JP5307685B2 - Control device and control method for plug-in charging vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for plug-in charged vehicle which can detect the abnormality of an AC feed line. <P>SOLUTION: This controller has a memory 113 and a control unit. The control unit executes charge processing in which an AC power supplied via a cable 300 is converted into a DC power by a charger 40 and charging to a battery 150 is controlled, first determination processing in which the existence of abnormality of the feed line is determined based on a voltage value inputted from a voltage detector equipped with a DC feed line in case that a vehicle is not connected to the cable, and second abnormality determination processing in which an AC output is outputted from the cable in a specified period before start of charge processing or after finish of the charge processing and the existence of abnormality of the feed line is determined based on voltage value inputted from the voltage detector in case that the cable is connected to a vehicle. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a control device and a control method for a plug-in charging vehicle.

  With the advance of computerization of vehicles, many control devices are incorporated to control a plurality of devices such as an engine mounted on the vehicle. In these control devices, a microcomputer equipped with a CPU is incorporated, and various signal lines for driving various actuators such as electromagnetic valves and motors for controlling the devices and for detecting the state of the devices. Signal lines from various sensors are connected to the input / output ports of the microcomputer.

  A vehicle is equipped with a power supply line that supplies power from a battery to a control device, an actuator, or a sensor, and a plurality of wire harnesses that bundle a plurality of signal lines that connect the control device and the actuator or sensor.

  The power supply line and signal line bundled as a wire harness, or the power supply line and signal line branched from the wire harness are insulated and coated, but when fixing various accessories to the vehicle with screws, If the insulation coating is damaged due to damage, there is a risk that an abnormality such as a short circuit where the power supply line or the signal line comes into contact may occur.

  Furthermore, when the insulation coating is peeled off due to a contact accident, etc., and the insulation coating is deteriorated over time, the insulation coating may be peeled off. is there.

  In such a case, it may be difficult to properly control the vehicle by the control device. Further, if the output voltage of the battery abnormally increases or decreases, the control device may be damaged or may not operate normally, and similarly, it may be difficult to properly control the vehicle.

  In view of this, some conventional control devices monitor whether or not the voltage of the power supply line is within a predetermined voltage range, and determine that an abnormality occurs when the voltage exceeds the voltage range. An abnormality detection process such as notification is executed.

  The same applies to electric vehicles that have been attracting attention in recent years and hybrid vehicles that include an engine and an electric motor. These vehicles are equipped with a high-voltage battery that supplies a large current to the electric motor for driving, and the control device also executes an abnormality detection process for the power supply line from the high-voltage battery in addition to the conventional low-voltage battery. ing.

  Patent Document 1 includes a function diagnosis unit that performs a function diagnosis of each unit mounted on an electric vehicle, and a display unit that displays an execution result of the function diagnosis unit. An electric vehicle characterized by having a dedicated display system for displaying the diagnosis result of the battery charging function among the diagnosis results performed by the diagnostic means in distinction from the diagnosis execution result other than the charging function, that is, various A hybrid vehicle having a diagnostic function for detecting an abnormality has been proposed.

  Patent Document 2 proposes a plug-in charging vehicle that directly charges such a high-voltage battery from an external commercial power source.

JP 2008-289307 A JP 2009-071900 A

  In a plug-in charging vehicle, since an AC power supply line for drawing AC power from an external power supply via a charging cable is provided, a DC power supply line, a signal line, or a vehicle body contacts the AC power supply line due to an accident. There is a fear.

  In addition, when an abnormally large current is supplied in the charging process or the insulating coating is deteriorated due to aging, there is a possibility that an accident such as a short circuit with a power supply line or a signal line may occur.

  In preparation for such a case, there is an urgent need to identify not only the location of an abnormality such as a power supply line but also the cause of the abnormality in order to recover from the abnormality. For example, even in the case of a short-circuit accident, there is a need to identify whether it is a short-circuit of a DC power supply line or an AC power-supply line.

  An object of the present invention is to provide a control device and a control method for a plug-in charging vehicle that can appropriately detect an abnormality in an AC power supply line.

In order to achieve the above object, the characteristic configuration of the control device for a plug-in charging vehicle according to the present invention is that of a plug-in charging vehicle that charges a battery mounted on the vehicle via a cable connecting the AC power supply outside the vehicle and the vehicle. a control apparatus, the AC power supplied from the AC power source through the front Symbol cable, and converted into DC power by the charger, to the battery via a power supply line for supplying a DC power to a load of the vehicle a charging process for charging control, based on the voltage value input from the voltage detection unit provided in the feed line, a first abnormality determination process determines the presence or absence of abnormality of the power supply line, input from the cable connection detection unit The cable is determined to be connected to the vehicle based on a signal at a predetermined time before the start of the charging process or at a predetermined time after the end of the charging process. Together to output AC power from Le, on the basis of the voltage value input from the voltage detection unit, the second determines the presence or absence of short-circuit abnormality of the feed line and the feed line of the AC power supplied from the AC power source in that it includes a control unit for executing abnormality determination process and the.

According to the above-described configuration, the first abnormality determination process for determining the presence or absence of the abnormality of the power supply line is executed based on the voltage value input from the voltage detection unit , the AC voltage is applied to the vehicle , and the charging process is performed. DC power is supplied to the AC power supply line and the vehicle load supplied from the AC power source based on the voltage value input from the voltage detector at a predetermined time before the start or after a completion of the charging process. Since the second abnormality determination process for determining the presence or absence of a short circuit abnormality with the power supply line is executed, it is possible to appropriately detect an AC short circuit abnormality with respect to the power supply line without causing an increase in the processing load of the control unit. To acquire information that can be repaired and maintained.

  As described above, according to the present invention, it is possible to provide a control device for a plug-in charging vehicle that can appropriately detect an abnormality in an AC power supply line.

