JP2009017653A - Electric vehicle, its charging control method and computer-readable recording medium recording program for making computer perform charging control - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric vehicle improving safety when an electricity accumulating unit loaded on the vehicle is charged from a power supply outside the vehicle. <P>SOLUTION: In charging mode (YES in S10), ECU stops an engine (S20). When ECU detects the possibility that shock applies to a body based on a detection value of a pulley crash sensor (YES in S30), it changes the operation mode to the predetermined post-detection mode (S40). When ECU judges that the possibility that shock applies to the vehicle is large (YES in S50), it stops charging the electricity accumulating unit from the external power supply (S60), turns off a system main relay (S70) and outputs an alarm from an alarm apparatus (S80). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to charging control for an electric vehicle capable of charging a power storage device mounted on the vehicle from a power source outside the vehicle.

  Japanese Patent Laid-Open No. 5-276675 discloses a charging device that can protect an electric circuit inside the device when a storage battery mounted in an electric vehicle or the like is charged from an AC power supply outside the vehicle. In this charging apparatus, when a large tension is applied to the charging cable, the tension detector detects this tension and notifies the circuit breaker controller. Upon receiving this notification, the circuit breaker control unit opens the circuit breaker.

According to this charging device, since the power supply to the internal electric circuit is stopped before the charging device falls due to the external force of the charging cable, the internal electric circuit is protected (see Patent Document 1).
JP-A-5-276675

  However, in JP-A-5-276675, the circuit breaker is not released unless an excessive tension is applied to the charging cable. Therefore, even if an impact is applied to the vehicle body, unless excessive tension is applied to the charging cable, the power supply is not stopped, and sufficient safety may not be ensured.

  Therefore, an object of the present invention is to provide an electric vehicle capable of improving safety when charging a power storage device mounted on the vehicle from a power source outside the vehicle.

  Another object of the present invention is to provide a charging control method for an electric vehicle capable of improving safety when charging a power storage device mounted on the vehicle from a power supply outside the vehicle, and to cause the computer to execute the charging control. The present invention relates to a computer-readable recording medium on which a program is recorded.

  According to this invention, the electric vehicle includes the power storage device, the charging device, the detection unit, and the control unit. The power storage device can charge and discharge electric power for vehicle travel. The charging device is configured to be able to charge the power storage device by receiving power supplied from a power source outside the vehicle. The detection unit detects an impact applied to the vehicle body or a risk of the impact during the first mode (charging mode) in which the power storage device is charged by the charging device. The control unit shifts the first mode to the prescribed second mode (post-detection mode) when the detection unit detects an impact or the risk thereof during the first mode.

  Preferably, the detection unit includes a sensor that detects a distance between the vehicle body and an object outside the vehicle or an approach speed of the object to the vehicle body, and the impact is detected based on a detection signal of the sensor that is activated during the first mode. Detect fear.

  Preferably, the detection unit includes a sensor that detects acceleration applied to the vehicle body, and detects an impact based on a detection signal of the sensor that is activated during the first mode.

  According to the invention, the electric vehicle includes the power storage device, the charging device, and the control unit. The power storage device can charge and discharge electric power for vehicle travel. The charging device is configured to be able to charge the power storage device by receiving power supplied from a power source outside the vehicle. When the movement of the vehicle is detected during the first mode (charging mode) in which the power storage device is charged by the charging device, the control unit shifts the first mode to the prescribed second mode (post-detection mode). .

  Preferably, the control unit reduces the amount of charge of the power storage device by the charging device in the second mode as compared with that in the first mode.

  Preferably, the control unit makes the pulse charging cycle by the charging device longer in the second mode than in the first mode.

  Preferably, the control unit further stops charging of the power storage device by the charging device in the second mode.

  Preferably, the electric vehicle further includes a relay disposed on an electric path between the power storage device and the charging device. In the second mode, the control unit further turns off the relay so as to cut off the electric path between the power storage device and the charging device.

  Preferably, the electric vehicle further includes a notification unit that outputs a warning to the user at least when the system is started for the first time after the transition to the second mode.

  Preferably, the electric vehicle further includes an internal combustion engine capable of outputting a driving force of the vehicle. The control unit stops the internal combustion engine during charging of the power storage device by the charging device.

Preferably, the power storage device includes a lithium ion secondary battery.
According to the present invention, the charge control method is a charge control method for an electric vehicle capable of charging a power storage device capable of charging / discharging electric power for vehicle travel from a power source outside the vehicle. The charge control method includes a step of detecting an impact applied to the vehicle body during the first mode (charging mode) in which the power storage device is charged from the power source (charging mode), and an impact or the risk detected during the first mode. Then, a step of shifting the first mode to the prescribed second mode (post-detection mode) is provided.

