JP2010098845A - Charge controller of vehicle, and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a charge controller of a vehicle, which can prevent potential problems that could occur when there is electrical leakage in a vehicle wherein an electrical storage device for driving the vehicle is so configured as to be charged from a power supply outside the vehicle. <P>SOLUTION: A charge controller is equipped with a charger 260, a charging inlet 180, a charging lid 190 that covers the charging inlet 180, an electrical leakage detection unit 240 that detects a possibility of electrical leakage in the charging inlet 180 and/or the charger 260; and an ECU 170 for controlling the charging lid 190 and the charger 260 based on the detection results of the electrical leakage detection unit 240. When the electrical leakage detection unit 240 detects a possibility of electrical leakage when an electrical storage device 150 is not being charged, the ECU 170 fixes the charging lid 190 in a closed state. Meanwhile, when the electrical leakage detection unit 240 detects a possibility of electrical leakage when the electrical storage device 150 is being charged, the ECU 170 stops the charger 260. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle charging control device configured to be able to charge a power storage device for driving a vehicle from a power source outside the vehicle, and a vehicle including the same.

  In recent years, electric vehicles, hybrid vehicles, fuel cell vehicles, and the like have attracted attention as environmentally friendly vehicles. These vehicles are equipped with an electric motor that generates a driving force for driving and a power storage device that stores electric power supplied to the electric motor. A hybrid vehicle is a vehicle equipped with an internal combustion engine as a power source together with an electric motor, and a fuel cell vehicle is a vehicle equipped with a fuel cell as a DC power source for driving the vehicle.

  In such a vehicle, a vehicle capable of charging a power storage device for driving a vehicle mounted on the vehicle from a power source of a general household is known. For example, by connecting a power outlet provided in a house and a charging inlet provided in a vehicle with a charging cable, electric power is supplied from the power supply of a general household to the power storage device. Hereinafter, a vehicle that can charge the power storage device mounted on the vehicle from a power supply provided outside the vehicle is also referred to as a “plug-in vehicle”.

Regarding the vehicle charging mechanism, for example, Patent Document 1 (Registered Utility Model No. 3138703) discloses a configuration in which a power receiving terminal on a power receiving side is installed in a vehicle interior. For example, Patent Document 2 (Japanese Patent Laid-Open No. 10-290529) discloses a power supply device for an electric vehicle. In the power supply device described in the above document, a battery that supplies power to the traveling motor or the on-vehicle auxiliary device supplies power to the commercial power supply through the inverter circuit. The leakage detection circuit detects a ground fault current leaking from the battery and detects a leakage of the electric circuit system. Further, the leakage detection circuit first cuts off only the power supply to the commercial power supply load when the leakage is detected.
Registered Utility Model No. 3138703 JP-A-10-290529

  According to the configuration of the power feeding device disclosed in Patent Document 1, when an occupant gets on the vehicle, there is a possibility that the power receiving terminal may be touched. However, Patent Document 1 does not particularly describe a solution to such a problem.

  Patent Document 2 describes that when a commercial power supply load and a vehicle AC power supply are connected, a problem due to electric leakage can be avoided. However, in view of the fact that a high voltage circuit is mounted in the vehicle, there is an undeniable possibility that leakage occurs in the high voltage circuit in the vehicle even when the commercial power load and the vehicle AC power supply are not connected. However, it is not clearly described in Reference 2 whether it is possible to deal with such possibility.

  An object of the present invention is to provide a charging control device for a vehicle and a vehicle including the same that can avoid a problem that may occur when a charging system for charging a power storage device for driving the vehicle has a leakage.

  In summary, the present invention is a charge control device mounted on a vehicle for charging a power storage device used for driving the vehicle with a power supply external to the vehicle. The charging control device is configured to be openable and closable, including a charging inlet including an electrode exposed to the outside of the vehicle to receive power from a power source, a charging circuit that charges the power storage device with power input through the electrode, At the time of charging the power storage device, the electrode protection unit is opened to expose the electrode to the outside of the vehicle, and when the power storage device is not charged, the electrode protection unit is closed to prevent the electrode from being exposed, and at least one of the charging inlet and the charging circuit A leakage detection unit that detects the possibility of leakage in the battery and a control device that controls the electrode protection unit and the charging circuit based on the detection result of the leakage detection unit. When the leakage detection unit detects the possibility of leakage while the power storage device is in a non-charged state, the control device fixes the electrode protection unit in a closed state, while the leakage detection unit When the possibility of electric leakage is detected, the charging circuit is stopped.

  Preferably, the charge control device further includes a blow device that ejects gas toward the electrode. When the control device detects that the electrode protection portion has changed from the closed state to the open state, it causes gas to be ejected from the blow device.