Overall configuration diagram of plug-in charging vehicle according to the present invention Explanatory drawing which shows the relationship between the rotation speed of a motor generator and an engine connected via a power split device Circuit diagram of battery and each control device Circuit diagram showing signal connection between charging cable and controller Timing chart showing charge control executed by control unit Illustration of the voltage detector Flow chart showing first abnormality determination processing (A) DC voltage input waveform diagram, (b) AC voltage input waveform diagram Flowchart showing second abnormality determination processing

  Hereinafter, a hybrid electric vehicle which is an example of a plug-in charging vehicle according to the present invention will be described.

  As shown in FIG. 1, a hybrid electric vehicle 1 includes an engine 100 driven by gasoline or the like filled in a fuel tank as a power source, and a first motor generator (hereinafter referred to as a motor generator) that mainly functions as a generator. 110) and a second MG 120 that mainly functions as an electric motor.

  Furthermore, a high voltage battery 150 such as a nickel hydride secondary battery or a lithium ion secondary battery connected to the first MG 110 and the second MG 120 via a drive circuit is provided.

  1st MG110 and 2nd MG120 are comprised with an alternating current rotating electrical machine, for example, a three phase alternating current synchronous rotating machine provided with a U phase coil, a V phase coil, and a W phase coil is used.

  The second MG 120 is driven by the power generated by the first MG 110 or the high voltage battery 150 is charged. The electric power charged in the high voltage battery 150 is supplied to the second MG 120 as necessary, and is consumed for traveling of the vehicle.

  The engine 100, the first MG 110, and the second MG 120 are coupled to the power split mechanism 130 so that the vehicle can travel by the driving force from at least one of the engine 100 or the second MG 120.

  Power split device 130 includes a sun gear, a pinion gear, a planetary carrier, and a ring gear, and is constituted by a planetary gear mechanism in which the pinion gear engages with the sun gear and the ring gear. A planetary carrier that supports the pinion gear so as to rotate is connected to the crankshaft of the engine 100, a sun gear is connected to the rotation shaft of the first MG 110, and a ring gear is connected to the rotation shaft of the second MG 120 and the speed reduction mechanism 140. Thus, the driving force is transmitted to the axle 160. In FIG. 1, a part indicated by reference numeral 170 indicates the wheel 170 fixed to the axle 160.

  As shown in FIG. 2, in the planetary gear mechanism, when the rotation speed is determined for any two of the sun gear, the ring gear, and the planetary carrier, the remaining rotation speed is fixed, and the engine 100, the first MG 110 , And the number of rotations of the second MG 120 are related to each other so as to be connected by a straight line on the alignment chart.

  When the vehicle starts from the stop of FIG. 2A, the second MG 120 is driven with the engine 100 stopped as shown in FIG. 2B. Similarly, when traveling under a light load, second MG 120 is driven while engine 100 is stopped. When steady running is performed in an engine efficient operating region, the second MG 120 is driven by the power generated by the first MG 110 driven mainly by the output of the engine 100 and driven through the power split mechanism, and the engine output is assisted. The

  As shown in FIG. 2C, when engine 100 is started, first MG 110 that functions as a starter is driven, and after engine 100 is started, high-voltage battery 150 is charged with power generated by first MG 110. As shown in FIG. 2 (d), when accelerating from steady running, the number of revolutions of the engine 100 is increased and the second MG 120 is driven by the power generated by the first MG 110 and the generated power is insufficient. Is supplied with power from the high voltage battery 150 to the second MG 120.

  As shown in FIG. 3, the auxiliary battery 20 is connected to the power supply line 7 connected to the high voltage battery 150 via the step-down DC / DC converter 21 so as to be charged.

  The auxiliary battery 20 is connected to three power supply lines 6 (6a, 6b, 6c). The power supply line 6a includes a navigation ECU 13 that controls the navigation system via the power supply relay RY1, and a panel at the front of the driver's seat. A meter ECU 14 or the like for displaying various information is connected to the power supply line 6b, and an ENG-ECU 11 for controlling the engine 100, a MG-ECU 12 for controlling the first MG 110 and the second MG 120, etc. are connected to the power supply line 6b. The PIHV-ECU 10 that controls the control system of the hybrid electric vehicle, the anti-theft ECU that realizes the anti-theft function, the smart ECU that controls the locking or unlocking of the vehicle with smart keys, and the like are connected to the power supply line 6c. Note that the ECU is an abbreviation for an electronic control unit.

  Each ECU includes a CPU, a ROM storing a control program executed by the CPU, a single or a plurality of microcomputers equipped with a RAM used as a working area, peripheral circuits such as an input / output interface circuit, and the like. Accordingly, a non-volatile memory such as an EEPROM for storing important control data or a backup memory such as an SRAM that is always supplied with power from the auxiliary battery 20 is provided. Note that a nonvolatile memory such as a flash ROM (registered trademark) may be employed as the ROM.

  Each ECU is provided with a DC regulator that generates a predetermined level of control voltage (for example, DC5V) from the DC12V DC voltage supplied from the auxiliary battery 20, and the output voltage of the DC regulator is supplied to a control circuit such as a microcomputer. When the control program is supplied and executed by the CPU, an expected function is realized for each ECU.

  Each ECU is connected via a communication line such as CAN (Controller Area Network) or BEAN (Body Electronics Area Network) which is a bus type network, and various control information is exchanged between the ECUs. Note that a power train ECU is connected to the CAN communication line, an electrical ECU is connected to the BEAN communication line, and a gateway ECU is provided for communication between the two.

  An inlet 270 for connecting a connector 330 of a charging cable 300 connected to a commercial power source is provided at the front of the vehicle, and the AC power supply line 8 is connected from the inlet 270 to the charger 40.

  The power supply line 7 from the high-voltage battery 150 is provided with a step-up / down converter 200 that is a high-voltage load via a system main relay SMR, and a first inverter 210 and a second inverter 220 connected in parallel to the step-up / down converter 200 are provided. The U-phase, V-phase, and W-phase coils of the first MG 110 and the second MG 120 are connected to each other. The step-up / down converter 200 and the inverters 210 and 220 constitute a drive circuit.

  When the ENG-ECU 11 receives an engine control command from the PIHV-ECU 10 via the CAN communication line, the ENG-ECU 11 drives and controls the engine 100 based on the engine control command so as to satisfy the target rotational speed and the target torque.

