CN102318162A - 车辆的充电系统 - Google Patents

车辆的充电系统 Download PDF

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Publication number
CN102318162A
CN102318162A CN2009801560671A CN200980156067A CN102318162A CN 102318162 A CN102318162 A CN 102318162A CN 2009801560671 A CN2009801560671 A CN 2009801560671A CN 200980156067 A CN200980156067 A CN 200980156067A CN 102318162 A CN102318162 A CN 102318162A
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charging
storage device
electrical storage
power
vehicle
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CN2009801560671A
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CN102318162B (zh
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光谷典丈
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Toyota Motor Corp
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Toyota Motor Corp
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    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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Abstract

充电控制装置包括：检测供给到蓄电装置的充电电力的充电电力检测部(52)；决定对于蓄电装置的充电电力的目标值的目标值决定部(51)；用于基于充电电力和目标值之差来校正目标值，生成电力指令值的第一反馈控制部(54)；检测从充电器输出的供给电力的供给电力检测部(62)；基于充电系统的容许电力来决定作为电力指令值的上限值的保护目标值的保护目标值决定部(61)；用于基于由供给电力检测部(62)检测出的供给电力与保护目标值之差，校正保护目标值的第二反馈控制部(64)；基于由第二反馈控制部校正的保护目标值限制由第一反馈控制部校正的目标值的上限保护处理部(66)。

Description

车辆的充电系统
技术领域
本发明涉及车辆的充电系统，尤其涉及搭载有构成为能够从外部充电的蓄电装置的车辆的充电系统。
背景技术
近年来，作为环保车辆，对电动汽车、混合动力汽车等搭载有行驶用的电动机、并且搭载有用于驱动该电动机的电池的车辆的研发盛行起来。
日本特开平07-194015号公报(专利文献1)中公开了用于对搭载于电动汽车的电池进行充电的充电控制装置。对该充电控制装置输入异常检测传感器及电流传感器的检测值。充电控制装置在判断为电池正常时，反馈电流传感器的值进行充电，使得调节电力控制部、向电池供给最佳的充电电流。另一方面，当检测到电池的异常、充满电等不应充电的状态时，以使电流传感器的检测值大致为0的方式调节来自电力控制部的输出电力。因此，从充电控制装置向在电池异常时工作的风扇等直接供给电力，不会出现从处于异常状态、充满电状态的电池放电或向电池充电的情况。
专利文献1：日本特开平07-194015号公报
发明内容
近年来，研究将混合动力汽车的蓄电装置如电动汽车那样可从外部充电的插电式混合动力汽车。
在家庭等从车辆外部对在电动汽车、混合动力汽车等的车辆上搭载的蓄电装置进行充电时，为了缩短充电时间，希望尽可能增大充电的电力。但是，若充电电力过大，则有可能设于外部电源侧的断路器检测到过大电流而切断充电路径。在通常的工作中难以产生这样的情况，但在充电系统出现了某些异常时，则可能会在控制充电的控制装置中发生过大电力的要求。因此，优选是预先设置某种限制。