  Preferably, the leakage detection unit includes a water droplet detection device that detects that a water droplet has adhered to the outer surface of the vehicle. The charging control device further includes a transmission device for transmitting information to the user of the vehicle. When a water droplet is detected by the water droplet detection device during charging of the power storage device, the control device transmits information indicating the possibility of electric leakage to the user via the transmission device. When the state in which the water droplet detection device is detecting the water droplet continues for a certain period of time, the control device determines that the possibility of electric leakage has been detected by the electric leakage detection unit and stops the charging circuit.

  According to another aspect of the present invention, a vehicle includes a power storage device and any one of the above-described charge control devices.

  ADVANTAGE OF THE INVENTION According to this invention, the problem which may occur when the charging system for charging the electrical storage device for driving a vehicle leaks can be avoided.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

  In the present embodiment, a hybrid vehicle is shown as a “plug-in vehicle”. However, the present invention can be applied to a vehicle configured to charge a power storage device for driving a vehicle by an external power source. Therefore, the present invention can also be applied to an electric vehicle that does not include an engine and runs only by electric power, and a fuel cell vehicle that further includes a fuel cell as a power source in addition to a power storage device.

[Embodiment 1]
FIG. 1 is an overall block diagram of a plug-in hybrid vehicle shown as an example of a vehicle to which a charge control device according to Embodiment 1 of the present invention is applied. Referring to FIG. 1, hybrid vehicle 1000 includes an engine 100, a first MG (Motor Generator) 110, a second MG 120, a power split mechanism 130, a speed reducer 140, a power storage device 150, drive wheels 160, ECU170. Engine 100, first MG 110, and second MG 120 are controlled by ECU 170.

  Engine 100, first MG 110, and second MG 120 are coupled to power split device 130. This plug-in hybrid vehicle travels by driving force from at least one of engine 100 and second MG 120. The power generated by the engine 100 is divided into two paths by the power split mechanism 130. That is, one is a path transmitted to the drive wheel 160 via the speed reducer 140, and the other is a path transmitted to the first MG 110.

  First MG 110 is an AC rotating electric machine, for example, a three-phase AC synchronous motor including a U-phase coil, a V-phase coil, and a W-phase coil. First MG 110 generates power using the power of engine 100 divided by power split device 130. For example, when the value indicating the state of charge of power storage device 150 (hereinafter also referred to as “SOC (State Of Charge)”) becomes lower than a predetermined value, engine 100 is started and power is generated by first MG 110. The electric power generated by first MG 110 is converted from alternating current to direct current by an inverter (described later), and the voltage is adjusted by a converter (described later) and stored in power storage device 150.

  Second MG 120 is an AC rotating electric machine, for example, a three-phase AC synchronous motor including a U-phase coil, a V-phase coil, and a W-phase coil. Second MG 120 generates driving force using at least one of the electric power stored in power storage device 150 and the electric power generated by first MG 110. Then, the driving force of second MG 120 is transmitted to driving wheel 160 via reduction gear 140. Thus, second MG 120 assists engine 100 or causes the vehicle to travel with the driving force from second MG 120. In FIG. 1, the driving wheel 160 is shown as a front wheel, but the rear wheel may be driven by the second MG 120 instead of or together with the front wheel.

  When the vehicle is braked or the like, the second MG 120 is driven by the driving wheel 160 via the speed reducer 140, and the second MG 120 operates as a generator. Thus, second MG 120 operates as a regenerative brake that converts braking energy into electric power. The electric power generated by second MG 120 is stored in power storage device 150.

  Power split device 130 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so as to be capable of rotating, and is connected to the crankshaft of engine 100. The sun gear is connected to the rotation shaft of first MG 110. The ring gear is connected to the rotation shaft of second MG 120 and speed reducer 140.

  Engine 100, first MG 110, and second MG 120 are connected via power split mechanism 130 formed of a planetary gear, so that the rotational speeds of engine 100, first MG 110, and second MG 120 are the same as shown in FIG. In the diagram, the relationship is a straight line.

  Referring again to FIG. 1, power storage device 150 is a chargeable / dischargeable DC power supply, and is composed of, for example, a secondary battery such as nickel metal hydride or lithium ion. Power storage device 150 stores power supplied from a power source outside the vehicle, in addition to power generated by first MG 110 and second MG 120.

  FIG. 3 is an external view showing an example of the hybrid vehicle 1000. Referring to FIG. 3, hybrid vehicle 1000 is provided with charging inlet 180, charging lid 190, and charging lamp 195. The charging inlet 180 is a power interface for receiving charging power from a power source outside the vehicle, and is for connecting a charging cable. The charging lid 190 is for covering the charging inlet 180 when the power storage device is not charged (when the charging inlet 180 is not used). The charge lamp 195 is for indicating that the power storage device is being charged, and is lit while the power storage device is being charged. The position of charging inlet 180 is not limited to the position shown in FIG.