  When MG-ECU 12 receives the motor control command from PIHV-ECU 10 via the CAN communication line, MG-ECU 12 generates electric power generated from first MG 110 driven by engine 100 via power split mechanism 130 based on the motor control command. Then, it is taken out via the first inverter 210 and supplied to the second MG via the second inverter 220, or the electric power taken out via the first inverter 210 is stepped down to a predetermined charging voltage via the buck-boost converter 200. Then, the high voltage battery 150 is charged.

  When the motor is traveling alone, the MG-ECU 12 boosts the output voltage of the high voltage battery 150 by the step-up / down converter 200 and controls the second inverter 220 based on the motor control command from the PIHV-ECU 10 to control the second MG 120. Is driven with a predetermined torque.

  As shown in FIG. 4, the microcomputer 10a incorporated in the PIHV-ECU 10 is constantly supplied with power from the auxiliary battery 20 via the power supply line 6c, and shifts to a standby state when the power switch is turned off. The standby state refers to a power saving state in which the operation of the CPU is stopped, and the CPU shifts to the standby state when the CPU executes a stop command or a halt command.

  When the power switch is turned on in the standby state, the microcomputer 10a shifts from the standby state to the normal operation state, turns on the power supply relay RY1, and shifts to the ACC state in which accessory devices such as the navigation ECU 13 can operate. .

  If the power switch is turned on again when the brake pedal is operated after the transition to the ACC state, the microcomputer 10a turns on the power supply relay RY2 and transitions to the Ready-ON state in which the vehicle can travel. When the power switch is turned on in the ACC state or the Ready-ON state, the microcomputer 10a turns off the system main relay SMR and turns off the power supply relays RU1 and RY2, and shifts to a standby state.

  When the microcomputer 10a shifts to the Ready-ON state, the microcomputer 10a turns on the system main relay SMR to supply power to the step-up / step-down converter 200 that is a high-voltage load, and then charges the high-voltage battery 150 at a predetermined interval until a standby state is reached. The discharge current, voltage, and temperature are monitored, the SOC (State of Charge) of the high-voltage battery 150 is calculated based on a predetermined arithmetic expression using these values as variables, and the values are stored in the RAM 113 (see FIG. 4). The stored SOC detection process is executed.

  The SOC is a numerical value representing the charged amount of electricity Ah with respect to the rated capacity Ah of the battery. The rated capacity of the battery is a fully charged state at a specified temperature, discharge current and discharge end voltage. This is the reference value of the amount of electricity Ah that can be extracted from the battery.

  The microcomputer 10a then calculates the driver's request output calculated based on the accelerator pedal depression amount operated by the driver, the charge request value obtained based on the SOC of the high voltage battery 150, and the vehicle at that time The total output required for the vehicle is calculated from the speed, the operation position of the shift lever, and the like, and an engine control command is output to the ENG-ECU 11 when engine power is required, and the MG-ECU 12 when motor power is required. A travel control process for outputting a motor control command is executed.

  That is, the microcomputer 10a outputs a control command to the ENG-ECU 11 and the MG-ECU 12 so that the SOC of the high voltage battery 150 is maintained within a predetermined range in response to the driver's request output.

  Further, when the connector 330 of the charging cable 300 that is a cable connecting the AC power supply outside the vehicle and the vehicle is attached in the standby state, the microcomputer 10a shifts from the standby state to the operating state and passes through the charging cable 300. Then, the AC power supplied from the AC power source is converted into DC power by the charger 40 and charging processing for controlling charging to the high voltage battery 150 is executed.

  The microcomputer 10a variably controls the voltage level of a pilot signal output from a CCID (Charging Circuit Interrupting Device) 360 provided in the charging cable 300 to output AC power from the charging cable 300, and the system main relay SMR. Turn on.

  Then, a required charge amount is calculated so that the SOC read from the RAM 113 becomes the target SOC, and a charge command is output to the charger 40. The microcomputer 10a executes the SOC detection process during charging, and ends the charging when the calculated SOC reaches the target SOC. The charger 40 includes an AC / DC conversion circuit that converts an AC voltage into a DC charging voltage, and a control circuit that controls the AC / DC conversion circuit based on a charging command received from the microcomputer 10a.

The plug-in charging control will be described in detail below based on the time chart shown in FIG.
As shown in FIG. 4, a charging cable 300 is used to charge the high voltage battery 150 from a commercial power source installed outside the vehicle.

  The charging cable 300 includes a CCID 360 in which the signal generator 30 and the power supply relay 31 are incorporated.

  The signal generator 30 includes a microcomputer and an input / output circuit, and a control pilot signal CPLT (hereinafter referred to as “pilot signal”), which is a pulse signal indicating a rated current that can be supplied to the vehicle from an external power source. Generated and output to the PIHV-ECU 10. The pilot signal initially indicates a DC voltage of V1 (DC12V).

  When connector 330 of charging cable 300 is attached to inlet 270 provided in the vehicle, pilot signal CPLT and cable connection signal PISW are input to PIHV-ECU 10. The cable connection signal PISW is a signal from a switch circuit incorporated in the connector 330, and is a signal for the PIHV-ECU 10 to detect that the connector 330 is attached to the inlet 270. A switch circuit, that is, a series circuit of the resistor R2 and the switch SW5 incorporated in the connector 330 serves as a cable connection detection unit.

  When a rising signal of the pilot signal CPLT is input to the interrupt port INT1 of the microcomputer 10a in the standby state, the microcomputer returns to the operating state from the standby state and becomes ready for plug-in charging.

  When the microcomputer 10a detects the pilot signal of the voltage V1 input to the port IP3, two step-downs in which resistors R7, R8 and transistor switches SW1, SW2 are respectively connected in series between the pilot signal signal line and the ground. One side of the circuit is controlled to lower the voltage level of the pilot signal from V1 to V2 (+ 9V).

  When the CCID 360 detects that the pilot signal has decreased from V1 to V2, the CCID 360 outputs a pulsed pilot signal having a predetermined frequency (eg, 1 KHz). The signal level of the pilot signal is ± V1, but the upper limit level is stepped down to V2 by the step-down circuit.

