of claims 1 to 6, wherein insulation of a wire harness and a connector for supplying electric power to L k corresponds to voltages V 1 and V 2 , respectively.
JP2002005494A 2002-01-15 2002-01-15 On-vehicle electric power source system Pending JP2003205799A (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2002005494A JP2003205799A (en) 2002-01-15 2002-01-15 On-vehicle electric power source system
PCT/JP2003/000253 WO2003059695A1 (en) 2002-01-15 2003-01-15 Vehicle-mounted power supply system
AU2003201881A AU2003201881A1 (en) 2002-01-15 2003-01-15 Vehicle-mounted power supply system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2002005494A JP2003205799A (en) 2002-01-15 2002-01-15 On-vehicle electric power source system

Publications (1)

Publication Number Publication Date
JP2003205799A true JP2003205799A (en) 2003-07-22

Family

ID=19191113

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2002005494A Pending JP2003205799A (en) 2002-01-15 2002-01-15 On-vehicle electric power source system

Country Status (3)

Country Link
JP (1) JP2003205799A (en)
AU (1) AU2003201881A1 (en)
WO (1) WO2003059695A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016171203A1 (en) * 2015-04-22 2016-10-27 株式会社オートネットワーク技術研究所 Power supply device and power supply system

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016121273A1 (en) * 2015-01-30 2016-08-04 ソニー株式会社 Power control device, power control method, and power control system
JP2020199925A (en) * 2019-06-11 2020-12-17 株式会社今仙電機製作所 High voltage power source

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5815561U (en) * 1981-07-22 1983-01-31 三菱重工業株式会社 vehicle electrical circuit
JPS6018640U (en) * 1983-07-18 1985-02-08 日産自動車株式会社 Vehicle power supply
JP3039119B2 (en) * 1992-03-31 2000-05-08 日産自動車株式会社 Power supply for vehicles

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016171203A1 (en) * 2015-04-22 2016-10-27 株式会社オートネットワーク技術研究所 Power supply device and power supply system

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Publication number Publication date
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WO2003059695A1 (en) 2003-07-24

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