  FIG. 4 is a diagram illustrating a configuration example of the charging inlet 180. Referring to FIG. 4, charging inlet 180 is housed in a housing portion that is a recess formed on the outer surface of the vehicle. The charging lid 190 is rotatably supported by the support portion 186. As a result, the charging lid 190 is configured to be openable and closable. The switch 51 is provided in a housing portion that houses the charging inlet 180. When the charging lid 190 is closed, the switch 51 is pushed and turned on, and when the charging lid 190 is opened, the switch 51 is turned off.

  The charging inlet 180 has electrodes 181 to 185. The electrodes 181 to 183 are electrodes for receiving power from an external power source, and the electrodes 184 and 185 are electrodes for inputting signals from the outside (described later). However, the number, arrangement, and function of the electrodes are not limited as described above.

  By closing the charging lid 190, the electrodes 181 to 185 can be prevented from being exposed to the outside of the vehicle. Thereby, it can prevent that a user contacts these terminals (especially electrode 181-183). Further, it is possible to prevent water droplets or dust from adhering to each electrode. That is, the charging lid 190 corresponds to the “electrode protection unit” of the present invention.

  FIG. 5 is an overall configuration diagram of the electrical system of the plug-in hybrid vehicle shown in FIG. Referring to FIG. 5, this electrical system includes a power storage device 150, an SMR (System Main Relay) 250, a converter 200, a first inverter 210, a second inverter 220, a first MG 110, a second MG 120, A charging inlet 180, an AC port 230, a leakage detection circuit 240, a charger 260, a lamp driving circuit 270, a lid fixing device 280, and a charging lid detection device 290 are provided.

  SMR 250 is provided between power storage device 150 and converter 200. SMR 250 is a relay for electrically connecting / disconnecting power storage device 150 and the electric system, and is controlled to be turned on / off by ECU 170. That is, SMR 250 is turned on when the vehicle is running and when power storage device 150 is charged from a power source external to the vehicle, and power storage device 150 is electrically connected to the electrical system. On the other hand, when the vehicle system is stopped, SMR 250 is turned off, and power storage device 150 is electrically disconnected from the electric system.

  Converter 200 includes a reactor, two npn transistors, and two diodes. Reactor has one end connected to the positive electrode side of power storage device 150 and the other end connected to a connection node of two npn transistors. Two npn transistors are connected in series, and a diode is connected in antiparallel to each npn transistor.

  For example, an IGBT (Insulated Gate Bipolar Transistor) can be used as the npn transistor. Further, a power switching element such as a power MOSFET (Metal Oxide Semiconductor Field-Effect Transistor) may be used instead of the npn transistor.

  When power is supplied from power storage device 150 to first MG 110 or second MG 120, converter 200 boosts the power discharged from power storage device 150 based on a control signal from ECU 170 and supplies the boosted power to first MG 110 or second MG 120. . In addition, when charging power storage device 150, converter 200 steps down the power supplied from first MG 110 or second MG 120 and outputs the reduced power to power storage device 150.

  First inverter 210 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm, and W-phase arm are connected in parallel to each other. Each phase arm includes two npn-type transistors connected in series, and a diode is connected in antiparallel to each npn-type transistor. The connection point of the two npn-type transistors in each phase arm is connected to the corresponding coil end in the first MG 110 and an end different from the neutral point 112.

  Then, first inverter 210 converts the DC power supplied from converter 200 into AC power and supplies it to first MG 110. In addition, first inverter 210 converts AC power generated by first MG 110 into DC power and supplies it to converter 200.

  Second inverter 220 also has the same configuration as first inverter 210, and the connection point of the two npn transistors in each phase arm is a corresponding coil end in second MG 120 and an end different from neutral point 122. Connected to.

  Second inverter 220 converts the DC power supplied from converter 200 into AC power and supplies it to second MG 120. Second inverter 220 supplies AC power generated by second MG 120 as a DC current to converter 200.

  AC port 230 is provided between a power line pair (power lines ACLp, ACLn) connected to charger 260 and a power line pair (power lines Lp, Ln) connected to charging inlet 180. Charging inlet 180 and the electric system Electrical connection / disconnection with AC port 230 is controlled by ECU 170 to electrically connect charging inlet 180 to the electrical system when power storage device 150 is charged from a power supply external to the vehicle. On the other hand, when the vehicle is not connected to an external power source, AC port 230 electrically disconnects the electrical system and charging inlet 180.

  Leakage detection circuit 240 is connected to power lines ACLp and ACLn, and detects the possibility of leakage. Leakage detection circuit 240 performs the above detection operation in response to a control signal from ECU 170 and transmits the detection result to ECU 170.