  The duty ratio of the pilot signal indicates the current capacity of the charging cable 300 and is set for each charging cable 300 in advance. For example, 20% is set when the current capacity is 12A, and 50% when the current capacity is 30A.

  When the microcomputer 10a detects the duty ratio of the pilot signal and recognizes the charging capacity of the charging cable 300, the microcomputer 10a further controls the other step-down circuit to step down the voltage level of the pilot signal from V2 to V3 (+ 6V). Then, the system main relay SMR2 is turned on.

  When the CCID 360 detects that the signal level of the pilot signal has decreased from V2 to V3, the CCID 360 closes the power supply relay 31 and supplies AC power to the vehicle side.

  The microcomputer 10 a sets a current value for charging the SOC of the high voltage battery 150 to the target SOC based on the current capacity of the charging cable 300, and outputs a charging command to the charger 40.

  Receiving the charging command, the charger 40 turns on the relay 41 to control so that predetermined charging power is output from the AC / DC converter, and supplies charging power to the high voltage battery 150.

  The microcomputer 10a monitors the charging current, voltage, and temperature of the high-voltage battery 150, calculates the SOC of the high-voltage battery 150 based on the monitored values, and ends the charging of the high-voltage battery 150 when charged to the target SOC. .

  The microcomputer 10a outputs a charge end command to the charger 40, turns off the system main relay SMR, and returns the voltage level of the pilot signal from V3 to V2 via the step-down circuit. When the charger 40 receives the charge end command, the charger 40 turns off the relay 41 and stops the output of the AC / DC converter.

  When the signal generator 30 detects that the pilot signal has increased from V3 to V2, the signal generator 30 opens the relay 31 and stops supplying AC power to the vehicle side.

  The microcomputer 10a returns the voltage level of the pilot signal to the original V1 through the step-down circuit. When the voltage level of the pilot signal returns to V1, the signal generator 30 stops oscillation and maintains the voltage level of the pilot signal at the DC voltage V1 and stands by.

  In addition to the power feeding system process, the SOC detection process, the travel control process, the charging process, and the like, the microcomputer 10a detects an abnormality determination process for detecting various abnormalities such as whether the power feeding system of the system is normal ( (Also referred to as self-diagnosis processing). Hereinafter, abnormality determination processing for a plurality of power supply systems will be described.

  If the microcomputer 10a determines that the charging cable 300 is not connected to the vehicle based on the cable connection signal PISW, the microcomputer 10a loads the vehicle load at a predetermined time interval after the operation of the power switch or after the operation of the power switch. A voltage value input from a voltage detector provided in a power supply line that supplies DC power is monitored at a first monitoring period, and a first abnormality determination process is performed to determine whether there is an abnormality in the power supply line based on the result. .

  Even when it is determined that the cable connection signal PISW is turned on and the charging cable 300 is connected to the vehicle, if the AC power is not supplied from the charging cable 300, the first abnormality determination process is performed. Sometimes it is done.

  Further, when the microcomputer 10a determines that the charging cable 300 is connected to the vehicle based on the cable connection signal PISW, the charging cable 300 is set at a predetermined time before the start of the charging process or a predetermined time after the end of the charging process. A second abnormality that causes AC power to be output from 300, monitors the voltage value input from the voltage detection unit in a second monitoring period shorter than the first monitoring period, and determines the presence or absence of an abnormality in the feeder line based on the result Execute the judgment process.

  When the microcomputer 10a determines that there is an abnormality in the first abnormality determination process or the second abnormality determination process, the microcomputer 10a executes a storage process for storing the abnormality result in the RAM 113.

  A plurality of voltage detectors are provided on a power supply line that supplies DC power to a vehicle load. For example, the power supply line 6 connected to the auxiliary battery 20 is provided with a voltage detection unit Va for detecting the output voltage of the auxiliary battery 20, and the high voltage battery 150 is connected to the power supply line 7 connected to the high voltage battery 150. A voltage detector Vb for detecting the output voltage of the buck-boost converter 200 is provided between the buck-boost converter 200 and the inverters 210 and 220.

  For example, as shown in FIGS. 4 and 6, each voltage detection unit Va, Vb, Vc can be configured by a high resistance resistance voltage dividing circuit Ra, Rb connected between the power supply line and the ground, A divided voltage VRb generated by the voltage dividing resistor is input to the AD conversion ports IAD1, IAD2, and IAD3 of the microcomputer 10a as a monitor voltage. Although FIG. 6 shows the voltage detection unit Va, the circuit is an example, and the configuration of the voltage detection unit is not limited to such a circuit.

  The ROM 112 stores a control program composed of a plurality of tasks for executing various controls such as the SOC detection process, the travel control process, and the charging process described above. The microcomputer 10a has a timer interrupt process by an internal timer. And a control program necessary for interrupt processing by external signal input.

  The microcomputer 10a is, for example, 1 msec. In the timer interruption process, the charging or discharging current, voltage, and temperature of the high-voltage battery 150 are input, the SOC is calculated based on the values, and the SOC detection process that is stored in the RAM 113 is executed.

  For example, the microcomputer 10a calculates the speed by obtaining the period of the speed pulse signal in the external interrupt process generated at the edge of the speed pulse signal in order to obtain the vehicle speed required for the travel control process.

  If all processes are executed each time a timer interrupt occurs, the necessary processes may be delayed. Therefore, a process that requires a high-speed response is separated from a process that does not require a high-speed response. A process that is executed at each interrupt and does not require a high-speed response is executed, for example, once every plural times, thereby distributing the program load and ensuring the real-time control.

  The first abnormality determination process described above belongs to a process for which a high-speed response is not required, for example, 32 msec. The first monitor period is set to 32 msec. Is set. Furthermore, for load distribution, the voltage detection units Va, Vb, and Vc are configured to be executed at different timer interrupt cycles.

  The microcomputer 10a performs analog / digital conversion on the voltage signal output from the voltage detectors Va, Vb, Vc in the first monitoring period, and whether the value, that is, the monitor voltage is within a preset allowable range, Abnormality determination is executed based on whether or not the vehicle deviates.