  According to the present invention, the charge control method is a charge control method for an electric vehicle capable of charging a power storage device capable of charging / discharging electric power for vehicle travel from a power source outside the vehicle. The charging control method includes a step of detecting the movement of the vehicle during the first mode (charging mode) for charging the power storage device from the power source, and the first when the movement of the vehicle is detected during the first mode. Transitioning to a prescribed second mode (post-detection mode).

  Preferably, the charging control method further includes a step of stopping charging of the power storage device from the power supply outside the vehicle after the transition to the second mode.

  Preferably, the charge control method further includes a step of turning off a relay disposed in the charging circuit so as to cut off the charging circuit from the power supply outside the vehicle to the power storage device after the transition to the second mode. .

  Preferably, the charging control method further includes a step of outputting an alarm to the user at least at the first system startup after the transition to the second mode.

  Preferably, the electric vehicle includes an internal combustion engine capable of outputting the driving force of the vehicle. The charging control method further includes a step of stopping the internal combustion engine during charging of the power storage device by the charging device.

  According to the present invention, the recording medium is a computer-readable recording medium, and records a program for causing the computer to execute any of the above-described charging controls.

  In the present invention, the electric vehicle can charge the power storage device from a power source outside the vehicle by the charging device. When an impact on the vehicle body or its risk is detected during the first mode (charging mode), the mode shifts to the prescribed second mode (post-detection mode). Even if added, safety is ensured.

  Therefore, according to this invention, the safety | security at the time of charging the electrical storage apparatus mounted in the vehicle from the power supply outside a vehicle improves.

  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.

[Embodiment 1]
FIG. 1 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to Embodiment 1 of the present invention. Referring to FIG. 1, hybrid vehicle 100 includes an engine 4, motor generators MG <b> 1 and MG <b> 2, a power split mechanism 3, and wheels 2. Hybrid vehicle 100 includes power storage device B, system main relay SMR, boost converter 10, inverters 20 and 30, capacitors C1 and C2, ECU (Electronic Control Unit) 50, pre-crash sensor 70, An alarm device 72 is further provided. Hybrid vehicle 100 further includes power lines ACL1 and ACL2, a charging plug 40, a voltage sensor 74, and a current sensor 76.

  Power split device 3 is coupled to engine 4 and motor generators MG1 and MG2 to distribute power between them. For example, as the power split mechanism 3, a planetary gear having three rotation shafts of a sun gear, a planetary carrier, and a ring gear can be used. These three rotating shafts are connected to the rotating shafts of engine 4 and motor generators MG1, MG2, respectively. For example, engine 4 and motor generators MG1 and MG2 can be mechanically connected to power split mechanism 3 by hollowing the rotor of motor generator MG1 and passing the crankshaft of engine 4 through its center.

  Kinetic energy generated by the engine 4 is distributed by the power split mechanism 3 to the wheels 2 and the motor generator MG1. That is, engine 4 is incorporated in hybrid vehicle 100 as a power source that drives wheels 2 and motor generator MG1. Motor generator MG1 operates as a generator driven by engine 4 and is incorporated in hybrid vehicle 100 as an electric motor that can start engine 4, and motor generator MG2 is a driving power for driving wheels 2. It is incorporated in the hybrid vehicle 100 as a source.

  Power storage device B is connected to positive line PL1 and negative line NL1 through system main relay SMR. Boost converter 10 is connected between positive electrode line PL1 and negative electrode line NL1, and positive electrode line PL2 and negative electrode line NL2. Capacitor C1 is connected between positive electrode line PL1 and negative electrode line NL1, and capacitor C2 is connected between positive electrode line PL2 and negative electrode line NL2. Inverter 20 is connected between positive and negative lines PL2, NL2, and motor generator MG1. Inverter 30 is connected between positive and negative lines PL2, NL2, and motor generator MG2.

  Motor generators MG1 and MG2 include Y-connected three-phase coils 7 and 8 as stator coils, respectively. Three-phase coil 7 is connected to inverter 20, and power line ACL <b> 1 is connected to neutral point N <b> 1 of three-phase coil 7. Three-phase coil 8 is connected to inverter 30, and power line ACL2 is connected to neutral point N2 of three-phase coil 8. Charging plug 40 is connected to the ends of power lines ACL1 and ACL2 different from the neutral point connection ends.

  Charging plug 40 is an external charging interface for receiving electric power supplied from external power supply 80 (for example, system power supply) outside hybrid vehicle 100. The external charging interface may be of any type such as a wireless type or a wired type as long as it can receive power from the external power source 80.