  Charger 260 operates in response to a control signal from ECU 170. The power supply outside the vehicle is an AC power supply. Charger 260 converts AC power received via power lines ACLp and ACLn into DC power, adjusts the voltage, and supplies the DC power to power storage device 150. The lamp driving circuit 270 turns on the charging lamp 195 in accordance with a control signal from the ECU 170.

  The lid fixing device 280 fixes the charging lid 190 in the closed state under the control of the ECU 170. For example, as the lid fixing device 280, a motor that rotates the charging lid 190 by rotating the support portion 186 shown in FIG. 3 in the forward direction and the reverse direction may be used. In such a configuration, the charging lid 190 can be fixed in the closed state if the ECU 170 controls the motor not to move while the charging lid 190 remains closed. Further, as the lid fixing device 280, an electronic lock that locks the charging lid 190 by operating according to the control of the ECU 170 can be used.

  The charging lid detection device 290 detects the open / close state of the charge lid 190 by detecting the on / off state of the switch 51, and outputs a lid signal LID indicating the open / close state to the ECU 170.

  ECU 170 generates control signals for operating SMR 250, converter 200, first inverter 210 and second inverter 220, leakage detection circuit 240, charger 260, lamp drive circuit 270, and lid fixing device 280. Control the operation of the device.

  FIG. 6 is a schematic configuration diagram of a connection portion between charging inlet 180 and charging cable 300. Referring to FIG. 6, charging cable 300 that connects the plug-in hybrid vehicle and a power supply outside the vehicle includes a connector 310, a plug 320, and a CCID (Charging Circuit Interrupt Device) 330.

  Connector 310 is configured to be connectable to a charging inlet 180 provided in the vehicle. When connector 310 is connected to charging inlet 180, signal PISW indicating the connection is input to ECU 170 via signal line L1.

  The signal line L1 is connected to the electrode 184, and the electrode 183 is connected to the vehicle ground 60. When the connector 310 is connected to the charging inlet 180, the electrodes 183 and 184 are short-circuited to connect the signal line L1 to the vehicle ground 60. Therefore, the potential of the signal PISW becomes the ground potential. On the other hand, when the connector 310 is removed from the charging inlet 180, the signal line L1 is electrically opened. Therefore, based on the potential of signal PISW, connector 310 can detect the presence or absence of connection with charging inlet 180.

  Plug 320 is connected to a power outlet 400 provided in a house, for example. AC power is supplied from the power source 402 to the power outlet 400.

  CCID 330 is provided in a power line pair (power lines PSLp, PSLn) for supplying charging power from power supply 402 to the plug-in hybrid vehicle, and connects / cuts off a power transmission path from power supply 402 to hybrid vehicle 1000. Further, the CCID 330 operates by the power supplied from the power source 402 when the plug 320 is connected to the power outlet 400, and generates the pilot signal CPLT. Pilot signal CPLT is input to ECU 170 via signal line L 2 connected to electrode 185. CCID 330 sets the duty cycle of pilot signal CPLT based on the rated current that can be supplied from power supply 402 to vehicle via charging cable 300. Therefore, ECU 170 can grasp the above-mentioned rated current by receiving pilot signal CPLT.

  AC port 230 includes a DFR (Dead Front Relay) 231, a voltage sensor 235, and a current sensor 236. DFR 231 is ON / OFF controlled by a control signal from ECU 170 to connect / cut off power lines Lp, Ln and power lines ACLp, ACLn. Voltage sensor 235 detects the voltage between power lines ACLp and ACLn. The current sensor 236 detects the current flowing through the power lines Lp and Ln.

  The configuration of leakage detecting circuit 240 is not particularly limited, and for example, the configuration shown in FIG. 7 can be adopted. Referring to FIG. 7, leakage detection circuit 240 includes an insulation resistance meter 241, a connection part 242, a magnetic flux collecting core 246, a coil 247, and a signal generation part 248.

  Insulation resistance meter 241 determines whether or not each of power lines ACLp and ACLn is insulated from vehicle ground 60 in a closed state of charging lid 190 (that is, when power storage device 150 is not charged), and power lines ACLp and ACLn are insulated from each other. Is detected and the detection result is output to ECU 170.

  The connection unit 242 is for connecting the insulation ohmmeter 241 to the power lines ACLp and ACLn and disconnecting from the power lines ACLp and ACLn. The connection unit 242 is controlled by the ECU 170 and is turned on when the charging lid 190 is closed, and turned off when the charging lid 190 is open.

  Magnetic collecting core 246, coil 247, and signal generator 248 are used when charging lid 190 is in an open state (that is, when power storage device 150 is charged). The magnetic flux collecting core 246 collects magnetic flux generated in the surroundings according to the current flowing through the power lines ACLp and ACLn. The coil 247 is wound around the magnetic collecting core 246. The signal generator 248 is connected to both ends of the coil 247.