  The allowable range is stored in advance in the ROM 112 as the upper limit voltage threshold value VThi and the lower limit voltage threshold value VTlo set for each of the voltage detection units Va, Vb, and Vc.

  For example, the output voltage of the auxiliary battery 20 is set to a value corresponding to the upper limit voltage threshold VThi of DC14V and the lower limit voltage threshold VTlo of DC8V as a range in which the load connected to the power supply line 6 and each ECU operate normally. ing. If the monitor voltage is higher than the upper limit voltage threshold value VThi, it can be determined that the auxiliary battery 20 is abnormal or that the power supply line is short-circuited with the power supply line of the high voltage battery 150, and the monitor voltage is lower than the lower limit voltage threshold value VTlo. If so, it can be determined that the auxiliary battery 20 is abnormal or that the power supply line is short-circuited to the vehicle body at the ground potential.

  For example, the output voltage of the high voltage battery 150 is set such that the upper limit voltage threshold value VThi corresponds to DC300V and the lower limit voltage threshold value VTlo corresponds to DC200V.

  For example, the output voltage of the buck-boost converter 200 is set such that the upper limit voltage threshold value VThi corresponds to DC650V and the lower limit voltage threshold value VTlo corresponds to DC200V. If the monitor voltage deviates from the range of the upper limit voltage threshold value VThi and the lower limit voltage threshold value VTlo, it can be determined that the buck-boost converter 200 has failed or the like.

  The specific numerical values of the upper limit voltage threshold value VThi and the lower limit voltage threshold value VTlo described above are merely examples, and are not limited to these values.

  As shown in FIG. 7, the microcomputer 10a receives the monitor voltage from the voltage detector (SA1), and if the monitor voltage deviates from the voltage range corresponding to the upper limit voltage threshold value VThi and the lower limit voltage threshold value VTlo (SA2). ), It is determined as a temporary abnormality, and the abnormality counter is incremented by 1 (SA3). If the monitor voltage is in a voltage range corresponding to the upper limit voltage threshold value VThi and the lower limit voltage threshold value VTlo (SA2), it is determined as a temporary normal condition. The abnormality counter is reset (SA4), and the number determination counter is incremented by 1 (SA5).

  If the microcomputer 10a determines that the value of the number determination counter has not reached the predetermined value, the microcomputer 10a ends the process and waits for the next monitoring cycle (SA6). When it is determined that the value of the number determination counter has reached a predetermined value (SA6), the number determination counter is reset (SA7), the value of the abnormality counter is checked, and the abnormality determination in which the value of the abnormality counter is preset. If it is equal to or greater than the threshold value (AS8), it is determined that an abnormality has occurred in the power supply line or the battery, a preset abnormality code is stored in the RAM 113 (SA9), and the abnormality counter is further reset and processed. The process ends (SA11).

  If the value of the abnormality counter is less than the preset abnormality determination threshold (AS8), it is determined that the power supply line or battery is normal, the normal code is stored in the RAM 113 (SA10), and the abnormality counter is further set. The process is reset and the process ends (SA11).

  The abnormality counter is provided corresponding to each of the case where the monitor voltage deviates from the upper limit voltage threshold value VThi and the case where the monitor voltage deviates from the lower limit voltage threshold value VTlo, and the abnormality code is also set corresponding to each. ing.

  If the predetermined value is set to 10, at least 32 msec. The monitor voltage is checked 10 times at intervals. Further, when the abnormality determination threshold is set to 8, when it is determined to be a temporary abnormality at least 8 times continuously, it is determined to be abnormal. The reason why such a redundancy determination algorithm is employed is to avoid erroneous determination when instantaneous noise is superimposed on the monitor voltage. Note that the predetermined value and the abnormality determination threshold value are merely examples, and are appropriately set according to the system.

  The microcomputer 10a performs the first abnormality determination process described above when determining that the charging cable 300 is not connected to the vehicle based on a signal input from the cable connection detection unit. Specifically, the operation is performed before and after the power supply relay RY1 or RY2 is turned on by operating the power switch, or at a predetermined time interval, for example, 1 hour interval after the operation of the power switch.

  By executing the first abnormality determination process before turning on the power supply relay RY1, it is possible to determine the abnormality of the power supply line 6c. When the power supply line 6c is normal, the power supply relay RY1 is turned on and the power supply relay RY2 is turned on. By executing the first abnormality determination process before the power supply, the abnormality of the power supply line 6a can be determined. When the power supply line 6a is normal, the first abnormality determination process is executed after turning on the power supply relays RY1 and RY2. Accordingly, it is possible to determine the abnormality of the feeder 6b.

  As a result of the first abnormality determination process described above, the time when the monitor voltage exceeds the voltage corresponding to the upper limit voltage threshold value VThi is continuously 32 msec. × 8 times = 256 msec. When it reaches, it is determined to be abnormal.

  When the abnormality code is stored in the RAM 113 by the first abnormality determination process, the abnormality code is transmitted from the microcomputer 10a to the meter ECU 14, displayed abnormally on the instrument panel, and traveling of the vehicle is prohibited. The abnormal code stored in the RAM 113 is stored in the ROM 112 at an appropriate time, for example, immediately before the microcomputer 10a shifts to the standby state, or when the ROM 112 is a flash ROM. .

  When the vehicle is brought into the repair shop, the abnormal code stored in the nonvolatile memory or ROM 112 is read by a dedicated tool, the cause of the abnormality is identified based on the abnormal code, and appropriate maintenance is performed.

  In the plug-in charging vehicle, when the charging cable 300 is connected to the vehicle and an AC voltage is applied to the inlet 270, an AC current flows from the AC power supply line 8 to the charger 40. When an abnormality such as a short circuit occurs between the electric wires 6 and 7, it is necessary to specify such an abnormality.

  As shown in FIG. 8A, in the first abnormality determination process, the monitor voltages of the voltage detectors Va, Vb, Vc are detected in the first monitor cycle T1 (= 32 msec.). If the monitor voltage exceeds the upper limit voltage threshold VThi for 8 consecutive times, it is determined as abnormal.