  The power storage device B is a chargeable / dischargeable DC power source, and is composed of, for example, a secondary battery such as lithium ion or nickel metal hydride. In particular, when power storage device B is formed of a lithium ion secondary battery, the lithium ion secondary battery is vulnerable to impact. In the first embodiment, as will be described later, external power supply 80 outside the vehicle is used. When the possibility that an impact is applied to the vehicle body during charging of the power storage device B is detected, the operation mode of the vehicle is shifted to a specified post-detection mode (described later).

  Power storage device B supplies power to boost converter 10 when system main relay SMR is on. Power storage device B is charged by receiving electric power output from boost converter 10 to positive line PL1 and negative line NL1 when power is generated by motor generator MG1 and / or motor generator MG2 or when power is supplied from external power supply 80. The

  Voltage sensor 74 detects voltage VB of power storage device B and outputs the detected value to ECU 50. Current sensor 76 detects current IB input to and output from power storage device B, and outputs the detected value to ECU 50.

  System main relay SMR electrically connects / disconnects power storage device B with positive electrode line PL1 and negative electrode line NL1. System main relay SMR receives operating power from an auxiliary battery (not shown), and is turned on / off in response to a signal SE from ECU 50. Capacitor C1 smoothes voltage fluctuation between positive electrode line PL1 and negative electrode line NL1.

  Boost converter 10 boosts DC power output from power storage device B based on signal PWMC from ECU 50 and outputs the boosted voltage to positive line PL2. Boost converter 10 steps down the power supplied from inverters 20 and 30 to the voltage level of power storage device B based on signal PWMC and charges power storage device B. Further, when boost converter 10 receives signal SD3 from ECU 50, it is shut down and stops operating. Boost converter 10 is formed of, for example, a step-up / step-down chopper circuit.

  Capacitor C2 smoothes voltage fluctuation between positive electrode line PL2 and negative electrode line NL2. Inverters 20 and 30 convert DC power supplied from positive electrode line PL2 and negative electrode line NL2 into AC power and output the AC power to motor generators MG1 and MG2. Inverters 20 and 30 convert the electric power generated by motor generators MG1 and MG2 into DC electric power and output it to positive line PL2 and negative line NL2.

  In addition, each inverter 20 and 30 consists of a bridge circuit containing the switching element for three phases, for example. Inverters 20 and 30 drive corresponding motor generators by performing a switching operation in accordance with signals PWMI1 and PWMI2 from ECU 50, respectively.

  In addition, inverters 20 and 30 receive AC supplied from neutral power source 80 to neutral points N1 and N2 via power lines ACL1 and ACL2 when power storage device B is charged from external power supply 80 to which charging plug 40 is connected. Electric power is converted into DC power based on signals PWMI1 and PWMI2 from ECU 50, and the converted DC power is output to positive line PL2.

  Further, when inverters 20 and 30 receive signals SD1 and SD2 from ECU 50, respectively, they shut down and stop operating.

  Motor generators MG1 and MG2 are three-phase AC motors, for example, three-phase AC synchronous motors in which a permanent magnet is embedded in a rotor. Motor generator MG1 converts the kinetic energy generated by engine 4 into electric energy and outputs the electric energy to inverter 20. Motor generator MG1 generates driving force by the three-phase AC power received from inverter 20, and starts engine 4.

  Motor generator MG <b> 2 generates vehicle driving torque by the three-phase AC power received from inverter 30. Motor generator MG2 converts the mechanical energy stored in the vehicle as kinetic energy or positional energy into electric energy and outputs it to inverter 30 when the vehicle is braked or when acceleration on the down slope is reduced.

  The engine 4 converts thermal energy generated by the combustion of fuel into kinetic energy of a moving element such as a piston or a rotor, and outputs the converted kinetic energy to the power split mechanism 3. For example, if the motion element is a piston and the motion is a reciprocating motion, the reciprocating motion is converted into a rotational motion via a so-called crank mechanism, and the kinetic energy of the piston is transmitted to the power split mechanism 3. The fuel for the engine 4 is preferably a hydrocarbon fuel such as gasoline, light oil, ethanol, liquid hydrogen, natural gas, or a liquid or gaseous hydrogen fuel.

  The pre-crash sensor 70 is a sensor for detecting in advance that an impact is applied to the vehicle body. Specifically, the pre-crash sensor 70 detects a distance between an object such as a preceding vehicle, an obstacle on the road, an oncoming vehicle, and the vehicle body, or an approach speed of the object to the vehicle body by transmitting a radio wave or the like around the vehicle. The detected value is output to the ECU 50. The pre-crash sensor 70 is activated in response to a command from the ECU 50 when an ignition key, a start switch, or the like is turned on by a user and a signal IG indicating activation of the vehicle system is activated.