  In a state where a leakage occurs, the equilibrium state between the magnetic flux generated by the current flowing through the power line ACLp and the magnetic flux generated by the current flowing through the power line ACLn breaks down, and the magnetic flux is generated in the magnetic flux collecting core 246. A voltage difference is generated between both ends of the coil 247 according to the generated magnetic flux. When the voltage difference between both ends of the coil 247 exceeds a predetermined value, the signal generator 248 outputs a signal ZCT indicating the possibility of leakage.

  ECU 170 determines whether or not there is a possibility of electric leakage based on the detection result of electric leakage detection circuit 240. Further, ECU 170 receives signal LID from charging lid detection device 290, and determines whether charging lid 190 is in a closed state or not. When the possibility of electric leakage is detected when the charging lid 190 is closed, the ECU 170 controls the lid fixing device 280 to fix the charging lid 190 in the closed state. The closed state of charging lid 190 corresponds to the non-charging state of power storage device 150. On the other hand, when the possibility of electric leakage is detected in the open state of charging lid 190, ECU 170 forcibly stops charging of the power storage device. This process will be described in more detail.

  FIG. 8 is a flowchart illustrating a control process performed by ECU 170 when a possibility of electric leakage occurs. The processing shown in this flowchart is called from the main routine and executed at regular time intervals or when a predetermined condition is satisfied.

  Referring to FIGS. 8 and 6, ECU 170 determines whether or not power storage device 150 is being charged based on signal LID from charging lid detection device 290 (step S <b> 1). When the signal LID indicates the closed state of the charging lid 190, the possibility that the charging cable 300 is connected to the charging inlet 180 is low. Therefore, in this case, ECU 170 determines that power storage device 150 is in a non-charged state. On the other hand, when the signal LID indicates the open state of the charging lid 190, the charging cable 300 is likely to be connected to the charging inlet 180. Therefore, in this case, ECU 170 determines that power storage device 150 is in a charged state.

  When power storage device 150 is being charged (YES in step S1), ECU 170 determines whether or not there is a possibility of electric leakage based on the detection result of electric leakage detection circuit 240 (step S2). If ECU 170 does not receive signal ZCT from signal generator 248, it is determined that there is no possibility of electric leakage. In this case (NO in step S2), it is determined whether or not a predetermined charging completion condition is satisfied (step S3). The charging completion condition is not particularly limited, and may be, for example, a condition that the voltage of power storage device 150 has reached a predetermined voltage, or a condition that the current supplied to power storage device 150 is equal to or lower than a predetermined current. When the charging completion condition is satisfied (YES in step S3), ECU 170 executes a charging completion process (step S4). On the other hand, when the charging completion condition is not satisfied (NO in step S3), the process returns to step S2. The charging completion processing includes, for example, processing for turning off the charging lamp 195, processing for stopping the charger 260, processing for turning off the DFR 230, and the like, but is not limited thereto.

  On the other hand, when ECU 170 receives signal ZCT from signal generation unit 248, ECU 170 determines that there is a possibility of electric leakage. In this case (YES in step S2), ECU 170 forcibly stops charging power storage device 150 (step S5). A method for forcibly stopping charging of the power storage device is, for example, a method for stopping charger 260.

  Further, when power storage device 150 is not being charged (NO in step S1), ECU 170 determines whether or not there is a possibility of electric leakage based on the detection result of electric leakage detection circuit 240 (step S6). In this case, the ECU 170 turns on the connection portion 242 (FIG. 7) and operates the insulation resistance meter 241 to receive the detection result from the insulation resistance meter 241 and determine whether or not there is a possibility of electric leakage.

  If it is determined that there is no possibility of electric leakage (NO in step S6), the process returns to the main routine. On the other hand, when it is determined that there is a possibility of electric leakage (YES in step S6), ECU 170 controls lid fixing device 280 such that charging lid 190 is fixed in the closed state (step S7).

  As described above, in the present embodiment, when the leakage detection circuit 240 detects the possibility of leakage while the power storage device 150 is in the non-charged state (while the charging lid 190 is in the closed state) ECU 170 fixes charging lid 190 in the closed state. According to the present embodiment, when there is a possibility of electric leakage, the user cannot open the charging lid 190, so that the user can be prevented from contacting the electrode of the charging inlet 180.

  On the other hand, in the present embodiment, when leakage detection circuit 240 detects the possibility of leakage during charging of the power storage device, charger 260 is stopped. Thereby, the big influence (for example, failure of an electric system) to the electric system of a vehicle by continuation of an electric leakage can be avoided. It can also be expected that the user stops the electric leakage before contacting the charging inlet 180 or the like.