  However, for example, when the high-voltage power supply line 7 and the AC power supply line 8 are short-circuited, the monitor voltage of the voltage detection unit Vb fluctuates in an AC cycle, and periodically deviates from the upper limit voltage threshold value VThi or the lower limit voltage threshold value VTlo. When detected in the first monitor cycle T1, there is a risk of erroneous detection as always appropriate, as indicated by a black circle in FIG.

  That is, when the first monitoring period T1 is synchronized with a specific phase of the waveform of the AC voltage, it is always erroneously determined to be appropriate, and is always erroneously determined to exceed the upper limit voltage threshold VThi, or always. Since it is erroneously determined that the voltage is lower than the lower limit voltage threshold VTlo, it cannot be detected that an AC voltage is applied to the DC power supply line.

  Similarly, the monitor voltage detected in the first monitor cycle T1 may be irregularly within the range of the upper limit voltage threshold value VThi and the lower limit voltage threshold value VTlo, and may irregularly deviate from the upper limit voltage threshold value VThi or the lower limit voltage threshold value VTlo. Occur.

  Therefore, in the second abnormality determination process, the voltage value input from the voltage detection unit is monitored at the second monitoring period T2 shorter than the first monitoring period T1, and the presence / absence of abnormality of the feeder is determined based on the result. It is configured.

  The second monitoring period T2 is preferably set to T2 ≦ 1 / 2f based on the Nyquist sampling theorem. This is because the AC frequency signal superimposed on the monitor voltage can be appropriately sampled. Here, f is the frequency of the AC voltage.

  In the case of a commercial power source, if the frequency of the AC voltage is 60 Hz, T2 ≦ 1 / 2f = 8.3 msec. If the frequency of the AC voltage is 50 Hz, T2 ≦ 1 / 2f = 10 msec. Therefore, the second monitor cycle T2 is set to 8 msec. However, it may be set to a shorter period than that. A white circle shown in FIG. 8B indicates that the second monitor cycle T2 is 8 msec. The monitor voltage taken into the microcomputer 8a when set to.

  If it is a predetermined time before the start of the charging process or a predetermined time after the end of the charging process, it is not necessary to execute a process that requires a high-speed response such as the above-described travel control process. The possibility of becoming a load is extremely low, and even when the second abnormality determination process is executed in the second monitoring cycle T2, the real-time property of the control can be sufficiently secured.

  As shown in FIG. 9, the microcomputer 10 a shifts from the standby state to the operating state when the connector 330 of the charging cable 300 is attached to the inlet 270 and the rising edge of the pilot signal output from the CCID 360 is detected in the standby state. Then, the signal level of the pilot signal is lowered and AC power is output from the charging cable 300 (SB1).

  The microcomputer 10a detects the monitor voltage from the voltage detector without turning on the system main relay SMR (SB2), stores the value in the RAM 113, and adds 1 to the value of the number determination counter (SB3).

  It is determined whether or not the value of the number determination counter has reached a predetermined value set in advance, for example, 50. If the value of the number determination counter has not reached 50 (SB4), the process is terminated and the next monitoring cycle is completed. Wait for. If the value of the number determination counter reaches a predetermined value (SB4), the number determination counter is reset (SB5), and the monitor voltage stored in the RAM 113 is subjected to fast Fourier transform to obtain the frequency of the monitor voltage. Calculate (SB6).

  If the frequency of the monitor voltage is close to the frequency of the AC power supply, the microcomputer 10a determines that the DC power supply line and the AC power supply line 8 are short-circuited (SB7), and a preset abnormality code is set. Is stored in the RAM 113 (SB8), and the process is terminated. If the frequency of the monitor voltage is approximately 0, it is determined that the DC power supply line and the AC power supply line 8 are not short-circuited (SB7), the normal code is stored in the RAM 113 (SB9), and the process is terminated. In the termination process, the signal level of the pilot signal is restored and the output of AC power from the charging cable 300 is stopped (SB10).

  In the above example, 8 msec. × 50 times = 400 msec. This completes one abnormality determination process. When the abnormal code is stored in the RAM 113 by the second abnormality determination process, the abnormal code is transmitted from the microcomputer 10a to the meter ECU 14, displayed abnormally on the instrument panel, and the charging process from the external power source is prohibited. The abnormal code stored in the RAM 113 is stored in the ROM 112 at an appropriate time, for example, immediately before the microcomputer 10a shifts to the standby state, or when the ROM 112 is a flash ROM. .

  When the vehicle is brought into the repair shop, the abnormal code stored in the nonvolatile memory or ROM 112 is read by a dedicated tool, the cause of the abnormality is identified based on the abnormal code, and appropriate maintenance is performed.

  In step SB8, when it is first determined that the DC power supply line and the AC power supply line 8 are short-circuited, it is determined that there is a temporary abnormality, and the processing from step SB2 to step SB7 is repeated a plurality of times. Alternatively, when it is determined that the DC power supply line and the AC power supply line 8 are short-circuited, the abnormality determination may be determined and the abnormality code may be stored in the RAM 113.

  Moreover, although the example which performs a fast Fourier transform in order to calculate the frequency of alternating current in step SB7 was demonstrated, the calculation for calculating the frequency of alternating current is not restricted to a fast Fourier transform, For example, commercial power supply frequency is a frequency. If known, the monitor voltage is sampled at 1 / 2f or a frequency dividing period thereof, and the time difference between the time when the monitor voltage of a certain value is obtained and the next time when the same monitor voltage is obtained is counted multiple times. Then, the period of the monitor voltage may be calculated by obtaining the average value.

  Similarly to the first abnormality determination process, the second abnormality determination process also checks the monitor voltage from each voltage detection unit Va, Vb, Vc, and determines which power supply line has an abnormality.

  If the microcomputer 10a determines that the high voltage battery 150 is not charged and determines that there is no short circuit with the AC power supply line in the second abnormality determination process and is normal, then the microcomputer 10a executes the first abnormality determination process, When no abnormality is found in the electric wire, the system main relay SMR is turned on to execute the charging process.