本发明的目的在于即使在车辆、充电器发生了异常的情况下也能防止外部电源的过电流、防止断路器切断电路的车辆的充电系统。
总之，本发明是一种对车载的蓄电装置进行充电的车辆的充电系统，具有：充电器，其被构成为为了对充电装置进行充电而被从车辆外部的电源供给电力；充电控制装置，通过生成针对充电器的电力指令值来进行充电器的控制。充电控制装置包括：充电电力检测部，检测供给蓄电装置的充电电力；目标值决定部，决定对于蓄电装置的充电电力的目标值；第一反馈控制部，用于基于充电电力和目标值之差来校正目标值，生成电力指令值；供给电力检测部，检测从充电器输出的供给电力；保护目标值决定部，基于充电系统的容许电力来决定作为电力指令值的上限值的保护目标值；第二反馈控制部，用于基于由供给电力检测部检测出的供给电力与保护目标值之差，校正保护目标值；上限保护处理部，基于由第二反馈控制部校正的保护目标值，限制由第一反馈控制部校正的目标值。
优选是，保护目标值决定部从设于从车辆外部的电源到车辆传递电力的路径上的信号发送装置取得表示路径的容许电力值的信息。
更优选是，车辆的充电系统还包括异常监视部，该异常监视部基于保护目标值、供给电力及由第二反馈控制部确定的校正值，监视充电器的异常。
优选是车辆包括能够由从充电器输出的电力的一部分驱动的辅机。蓄电装置包括与供给向辅机的电力供给路径连接的第一蓄电装置和充电器的输出所连接的第二蓄电装置。车辆的充电系统还包括：在第一蓄电装置的电压与向电负载供给的供给电压之间进行电压切换的第一电压转换器和在第二蓄电装置的电压与供给电压之间进行电压切换的第二电压转换器。充电控制装置通过控制第一、第二电压转换器，从第一、第二蓄电装置中选择从充电器供给充电电力的充电对象。
优选是，车辆包括从蓄电装置接收电力进行工作的车辆驱动用电动机和与电动机一起并用用于车辆驱动的内燃机。
根据本发明，在对车载的蓄电装置进行充电的过程中，能防止外部电源的过电流、防止断路器切断电路。
附图说明
图1是作为本发明的电动车辆的一例子表示的混合动力汽车的整体框图。
图2是图1所示的转换器12-1、12-2的概略构成图。由于各转换器的构成和工作是同样的，因此以下作为代表说明转换器12-1的构成及工作。
图3是图1所示的充电器42的概略构成图。
图4是用于说明输入到充电ECU46的先导(pilot)信号CRLT的图。
图5是与充电ECU46的电力指令值产生相关的功能框图。
图6是用于说明由图5的保护目标值决定部61决定的电压标准值VACSPC的图。
图7是用于说明由图5的保护目标值决定部61决定的电流标准值ACSPC的图。
图8是用于说明由充电ECU46执行的程序的控制的流程图。
附图标记的说明
19、92、95电流传感器；20、91、93、94电压传感器；22辅机；34动力分割装置；36发动机；38驱动轮；40MG-ECU；42充电器；44插口(inlet)；46充电ECU；47电压传感器；48外部电源；51充电电力目标值决定部；52充电电力检测部；53减法部；54、64反馈控制部；55、56、57、65加法部；61保护目标值决定部；62充电器供给电力检测部；63减法部；66上限保护处理部；80电力控制部；81滤波器；82AC/DC变换部；83平滑电容器；84DC/AC变换部；85绝缘变压器；86整流部；87温度传感器；88微型计算机；100混合动力汽车；300充电电缆；310连接器；312开关；320插头；330CCID；332继电器；334控制先导电路；400插座；402外部电源；C平滑电容器；C1平滑电容器；D1A、D1B二极管；L1感应器；LN1A正母线；LN1B配线；LN1C负母线；MNL主负母线；MPL主正母线；NL1、NL2、NLC负极线；PL1、PL2、PLC正极线；Q1A、Q1B开关元件。
具体实施方式
以下，参照附图详细说明本发明的实施方式。另外，对图中相同或相当部分标注相同附图标记，不重复其说明。
[车辆的整体构成]
图1是作为本发明的电动车辆的一例子表示的混合动力汽车的整体框图。
参照图1，混合动力汽车100具有蓄电装置10-1～10-3、系统主继电器(System Main Relay)11-1～11-3、转换器12-1～12-2、主正母线MPL、主负母线MNL、平滑电容器C和辅机22。此外，混合动力汽车100还具有变换器(inverter)30-1、30-2、电动发电机(Motor Generator)32-1、32-2、动力分割装置34、发动机36和驱动轮38。混合动力汽车100还具有电压传感器14-1～14-3、18-1、18-2、20、电流传感器16-1～16-3、19和MG-ECU(Electronic Control Unit)40。混合动力汽车100还具有充电器42、车辆插口44、充电ECU46。