  Therefore, according to the present embodiment, it is possible to avoid a problem that may occur when a charging system for charging a power storage device for driving a vehicle leaks.

[Embodiment 2]
The overall configuration and appearance of a plug-in hybrid vehicle to which the charge control device according to the second embodiment is applied is the same as that of the first embodiment shown in FIGS. Further, the configuration of the electrical system for charging power storage device 150 is the same as the configuration shown in FIG.

  The charge control device according to the second embodiment differs from the charge control device according to the first embodiment in that it has a configuration for preventing a short circuit between the electrodes of charge inlet 180.

  FIG. 9 is a diagram showing a configuration of a charging inlet provided in the plug-in hybrid vehicle according to the second embodiment and its surroundings. Referring to FIG. 9, in the second embodiment, a pipe 187 for flowing high-pressure air is provided in the vehicle, and the high-pressure air ejected from pipe 187 is directed to the electrodes of charging inlet 180 (particularly electrodes 181 to 183). And sprayed.

  FIG. 10 is a diagram showing a configuration of the charging control apparatus according to the second embodiment. Referring to FIGS. 10 and 6, the charge control device according to the second embodiment is different from the charge control device according to the first embodiment in that it further includes a compressor 191, a tank 192, and an electromagnetic valve 193. The compressor 191, the tank 192, and the solenoid valve 193 constitute the “blow device” of the present invention.

  The compressor 191 compresses air and stores the air in the tank 192. When ECU 170 detects that charging lid 190 has been opened based on signal LID from charging lid detection device 290, ECU 170 opens electromagnetic valve 193. As a result, the air stored in the tank 192 is discharged through the pipe 187 and blown toward the electrode of the charging inlet 180.

  According to the second embodiment, water droplets, dust or dust attached to the electrode of charging inlet 180 can be removed with high-pressure air. As a result, a short circuit between the electrodes 181 to 183 which are electrodes for receiving power can be prevented, so that the possibility of leakage is reduced. Therefore, according to the second embodiment, as in the first embodiment, it is possible to avoid a problem that may occur when a charging system for charging a power storage device for driving a vehicle leaks.

[Embodiment 3]
The overall configuration and appearance of the plug-in hybrid vehicle to which the charging control apparatus according to the third embodiment is applied are the same as those of the first embodiment shown in FIGS. Further, the configuration of the electrical system for charging power storage device 150 is the same as the configuration shown in FIG.

  The charge control device according to the third embodiment is different from the charge control device according to the first embodiment in the configuration for detecting the possibility of electric leakage after the start of charging.

  FIG. 11 is a diagram illustrating a configuration of the charge control device according to the third embodiment. Referring to FIG. 11, the charging control device according to the third embodiment is different from leakage detecting circuit 240 in that it includes a leakage detecting circuit 240A, and further includes a transmitting device 510, and the charging control device according to the first embodiment. Different.

  FIG. 12 is a diagram illustrating a configuration of the leakage detection circuit 240A. Referring to FIG. 12, leakage detection circuit 240 </ b> A is different from leakage detection circuit 240 shown in FIG. 7 in that it includes a rain sensor 243 instead of magnetic flux collecting core 246, coil 247, and signal generation unit 248.

  The rain sensor 243 is installed on the outer surface 600 of the hybrid vehicle 1000 and detects that water droplets have adhered to the outer surface 600. The detection result of the rain sensor 243 is sent to the ECU 170. As the rain sensor 243, a rain sensor having a known configuration can be applied. For example, a sensor that optically or electrically detects that a water droplet has adhered to its own detection surface can be applied.

  Referring to FIGS. 11 and 12, ECU 170 can cause electric leakage from charging device 180 from transmitting device 510 when charging cable 300 is connected to charging inlet 180 and a water droplet is detected by rain sensor 243. Send information to the user indicating that the Information emitted from the transmitter 510 is received by, for example, an information terminal carried by the user or a receiver installed in a house.

  The transmission device 510 is mounted on the information device 500. The information device 500 is, for example, a navigation device, but is not limited to this. Moreover, the transmission apparatus 510 is not limited to be mounted on the information device 500, and may be mounted alone on the vehicle.

  FIG. 13 is a flowchart illustrating a charging process of the charging control apparatus according to the third embodiment. FIG. 13 illustrates the processing of the charge control device during charging of the power storage device 150. That is, FIG. 13 shows processing after YES is determined in step S1 of the flowchart of FIG. Since the charging control device charging process when power storage device 150 is not charged is the same as the processes in steps S6 and S7 in the flowchart of FIG. 8, the following description will not be repeated.