  In addition, when the high voltage battery 150 has already been charged, the microcomputer 10a performs the first abnormality determination process after determining that the high voltage battery 150 is normal in the second abnormality determination process. If not found, enter standby state.

  The second abnormality determination process described with reference to FIG. 9 is an example in which the connector 330 of the charging cable 300 is attached to the inlet 270 and is executed before the charging process is started. After the completion, the second abnormality determination process is intermittently executed until it is determined that the charging cable 300 is disconnected from the vehicle based on the cable connection signal PISW.

  The microcomputer 10a incorporates a timer circuit that operates in a standby state. The microcomputer 10a sets the timer register provided in the timer circuit and starts the timer circuit before shifting to the standby state. For example, when a timer value for one hour is set in the timer register and one hour is counted by the timer circuit during the standby state, a timer interrupt is generated in the CPU.

  While the charging cable 300 is connected to the vehicle, the microcomputer 10a receives the pilot signal of the DC voltage V1 (for example, + 12V) and the cable connection signal PISW in the on state.

  When the microcomputer 10a returns from the standby state to the operating state by the timer interrupt, the microcomputer 10a reduces the signal level of the pilot signal, outputs the AC power from the charging cable 300, and executes the processing after step SB2 described in FIG. When the normality is determined, the first abnormality determination process is further executed, and then the timer circuit is restarted to shift to the standby state.

  If the internal timer circuit is not provided, an external timer circuit such as an RTC (Real Time Clock) is provided to intermittently return the microcomputer 10a from the standby state to the operating state, and a predetermined time has elapsed. Then, the trigger signal may be output to the external interrupt port for wakeup of the microcomputer 10a.

  When the microcomputer 10a has a function of executing a reserved charging process for setting the time for charging the high voltage battery 150 with the electric power supplied from the charging cable 300, the microcomputer 10a is set up to a preset charging start time. The second abnormality determination process may be executed intermittently. Also in this case, the above timer circuit can be used.

  The reserved charging process is performed by setting a charge start time or a charge end time in advance via a display device controlled by the navigation ECU 11 or a charge reservation operation unit provided in an instrument panel controlled by the meter ECU 14. This is a process of starting charging by the PIHV-ECU 10 when the charging time comes.

  When the charging time set by the driver with the power switch turned on is transmitted to the microcomputer 10a via the CAN, the microcomputer 10a stores the time until the charging time in the timer register provided in the timer circuit. Set and enter standby mode. When the charging time comes, the microcomputer 10a returns from the standby state to the operating state and starts the charging process.

  The microcomputer 10a includes two timer circuits, a timer circuit for reserved charging processing and a timer circuit for intermittently executing the second abnormality determination processing. Even if it exists, it can be combined. Until the reservation time is reached, the timer value for executing the second abnormality determination process is set. If the remaining time until the reservation time is less than 1 hour after the second abnormality determination process is completed, the reservation time It is sufficient to set the time until the timer value.

  In other words, the microcomputer 10a is configured to shift to the power saving state before the start of the charging process or after the end of the charging process, and returns from the power saving state to the operating state by the activation circuit including the timer circuit. The second abnormality determination process is executed.

  In the above-described embodiment, the example in which the start circuit is configured by the timer circuit has been described. However, the microcomputer 10a is returned from the power saving state to the operation state based on a signal input from a sensor provided in the vehicle. The signal processing circuit may be configured.

  The hybrid electric vehicle 1 includes an anti-theft ECU that is constantly supplied with power from the auxiliary battery 20 and an impact sensor that detects an external impact applied to the vehicle.

  The anti-theft ECU includes, for example, an acoustic sensor for detecting that the window glass of the vehicle has been broken, a vibration sensor for detecting vibration of the vehicle body, and an inclination sensor for detecting the inclination of the vehicle body. When vibration or tilt is detected, an alarm is sounded.

  Further, when the impact sensor detects that a large external force is applied to the vehicle body, it is configured to output a signal to the PIHV-ECU 10. When the signal is input, the PIHV-ECU 10 is configured to operate a safety mechanism for avoiding secondary disasters, such as turning off a high-voltage power supply system.

  Therefore, the microcomputer 10a is configured to return from the standby state to the operating state by a signal indicating an abnormal state detected by the signal processing circuit, using the anti-theft ECU or impact sensor as the signal processing circuit described above.

  For example, the output from the impact sensor may be configured to be input to the wake-up interrupt port of the microcomputer 10a. The CAN communication is performed from the BEAN communication line connected to the anti-theft ECU via the gateway ECU to the microcomputer 10a. What is necessary is just to comprise so that it may wake up by giving a communication interruption.

  When an accident occurs in the vehicle, there is a possibility that an abnormality has occurred in the power supply line. Therefore, when a signal indicating an abnormal state is output from such a signal processing circuit, a second abnormality determination process or the like is executed by the microcomputer 10a.

  In the embodiment described above, the example in which the single microcomputer 10a is mounted on the PIHV-ECU 10 has been described, but a plurality of microcomputers may be mounted.

  For example, the first microcomputer and the second microcomputer are connected by a communication line, the first microcomputer is connected to a power supply line 6c that can always supply power, and the second microcomputer is connected to the power supply line 6a via a power supply relay RY1. Connecting.

  The first microcomputer is equipped with a pilot signal and various start-up circuits as described above, and can be switched between a standby state and an operating state, and the first microcomputer controls the power supply relays RY1 and RY2 by a power switch operation signal or the like. System control for causing the second microcomputer to perform SOC detection processing, travel control processing, charging processing, first and second abnormality determination processing, and the like. You may comprise so that it may function as a part. In this case, by selecting an inexpensive microcomputer with low power consumption as the first microcomputer, the power consumption when the power switch is turned off can be further reduced.

  In this case, when the first microcomputer returns from the standby state to the operating state, the power supply relay RY1 is turned on to start the second microcomputer, and the power switch is turned on or the charging cable 300 is connected. To the second microcomputer via the communication line, and based on the notification, the second microcomputer determines whether to execute the traveling control process, to perform the charging process, to perform the abnormality determination process, or the like. Thus, the corresponding process may be executed.