蓄电装置10-1～10-3分别是可再充电的直流电源，例如包括镍氢、锂离子等二次电池、大容量的电容等。蓄电装置10-1经由系统主继电器11-1与转换器12-1连接，蓄电装置10-2、10-3分别经由系统主继电器11-2、11-3与转换器12-2连接。
系统主继电器11-1设于蓄电装置10-1与转换器12-1之间。系统主继电器11-2设于蓄电装置10-2与转换器12-2之间。系统主继电器11-3设于蓄电装置10-3与转换器12-2之间。为了避免蓄电装置10-2与蓄电装置10-3的短路，系统主继电器11-2、11-3被选择性地导通，不会同时导通。
转换器12-1、12-2相互并联地与主正母线MPL及主负母线MNL连接。转换器12-1基于来自MG-ECU40的信号PWC1，在蓄电装置10-1与主正母线MPL及主负母线MNL之间进行电压变换。转换器12-2基于来自MG-ECU40的信号PWC2，在电连接于转换器12-2的蓄电装置10-2及蓄电装置10-3的任一方与主正母线MPL及主负母线MNL之间进行电压变换。
辅机22与配设在系统主继电器11-1和转换器12-1之间的正极线PL1及负极线NL1连接。平滑电容器C连接在主正母线MPL与主负母线MNL之间，由主正母线MPL及主负母线MNL进行对各蓄电装置的电力分配。
变换器30-1、30-2相互并联地与主正母线MPL及主负母线MNL连接。变换器30-1基于来自MG-ECU40的信号PWI1，驱动电动发电机32-1。变换器30-2基于来自MG-ECU40的信号PWI2，驱动电动发电机32-2。
电动发电机32-1、32-2是交流旋转电机，例如是具有埋设有永磁体的转子的永磁体型同步电动机。电动发电机32-1、32-2与动力分割装置34连结。动力分割装置34包括含有太阳齿轮(太阳轮)、小齿轮、行星轮架和内齿轮(ring gear)的行星齿轮。小齿轮与太阳齿轮及内齿轮接合。行星轮架以使小齿轮能自转的方式支承小齿轮，并且与发动机36的曲轴连结。太阳齿轮与电动发电机32-1的旋转轴连结。内齿轮与电动发电机32-2的旋转轴及驱动轮38连结。利用该动力分割装置34将发动机36产生的动力分割到向驱动轮38传递的路径和向电动发电机32-1传递的路径。
并且，电动发电机32-1使用由动力分割装置34分割的发动机36的动力进行发电。例如，当蓄电装置10-1～10-3的SOC降低时，发动机36起动，由电动发电机32-1进行发电，其发电的电力被供给至蓄电装置。
另一方面，电动发电机32-2使用从蓄电装置10-1～10-3的至少一个供给的电力及由电动发电机32-1发电的电力中的至少一方产生驱动力。电动发电机32-2的驱动力被传递至驱动轮38。另外，在车辆制动时，车辆的动能从驱动轮38被传递至电动发电机32-2而驱动电动发电机32-2，电动发电机32-2作为发电机进行工作。由此，电动发电机32-2作为将车辆的动能变换为电力而回收的再生制动器进行工作。
MG-ECU40生成用于分别驱动转换器12-1、12-2的信号PWC1、PWC2，并将其生成的信号PWC1、PWC2分别输出至转换器12-1、12-2。MG-ECU40生成用于分别驱动电动发电机32-1、32-2的信号PWI1、PWI2，并将其生成的信号PWI1、PWI2分别输出至变换器30-1、30-2。
MG-ECU40在由充电器42进行蓄电装置10-1的充电时，从充电ECU46接收的信号CH1被激活时，以使得从充电器42依次经由转换器12-2、主正母线MPL、主负母线MNL及转换器12-1向蓄电装置10-1供给充电电力的方式，生成信号PWC1、PWC2并分别输出至转换器12-1、12-2。
充电器42的输入端与车辆插口44连接，充电器42的输出端与配设在系统主继电器11-2、11-3与转换器12-2之间的正极线PL2及负极线NL2连接。充电器42从车辆插口44接收从车辆外部的电源(以下也称为“外部电源”)48的供给的电力。并且，充电器42从充电ECU46接收电力指令值CHPW，将充电器42的输出电压控制为预定的直流电压，并以使充电器42的输出电力与电力指令值CHPW一致的方式控制输出电力。车辆插口44是用于从外部电源48接收电力的电力接口。