  Referring to FIG. 13 and FIG. 8, in the third embodiment, the first embodiment is different in that the process in step S2A is executed instead of the process in step S2, and the processes in steps S11 and S12 are added. And different. Note that the processing of the other steps shown in FIG. 13 is the same as the processing of the corresponding steps in the flowchart of FIG.

  Referring to FIG. 13, during charging of power storage device 150 (YES in step S <b> 1 of FIG. 8), ECU 170 determines whether rain sensor 243 has detected a water droplet based on a signal from rain sensor 243. (Step S2A). When rain sensor 243 detects a water droplet (YES in step S2A), ECU 170 transmits information indicating that there is a possibility of electric leakage in charging inlet 180 from transmitting device 510 to warn the user (step S11). . After the process of step S11 is completed, the ECU 170 determines whether or not the state in which the rain sensor 243 detects a water droplet continues for a certain period of time (step S12). For example, when it continues to rain, the detection by the rain sensor 243 continues for a certain time. In this case (YES in step S12), ECU 170 forcibly ends charging of power storage device 150 (step S5). On the other hand, when the time during which the rain sensor 243 detects a water droplet does not reach a certain time (NO in step S12), the process returns to step S2A.

  If rain sensor 243 has not detected a water droplet (NO in step S2A), ECU 170 determines whether or not a charging completion condition is satisfied (step S3). If the charging completion condition is not satisfied (NO in step S3), the process returns to step S2A. On the other hand, if the charging completion condition is satisfied (YES in step S3), ECU 170 executes a charging completion process (step S4).

  For example, it is assumed that the plug-in hybrid vehicle is parked outdoors (a place without a roof) and charging of the power storage device 150 is started. If it starts to rain during the charging, water droplets may enter the gap between the charging cable 300 and the charging inlet 180. In addition, water drops may enter from the gap between the charging cable 300 and the charging inlet 180 even when the car is washed or water is sprayed around the vehicle during charging. In these cases, electric leakage may occur.

  According to the third embodiment, since a warning is issued to the user when a water droplet is detected by the rain sensor 243, the occurrence of electric leakage can be prevented beforehand by stopping charging, for example. Further, according to the third embodiment, since the charging is forcibly terminated when the raindrop detection by the rain sensor 243 continues for a certain time, the occurrence of electric leakage can be avoided more reliably. Therefore, according to the third embodiment, since the possibility of leakage itself can be reduced as in the second embodiment, a problem that may occur when the charging system for charging the power storage device for driving the vehicle has a leakage. Can be avoided.

  Note that Embodiment 3 and Embodiment 2 may be combined. That is, also in the third embodiment, when the charging lid 190 is opened, the blowing device may be configured to blow high-pressure air on the electrode of the charging inlet.

  In the above description, a configuration in which a dedicated charger is mounted on a vehicle is shown. However, the charging mode of power storage device 150 is not limited to this. For example, as shown in FIG. 14, power lines ACLp and ACLn may be connected to neutral point 112 of first MG 110 and neutral point 122 of second MG 120, respectively. In this configuration, first inverter 210 and second inverter 220 convert AC power supplied from a power source outside the vehicle into DC power, and supply the converted DC power to converter 200.

  FIG. 15 is a diagram showing a zero-phase equivalent circuit of first and second inverters 210 and 220 and first and second MGs 110 and 120 shown in FIG. Each of first inverter 210 and second inverter 220 is formed of a three-phase bridge circuit as shown in FIG. 15, and there are eight patterns of ON / OFF combinations of six switching elements in each inverter. Two of the eight switching patterns have zero interphase voltage, and such a voltage state is called a zero voltage vector. For the zero voltage vector, the three switching elements of the upper arm can be regarded as the same switching state (all on or off), and the three switching elements of the lower arm can also be regarded as the same switching state.

  When charging power storage device 150 from power supply 402 outside the vehicle, for example, it is generated by an AC voltage detected by voltage sensor 235 (FIG. 6) of AC port 230 and a rated current notified from charging cable 300 by pilot signal CPLT. The zero voltage vector is controlled in at least one of the first and second inverters 210 and 220 based on the zero phase voltage command. Therefore, in FIG. 15, the three switching elements of the upper arm of the first inverter 210 are collectively shown as an upper arm 210A, and the three switching elements of the lower arm of the first inverter 210 are collectively shown as a lower arm 210B. ing. Similarly, the three switching elements of the upper arm of the second inverter 220 are collectively shown as an upper arm 220A, and the three switching elements of the lower arm of the second inverter 220 are collectively shown as a lower arm 220B.