  In the above-described embodiment, the case where the charging cable 300 including the CCID 360 that can control the supply and interruption of the AC power to and from the PIHV-ECU 10 has been described. However, the AC power is always supplied without the CCID 360. Even when the charging cable 300 to be connected is connected to the vehicle, the charging process and the second abnormality determination process can be executed.

  For example, when the plug 320 of the charging cable 300 is connected to an external AC power source and the outlet 330 is inserted into the inlet 270, the power from the AC power source is supplied to the vehicle, so that the charger 40 detects the AC power. Then, by notifying PIHV-ECU 10, PIHV-ECU 10 can detect attachment of charging cable 300 to the vehicle.

  Thereafter, the PIHV-ECU 10 can turn on the system main relay SMR and start a charging process by transmitting a charging start signal to the charger. When the SOC of the high voltage battery 150 reaches the target SOC, the PIHV-ECU 10 outputs a charge end signal indicating the end of charging to the charger 40 and turns off the system main relay SMR.

  The PIHV-ECU 10 may perform the second abnormality determination process described above before turning on the system main relay SMR.

  In the above-described embodiment, in the second abnormality determination process, the abnormality determination of each power supply line is executed based on the monitor voltage detected by the voltage detection units Va, Vb, and Vc provided in the high-voltage or low-voltage DC power supply line. Although the example to do was demonstrated, you may perform a 2nd abnormality determination process by using the signal from the various sensors mounted in the vehicle as a monitor voltage. It is possible to detect an abnormality in a power supply line to various sensors or an abnormality in which an AC voltage is superimposed on a signal line.

  In the above-described embodiment, the example in which the monitor voltage detected by the voltage detection units Va, Vb, and Vc is input to the AD conversion port of the microcomputer 10a has been described. However, the monitor voltage is set to the upper limit voltage threshold value VThi or the lower limit voltage threshold value VTlo. The digital signal may be input to an input port of a digital signal through a comparator that binarizes the signal.

  Also in this case, the cycle of the AC voltage can be measured by the second abnormality determination process.

  As described above, the control device of the present invention is realized by the PIHV-ECU 10, and the control unit of the present invention is realized by the microcomputer 10a.

  In the present invention, a wheel is driven by a motor, and the engine is a plug-in hybrid vehicle adopting a series hybrid system used for driving a generator for supplying electric power to the motor. Used in plug-in hybrid vehicles that use an external power source to charge high-voltage batteries installed in plug-in hybrid vehicles that employ a parallel hybrid system that directly drives the vehicle, and in electric vehicles that have only a motor for driving without an engine The present invention is also applicable to an electric vehicle that charges a high voltage battery with an external power source.

  The embodiment described above is merely an example of the present invention, and it is needless to say that the specific configuration and the like of each block can be changed and designed as appropriate within the scope of the effects of the present invention.

1: Plug-in charging vehicles 6a, 6b, 6d: Feed line 10: Control device (PIHV-ECU)
20: Battery (auxiliary battery)
40: Charger 113: Storage unit (RAM)
150: Battery (high voltage battery)
300: Charging cable 151: System main relay (SMR)
RY1, RY2: Feed relays Va, Vb, Vc: Voltage detection unit

Claims (7)

A control device for a plug-in charging vehicle that charges a battery mounted on the vehicle via a cable connecting the vehicle with an AC power source outside the vehicle ,
The AC power supplied from the AC power source through the front Symbol cable, and converted into DC power by the charger, and the charging process of the charging control to the battery via a power supply line for supplying a DC power to a load of the vehicle ,
A first abnormality determination process for determining whether or not there is an abnormality in the power supply line based on a voltage value input from a voltage detection unit provided in the power supply line;
Based on a signal input from a cable connection detection unit, when determining that the cable is connected to a vehicle, at a predetermined time before the start of the charging process or at a predetermined time after the end of the charging process The AC power is output from the cable and, based on the voltage value input from the voltage detection unit, the presence / absence of a short-circuit abnormality between the power supply line of the AC power supplied from the AC power supply and the power supply line is determined. A second abnormality determination process ;
Control device for plug-in charging the vehicle includes a control unit for executing.   2. The control device for a plug-in charging vehicle according to claim 1, wherein a monitoring period of the voltage value by the second abnormality determination process is set to a period shorter than a monitoring period of the voltage value by the first abnormality determination process. The control device for a plug-in charging vehicle according to claim 2, wherein the monitoring cycle is set to a cycle of 1 / (2fc) or less (fc is a frequency of an AC power supply). Said first abnormality determination process, on the basis of the signal inputted from the cable connection detection unit, the cable according to any one of claims 1 to be executed when determined not to be connected to the vehicle 3 Control device for plug-in charging vehicle.   The control unit is configured to shift to a power saving state before the start of the charging process or after the end of the charging process, and is returned from the power saving state to the operating state by a startup circuit provided in the control unit. The control device for a plug-in charging vehicle according to any one of claims 1 to 3, wherein the control device is configured to execute the second abnormality determination process. The control device for a plug-in charging vehicle according to any one of claims 1, 2, and 5 , wherein when the control unit determines that the second abnormality determination process is normal, the control unit executes the first abnormality determination process. . A control method of a plug-in charging vehicle by a control unit that charges a battery mounted on the vehicle via a cable connecting the vehicle with an AC power supply outside the vehicle,
AC power supplied from the AC power source via the cable is converted into DC power by a charger, and charging processing is performed for charging control to the battery via a power supply line that supplies DC power to a vehicle load ;
A first abnormality determination process for determining whether or not there is an abnormality in the power supply line based on a voltage value input from a voltage detection unit provided in the power supply line;
Based on a signal input from a cable connection detection unit, when determining that the cable is connected to a vehicle, at a predetermined time before the start of the charging process or at a predetermined time after the end of the charging process The AC power is output from the cable and, based on the voltage value input from the voltage detection unit, the presence / absence of a short-circuit abnormality between the power supply line of the AC power supplied from the AC power supply and the power supply line is determined. A second abnormality determination process;
A storage process for storing an abnormality result in a storage unit when determining an abnormality in the first or second abnormality determination process;
A plug-in charging vehicle control method to perform.

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