电压传感器14-1～14-3分别检测蓄电装置10-1的电压VB1、蓄电装置10-2的电压VB2及蓄电装置10-3的电压VB3，并将其检测值向充电ECU46输出。电流传感器16-1～16-3分别检测相对于蓄电装置10-1输入输出的电流IB1、相对于蓄电装置10-2输入输出的电流IB2、和相对于蓄电装置10-3输入输出的电流IB3，并将其检测值向充电ECU46输出。
电压传感器18-1、18-2分别检测正极线PL1与负极线NL1之间的电压VL1、以及正极线PL2与负极线NL2之间的电压VL2，并将其检测值向充电ECU46输出。电流传感器19检测相对于转换器12-2输入输出的正极线PL2的电流IL，并将其检测值向充电ECU46输出。另外，该电流传感器19可检测在由充电器42进行蓄电装置10-1的充电时从充电器42流向转换器12-2的电流。电压传感器20检测主正母线MPL与主负母线MNL之间的电压VH，并将其检测值向充电ECU46输出。
充电ECU46在由连接于车辆插口44的外部电源48进行蓄电装置10-1～10-3的充电时，从未图示的车辆ECU接收蓄电装置10-1～10-3的充电电力(kW/h)的目标值PR。充电ECU46从上述车辆ECU接收表示由充电器42对蓄电装置10-1～10-3中哪一个进行充电的信号SEL。即，在该实施方式1中，蓄电装置10-1～10-3按照预定的顺序被依次充电。
在进行蓄电装置10-1的充电时，从充电ECU46向MG-ECU40输出信号CH1，转换器12-2、12-1工作，以使得电力从充电器42依次经由转换器12-2及转换器12-1流向蓄电装置10-1。在此，连接在蓄电装置10-1与转换器12-1之间的辅机22在进行蓄电装置10-1的充电时，借助从充电器42供给的电力进行工作。另一方面，在进行蓄电装置10-2或蓄电装置10-3的充电时，辅机22从蓄电装置10-1接收电力供给。
并且，充电ECU46在由外部电源48进行蓄电装置10-1～10-3的充电时，生成表示充电器42的输出电力的目标值的电力指令值CHPW，并将其生成的电力指令值CHPW向充电器42输出。
在此，充电ECU46接收电压VB1～VB3、VL1、VL2、VH及电流IB1～IB3、IL的各检测值，基于上述各检测值反馈校正充电器42的电力指令值CHPW，以使得实际供给到蓄电装置10-1～10-3的充电电力与目标值PR一致。即，在本实施方式中，不仅是控制充电器42以使充电器42的输出电力与目标值一致，而且基于蓄电装置的状态反馈校正电力指令值CHPW，以使蓄电装置的实际的充电电力与目标值一致。由此，能够可靠地使蓄电装置10-1～10-3的充电电力与目标值PR一致。
混合动力汽车100还具有检测从外部电源48输入的电压VAC的电压传感器47。充电ECU46接收从电压传感器47供给的检测结果。充电ECU除了对充电器42输出电力指令值CHPW之外，还对充电器42输出进行充电器42的接通/断开控制的控制信号CHRQ。
图2是图1所示的转换器12-1、12-2的概略构成图。另外，由于各转换器的构成和工作是同样的，因此以下作为代表说明转换器12-1的构成及工作。
参照图2，转换器12-1具有断继开关电路13-1、正母线LN1A、负母线LN1C、配线LN1B和平滑电容器C1。断继开关电路(チヨツパ回路)13-1具有开关元件Q1A、Q1B、二极管D1A、D1B、感应器L1。
正母线LN1A的一端与开关元件Q1B的集电极连接，另一端与主正母线MPL连接。负母线LN1C的一端与负极线NL1连接，另一端与主负母线MNL连接。
开关元件Q1A、Q1B串联连接于负母线LN1C和正母线LN1A之间。具体而言，开关元件Q1A的发射极与负母线LN1C连接，开关元件Q1B的集电极与正母线LN1A连接。二极管D1A、D1B以反向并联的方式分别与开关元件Q1A、Q1B连接。感应器L1连接在开关元件Q1A、Q1B的连接节点与配线LN1B之间。
配线LN1B的一端与正极线PL1连接，另一端与感应器L1连接。平滑电容器C1连接在配线LN1B与负母线LN1C之间，降低配线LN1B及负母线LN1C之间的直流电压所含的交流成分。
断继开关电路13-1根据来自MG-ECU40(图1)的信号PWC1而在蓄电装置10-1(图1)与主正母线MPL及主负母线MNL之间进行双向的直流电压变换。信号PWC1包括控制构成下臂元件的开关元件Q1A的接通/断开的信号PWC1A和控制构成上臂元件的开关元件Q1B的接通/断开的信号PWC1B。并且，由MG-ECU40控制在一定的工作循环(接通期间与断开期间之和)内的开关元件Q1A、Q1B的占空比(接通/断开期间比率)。