  As shown in FIG. 15, this zero-phase equivalent circuit includes a single-phase PWM converter that receives a single-phase AC power supplied from the power source 402 to the neutral point 112 of the first MG 110 and the neutral point 122 of the second MG 120. Can be seen. Therefore, the zero voltage vector is changed based on the zero phase voltage command in at least one of the first and second inverters 210 and 220 so that the first and second inverters 210 and 220 operate as the arms of the single phase PWM converter. By performing switching control, AC power supplied from the power source 402 can be converted into DC power and the power storage device 150 can be charged.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is an overall block diagram of a plug-in hybrid vehicle shown as an example of a vehicle to which a charge control device according to Embodiment 1 of the present invention is applied. It is the figure which showed the alignment chart of the motive power division mechanism. 1 is an external view showing an example of a hybrid vehicle 1000. FIG. 3 is a diagram illustrating a configuration example of a charging inlet 180. FIG. It is a whole block diagram of the electrical system of the plug-in hybrid vehicle shown in FIG. 3 is a schematic configuration diagram of a connection portion between a charging inlet 180 and a charging cable 300. FIG. 5 is a diagram illustrating an example of a configuration of a leakage detection circuit 240. FIG. It is a flowchart explaining the control processing by ECU170 when the possibility of electric leakage arises. FIG. 6 is a diagram showing a configuration of a charging inlet provided in a plug-in hybrid vehicle according to a second embodiment and its surroundings. FIG. 6 is a diagram illustrating a configuration of a charge control device according to a second embodiment. FIG. 6 is a diagram illustrating a configuration of a charge control device according to a third embodiment. It is a figure which shows the structure of 240 A of earth-leakage detection circuits. 10 is a flowchart illustrating a charging process of the charging control device according to the third embodiment. It is the figure which showed the other structure for charging the electrical storage apparatus 150 with an external power supply. FIG. 15 is a diagram showing a zero-phase equivalent circuit of first and second inverters 210 and 220 and first and second MGs 110 and 120 shown in FIG. 14.

Explanation of symbols

  51 switch, 60 vehicle ground, 100 engine, 110 1st MG, 120 2nd MG, 112, 122 neutral point, 130 power split mechanism, 140 speed reducer, 150 power storage device, 160 driving wheel, 180 charging inlet, 181 to 185 electrodes 186 Support, 187 Pipe, 190 Charging lid, 191 Compressor, 192 Tank, 193 Solenoid valve, 195 Charging lamp, 200 Converter, 210 First inverter, 220 Second inverter, 210A, 220A Upper arm, 210B, 220B Lower arm , 230 AC port, 235 voltage sensor, 236 current sensor, 240, 240A leakage detection circuit, 241 insulation resistance meter, 242 connection unit, 243 rain sensor, 246 magnetism collecting core, 247 coil, 248 signal generation unit, 60 Charger, 270 Lamp Drive Circuit, 280 Lid Fixing Device, 290 Charging Lid Detection Device, 300 Charging Cable, 310 Connector, 320 Plug, 400 Power Outlet, 402 Power Supply, 500 Information Equipment, 510 Transmitting Device, 600 Outer Surface, 1000 Hybrid vehicle, ACLp, ACLn, Lp, Ln, PSLp, PSLn power line, L1, L2 signal line.

Claims (4)

A charge control device mounted on the vehicle for charging a power storage device used for driving the vehicle with a power source external to the vehicle,
A charging inlet including an electrode exposed to the outside of the vehicle to receive power from the power source;
A charging circuit that charges the power storage device with the electric power input through the electrodes;
The electrode protection is configured to be openable and closable, and is open to expose the electrode to the outside of the vehicle when the power storage device is charged, and is closed to prevent the electrode from being exposed when the power storage device is not charged. And
A leakage detector that detects the possibility of leakage in at least one of the charging inlet and the charging circuit;
A control device that controls the electrode protection unit and the charging circuit based on the detection result of the leakage detection unit,
The control device fixes the electrode protection unit to the closed state when the leakage detection unit detects the possibility of the leakage while the storage device is in a non-charged state. A charging control device for a vehicle that stops the charging circuit when the leakage detection unit detects the possibility of leakage during charging. The charge control device includes:
Further comprising a blow device for jetting gas toward the electrode;
2. The vehicle charge control device according to claim 1, wherein the control device causes the gas to be ejected from the blow device when detecting that the electrode protection unit has changed from the closed state to the open state. 3. The leakage detector is
Including a water droplet detection device for detecting that water droplets adhere to the outer surface of the vehicle,
The charge control device includes:
A transmission device for transmitting information to a user of the vehicle;
The control device transmits the information indicating the possibility of electric leakage to the user via the transmission device when a water droplet is detected by the water droplet detection device during charging of the power storage device, When the state in which the water droplet detection device detects a water droplet continues for a certain period of time, it is determined that the possibility of the electric leakage has been detected by the electric leakage detection unit, and the charging circuit is stopped. A power storage device;
A vehicle comprising the charge control device according to any one of claims 1 to 3.

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