若以使开关元件Q1A的接通负荷(on duty)变大的方式控制开关元件Q1A、Q1B(由于开关元件Q1A、Q1B除了停滞期间(デツドタイム期間)之外被互补地接通/断开控制，因此开关元件Q1B的接通负荷变小。)，则从蓄电装置10-1流向感应器L1的抽运电流(ポンプ電流)量增大，积蓄在感应器L1的电磁能变大。结果，在开关元件Q1A从接通状态转变到断开状态的定时从感应器L1经由二极管D1B向主正母线MPL放出的电流量增大，主正母线MPL的电压上升。
另一方面，若以使开关元件Q1B的接通负荷变大的方式控制开关元件Q1A、Q1B(开关元件Q1A的接通负荷变小。)，从主正母线MPL经由开关元件Q1B和感应器L1流向蓄电装置10-1的电流量增大，所以主正母线MPL的电压下降。
如此，通过控制开关元件Q1A、Q1B的占空比，能够控制主正母线MPL的电压，并且能够控制在蓄电装置10-1与主正母线MPL之间流过的电流(电力)的方向及电流量(电力量)。
图3是图1所示的充电器42的概略构成图。
参照图3，充电器42具有滤波器81、电力限制部80、温度传感器87、电压传感器91、93、94、电流传感器92、95和微型计算机88。
电力限制部80具有AC/DC变换部82、平滑电容器83、DC/AC变换部84、绝缘变压器85和整流部86。
滤波器81设于车辆插口44(图1)与AC/DC变换部82之间，防止在由外部电源48(图1)对蓄电装置10-1～10-3充电时，从车辆插口44向外部电源48输出高频噪声。AC/DC变换部82包括单相桥电路。AC/DC变换部82基于来自微型计算机88的驱动信号将从外部电源48供给的交流电力变换为直流电流并向正极线PLC及负极线NLC输出。平滑电容器83连接在正极线PLC和负极线NLC之间，降低包含在正极线PLC及负极线NLC之间的电力变动成分。
DC/AC变换部84包括单相桥电路。DC/AC变换部84基于来自微型计算机88的驱动信号将从正极线PLC及负极线NLC供给的直流电力变换为高频的交流电力并向绝缘变压器85输出。绝缘变压器85包括含有磁性材料的芯部、缠绕在芯部上的一次线圈和二次线圈。一次线圈和二次线圈被电绝缘，分别与DC/AC变换部84和整流部86连接。并且，绝缘变压器85将从DC/AC变换部84接收的高频交流电力变换为与一次线圈和二次线圈的绕数比(匝数比)相应的电压电平而向整流部86输出。整流部86将从绝缘变压器85输出的交流电力整流为直流电力并向正极线PL2及负极线NL2输出。
电压传感器91检测滤波器81后的外部电源48的电压，并将其检测值向微型计算机88输出。电流传感器92检测从外部电源48供给的电流，并将其检测值向微型计算机88输出。电压传感器93检测正极线PLC与负极线NLC之间的电压，并将其检测值向微型计算机88输出。电压传感器94检测整流部86的输出侧的电压，并将其检测值向微型计算机88输出。电流传感器95检测从整流部86输出的电流，并将其检测值向微型计算机88输出。
微型计算机88基于电压传感器91、93、94和电流传感器92、95的各检测值而生成用于驱动AC/DC变换部82及DC/AC变换部84的驱动信号，以使得基于电压传感器94和电流传感器95的检测值计算出的充电器42的输出电力与电力指令值CHPW一致。并且，微型计算机88将其生成的驱动信号向AC/DC变换部82及DC/AC变换部84输出。
温度传感器87检测充电器42会达到过热状态这一安全运转条件是否成立。具体而言，温度传感器87检测充电器42的温度TC并向微型计算机88发送。微型计算机88基于温度传感器87输出的温度TC而在安全模式和通常模式之间改变充电器42的工作模式。电力限制部80在微型计算机88的控制下限制来自车辆外部电源的电力，作为充电电力向蓄电装置10-1～10-3供给。
图4是用于说明输入到充电ECU46的先导信号CPLT的图。
参照图4，表示从外部电源402经由充电电缆300达到车辆的附加充电器42的充电路径。
插口44例如设于插电式(plug in)混合动力车的侧部。在插口44连接有将插电式混合动力车和外部电源402连结的充电电缆300的连接器310。
将插电式混合动力车和外部电源402连结起来的充电电缆300包括连接器310、插头320、CCID(Charging Circuit Interrupt Device，充电电路中断装置)330。
充电电缆300的连接器310与设于插电式混合动力车的插口44连接。在连接器310设有开关312。在充电电缆300的连接器310与设于插电式混合动力车的插口44连接的状态下开关312关闭时，表示处于连接器310连接在插口44的状态的连接器信号PISW被输入至充电ECU46。
开关312与将充电电缆300的连接器310卡定在混合动力车的插口44上的卡定件联动地进行开闭。通过操作者按下设于连接器310的按键，卡定件摆动。
充电电缆300的插头320连接在设于家宅的插座(wall outlet)400。从插电式混合动力车的外部的电源402供给电流电力到插座400。
CCID330具有继电器332和控制先导电路334。在继电器332开放的状态下，从插电式混合动力车的外部的电源402向插电式混合动力车供给电力的路径被切断。在继电器332闭合的状态下，可以从插电式混合动力车的外部的电源402向插电式混合动力车供给电力。在充电电缆300的连接器310连接在插电式混合动力车的插口44的状态下由充电ECU46控制继电器332的状态。
在充电电缆300的插头320连接在插座400即外部的电源402、且连接器310连接在设于插电式混合动力车的插口44上的状态下，控制先导电路334向控制先导线发送先导信号(矩形波信号)CPLT。先导信号从设于控制先导电路334内的振荡器振荡发出。
在充电电缆300的插头320连接到插座400时，即使连接器310从设于插电式混合动力车的插口44脱离，控制先导电路334也能输出恒定的先导信号CPLT。但是，在连接器310从设于插电式混合动力车的插口44脱离的状态下，充电ECU46不能检测到输出的先导信号CPLT。
当充电电缆300的插头320连接到插座400、且连接器310连接到插电式混合动力车的插口44时，控制先导电路334振荡出预定脉冲宽度(工作循环(duty cycle，占空因数))的先导信号CPLT。
利用先导信号CPLT的脉冲宽度将可供给的电流容量通知给插电式混合动力车。例如，将充电电缆300的电流流量通知给插电式混合动力车。先导信号CPLT的脉冲宽度不依赖于外部电源402的电压和电流而是恒定的。与外部电源402的断路器的容量对应地选择充电电缆300的电流容量。
另一方面，若所使用的充电电缆的种类不同，则先导信号CPLT的脉冲宽度也可不同。即，先导信号CPLT的脉冲宽度可按充电电缆的每一种类而设定。
在本实施方式中，在利用充电电缆300将插电式混合动力车和外部的电源402连接起来的状态下，从外部电源402供给的电力被充电到图1的蓄电装置10-1～10-3。在蓄电装置10-1～10-3充电时，对应的系统主继电器11-1～11-3及CCID330内的继电器332被闭合。
由设于插电式混合动力车内部的电压传感器47检测外部电源402的交流电压VAC。所检测到的电压VAC被发送至充电ECU46。
充电ECU46利用连接器信号PISE检测充电电缆已连接到插口，利用先导信号CPLT检测充电电缆的允许电流值，对充电器42输出电力指令值CHPW及接通/断开的控制信号CHRQ。
图5是与充电ECU46的电力指令值产生相关的功能框图。
参照图5，充电ECU46包括充电电力目标值决定部51、充电电力检测部52、减法部53、反馈控制部54、加法部55、56、57和上限保护处理部66。
充电电力目标值决定部51基于由电压传感器检测出的电压值VAC(100V/200V)设定目标充电电力PR。在作为充电对象的蓄电装置的充电状态SOC低时，目标充电电力PR被设定得大，进行快速充电。另一方面，在作为充电对象的蓄电装置的充电状态SOC高时，目标充电电力PR被设定得小，进行快速充电后的缓慢的追加充电。但是，当基于蓄电装置的温度将充电电力上限值Win设定得小时，目标充电电力PR受其限制。
充电电力检测部52在由充电器42进行蓄电装置10-1的充电时，基于电压VB1及电流IB1的检测值计算蓄电装置10-1的充电电力，并将其运算结果作为监视值PM2向减法部53输出。另外，由充电器42进行蓄电装置10-1的充电这一情况是基于从未图示的车辆ECU收到的信号SEL进行判断的。
在由充电器42进行蓄电装置10-2的充电时，充电电力检测部52基于电压VB2及电流IB2的检测值计算蓄电装置10-2的充电电力，并将其运算结果作为监视值PM2向减法部53输出。在由充电器42进行蓄电装置10-3的充电时，充电电力检测部52基于电压VB3及电流IB3的检测值计算蓄电装置10-3的充电电力，并将其运算结果作为监视值PM2向减法部53输出。另外，由充电器42进行蓄电装置10-或10-3的充电这一情况是基于从未图示的车辆ECU收到的信号SEL进行判断的。
减法部53从监视值PM2减去目标值PR并将其运算结果向反馈控制部54输出。另外，对于蓄电装置10-1～10-3各自，目标值PR可以不同也可以相同。
反馈控制部54将从减法部53收到的监视值PM2与充电电力的目标值PR的偏差作为控制输入而进行比例积分运算(PI控制)，并将其运算结果作为反馈校正值PC输出。由加法部55将校正值PC相加到目标值PR。然后，加法部55的运算结果被加法部56相加到辅机电力的预测值Paux，进而由加法部57将充电器损失Ploss相加到该结果上。
上限保护处理部66针对加法部57的运算结果A进行将保护值B作为上限的上限保护处理，输出电力指令值CHPW。
在本实施方式中，对于赋予上限保护处理部66的保护值B，也通过反馈处理进行校正。
为了进行该处理，充电ECU46包括保护目标值决定部61、充电器供给电力检测部62、减法部63、反馈控制部64和加法部65。
保护目标值决定部61将电压标准值VACSPC和电流标准值IACSPC相乘来决定保护目标值PB，电压标准值VACSPC是基于所检测出的来自外部的输入电压VAC而确定的，电流限制值IACSPC是基于先导信号CPLT而判断的。另外，充电器42的容许电力若小于基于VAC和CPLT决定的保护目标值，则保护目标值决定部61将充电器42的容许电力设定为保护目标值PB。
图6是用于说明由图5的保护目标值决定部61决定的电压标准值VACSPC的图。
图7是用于说明由图5的保护目标值决定部61决定的电流标准值ACSPC的图。
参照图6和图7，在由电压传感器检测出的VAC传感器值为80V以上且小于160V时，保护目标值决定部61将电压标准值决定为100V。在VAC传感器值在160V以上且小于260V时，保护目标值决定部61将电压标准值VACSPC决定为200V。
保护目标值决定部61在所输入的先导信号CPLT的占空比为18～22％的范围内时将电流标准值IACSPC决定为12A。保护目标值决定部61在先导信号CPLT的占空比为24～28％的范围内时将电流标准值IACSPC决定为16A。并且，保护目标值决定部61在先导信号CPLT的占空比为48～52％的范围内时将电流标准值IACSPC决定为24A。保护目标值决定部61在先导信号CPLT的占空比为58～62％的范围内时将电流标准值IACSPC决定为32A。基本上根据额定电流IACSPC和交流输入电压VACSPC之积求出额定功率(额定电力)，从该求出的额定功率减去适当求出的补偿(off set)值，从而决定保护目标值PB。
再次参照图5，充电器供给电力检测部62基于由图1的电流传感器19检测出的电流值IL及由电压传感器18-1检测出的电压值VL2计算充电器42输出的供电电力的监视值PM。减法部63将监视值PM和保护目标值PB的偏差输出到反馈控制部64。
反馈控制部64将从减法部63收到的偏差作为控制输入进行比例积分运算(PI控制)，并将其运算结果作为反馈校正值PCB输出到加法部65。加法部65将保护目标值PB和校正值PCB相加求出保护值B。保护值B在上限保护处理部被用作为电力指令值CHPW的上限保护值。
图5所示的充电ECU46的功能框图也可通过计算机的软件实现。充电ECU46可以包含一个或多个计算机。充电ECU46也可以与其他的进行车辆控制的ECU合并，由一个计算机实现。
图8是用于说明由充电ECU46执行的程序的控制的流程图。
参照图8，首先，当开始该处理时，充电ECU46在步骤S1判断是否是充电开始前。充电开始前是指外部电源402通过充电电缆与充电器42连接着，但充电器42尚未供给充电电力的状态。若在步骤S1是充电开始前，则处理进入步骤S2，充电ECU46基于由电压传感器47检测出的电压值VAC及先导信号CPLT决定保护目标值PB。根据额定电流IACSPC与交流输入电压VACSPC之积求出额定功率，从该求出的额定功率减去适当求出的补偿值而决定保护目标值PB。对于保护目标值PB的决定，在图6、图7中说明过，在此不重复说明。
在步骤S1中为充电开始后的情况下及在步骤S2中决定了保护目标值PB的情况下，处理进入步骤S3。
在步骤S3，基于充电电力监视值PM2与充电目标值PR的差决定充电反馈校正值PC。基于供给电力的监视值PM与保护目标值PB的差决定保护反馈校正值PCB。
当步骤S3的处理结束时处理进入步骤S4，通过将目标值PR、充电反馈校正值PC、辅机22消耗的电力的预测值Paux、和在充电器42产生的损失的预测值Ploss相加，求出赋予充电器42的电力指令值CHPW的候补值。
然后，在步骤S5限制电力指令值CHPW，以使在步骤S4求出的电力指令值CHPW的候补值为保护目标值PB和校正值PCB之和以下。
在步骤S6，判断从供给电力的监视值PM减去保护目标值PB而得到的值是否大于预定的阈值α。在PM-PB＞α成立时，处理进入步骤S8，在不成立时处理进入步骤S7。
在步骤S7，判断保护校正值PCB是否小于具有负值的阈值β，并且判断该状态是否持续了预定时间以上。在步骤S7的条件成立了时，处理进入步骤S8，在条件不成立时，处理进入步骤S10。在步骤S10，控制移至主程序，保持该状态继续进行充电。
另一方面，在处理从步骤S6或S7进入了步骤S8时，是超过保护目标值PB地供给电力的情况，或是校正保护目标值PB的校正值PCB为负的状态持续着的情况，这样的情况认为是充电器产生了异常。因此，在步骤S8确定充电器是异常这样的诊断，在步骤S9切断系统。该系统切断时，由控制信号CHRQ将充电器控制为断开状态，其后将系统主继电器11-1～11-3控制为断开状态。
如上所述，根据本实施方式，在从外部进行充电的充电器的控制中，除了在蓄电装置内的传感器的充电目标值PR的反馈控制之外，为了使得充电器42内的传感器的供给电力不超过上限而优先实施保护值B的仅减少侧的反馈。由此，能够防患设于外部电源侧的断路器切断电路(ブレ一キ落ち，跳闸)于未然，或者能够实现检测诱发停电的充电系统的异常。
应该认识到，本次所公开的实施方式在所有方面仅是例示，并不是限制本发明的内容。本发明的保护范围不是上述说明的内容，而是由权利要求书所示，包含了与权利要求书均等的意思以及在保护范围内的所有变更。

Claims (5)

1.一种车辆的充电系统，对车载的蓄电装置(10-1～10-3)进行充电，具有：
充电器(42)，其被构成为为了对所述蓄电装置进行充电而从车辆外部的电源供给电力；和
充电控制装置(46)，其通过生成对于所述充电器的电力指令值来进行所述充电器的控制，
所述充电控制装置包括：
充电电力检测部(52)，其检测供给于所述蓄电装置的充电电力；
目标值决定部(51)，其决定对于所述蓄电装置的充电电力的目标值；
第一反馈控制部(54)，其用于基于所述充电电力和所述目标值之差校正所述目标值，生成所述电力指令值；
供给电力检测部(62)，其检测从所述充电器输出的供给电力；
保护目标值决定部(61)，其基于充电系统的容许电力决定作为所述电力指令值的上限值的保护目标值；
第二反馈控制部(64)，其用于基于由所述供给电力检测部(62)检测出的所述供给电力与所述保护目标值之差，校正所述保护目标值；和
上限保护处理部(66)，其基于由所述第二反馈控制部校正了的保护目标值，限制由所述第一反馈控制部校正了的目标值。
2.根据权利要求1所述的车辆的充电系统，所述保护目标值决定部(61)从信号发送装置(330)取得表示将电力从车辆外部的所述电源传递到所述车辆的路径的容许电力值的信息，所述信号发送装置设于所述路径。
3.根据权利要求2所述的车辆的充电系统，还具有异常监视部(67)，该异常监视部(67)基于所述保护目标值、所述供给电力及由所述第二反馈控制部确定的校正值，监视所述充电器的异常。
4.根据权利要求1所述的车辆的充电系统，所述车辆(100)包括能够由从所述充电器输出的电力的一部分驱动的辅机(22)，
所述蓄电装置包括：与向所述辅机供给电力的电力供给路径连接的第一蓄电装置(10-1)、和连接着所述充电器的输出的第二蓄电装置(10-2)，
所述车辆的充电系统还具有：
第一电压转换器(12-1)，其在所述第一蓄电装置的电压与向电负载供给的供给电压之间进行电压转换；和
第二电压转换器(12-2)，其在所述第二蓄电装置的电压与所述供给电压之间进行电压转换，
所述充电控制装置通过控制所述第一、第二电压转换器，从所述第一、第二蓄电装置中选择从所述充电器被供给所述充电电力的充电对象。
5.根据权利要求1所述的车辆的充电系统，所述车辆(100)包括：
从所述蓄电装置接受电力进行工作的车辆驱动用电动机(32-2)，和
与所述电动机一起并用于车辆驱动的内燃机(36)。
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