  Further, the pre-crash sensor 70 is activated in response to a command from the ECU 50 even while the power storage device B is being charged from the external power source 80. At this time, the pre-crash sensor 70 operates by receiving power from the external power supply 80. The measurement method of the pre-crash sensor 70 may be any method such as millimeter wave radar or infrared ray as long as the distance to the object around the vehicle or the approach speed of the object can be detected.

  The alarm device 72 outputs an alarm to the user in response to a command from the ECU 50. The alarm device 72 may be any device such as a display device or an audio device as long as it can notify the user of an alarm.

  ECU 50 generates signal PWMC for driving boost converter 10 and signals PWMI1 and PWMI2 for driving motor generators MG1 and MG2, respectively. Boosted converter 10 and inverter 20 generate the generated signals PWMC, PWMI1 and PWMI2, respectively. , 30.

  Further, the ECU 50 controls the operation mode of the hybrid vehicle 100. That is, the ECU 50 sets the operation mode to “running mode” when the ignition key, the start switch, or the like is turned on by the user and the vehicle system is activated. On the other hand, the ECU 50 sets the operation mode to the “stop mode” when the signal IG is deactivated and does not correspond to the charge mode described later. ECU 50 sets the operation mode to “charging mode” when charging plug 40 is connected to external power supply 80 and power storage device B is charged from external power supply 80.

  In the charging mode, ECU 50 converts the AC power applied from external power supply 80 to neutral points N1 and N2 via charging plug 40 and power lines ACL1 and ACL2 into DC power and outputs the DC power to positive line PL2. Then, signals PWMI1 and PWMI2 for controlling inverters 20 and 30 are generated.

  Here, the ECU 50 stops the engine 4 during the charging mode in order to reliably prevent the vehicle from moving. Note that when the engine 4 is already stopped, the ECU 50 prohibits the engine 4 from starting.

  Further, the ECU 50 activates the pre-crash sensor 70 during the charging mode. When the ECU 50 detects the possibility of an impact on the vehicle body during the charging mode based on the detection value of the pre-crash sensor 70, the ECU 50 shifts the operation mode to a prescribed “post-detection mode”. This post-detection mode is for changing the charging control of the power storage device B from the external power supply 80 to a control with more emphasis on safety. For example, the charge amount of the power storage device B can be reduced as compared with the charging mode or the pulse charging method When the power storage device B is charged, a control change such as making the pulse charging cycle longer than that in the charging mode is performed. Note that the ECU 50 naturally activates the pre-crash sensor 70 even in the travel mode.

  Further, ECU 50 shuts down inverters 20 and 30 and boost converter 10 when it is determined that the risk of impact to the vehicle body has further increased based on the detection value of pre-crash sensor 70 after the transition to the post-detection mode. Are generated and output to inverters 20 and 30 and boost converter 10, respectively, and a signal SE for turning off system main relay SMR is generated. Then, the ECU 50 outputs a command to the alarm device 72 so as to output an alarm to the user.

  In addition, while the power storage device B is being charged from the external power supply 80, it is assumed that the user is away from the vehicle, and the ECU 50 uses an ignition key, a start switch, or the like in the state of transition to the post detection mode. When the signal IG is activated by the user, a command is output to the alarm device 72 so as to notify the user that the operation mode has shifted to the post-detection mode.

  FIG. 2 is a functional block diagram of ECU 50 shown in FIG. Referring to FIG. 2, ECU 50 includes a converter control unit 52, first and second inverter control units 54 and 58, and a charge control unit 56.

  Converter control unit 52 drives boost converter 10 based on voltage VB, voltage VDC between positive electrode line PL2 and negative electrode line NL2, and torque command values TR1, TR2 and rotation speeds MRN1, MRN2 of motor generators MG1, MG2. Signal PWMC is generated, and the generated signal PWMC is output to boost converter 10. Each of voltage VDC and rotation speeds MRN1 and MRN2 is detected by a sensor (not shown). The torque command values TR1 and TR2 are calculated by an HV-ECU (not shown) based on the accelerator opening, the vehicle speed, and the like.

  First inverter control unit 54 generates signal PWMI1 for driving motor generator MG1 based on voltage VDC, motor current MCRT1 of motor generator MG1 and detected values of rotor rotational position θ1, and torque command value TR1. Then, the generated signal PWMI1 is output to the inverter 20. Each of motor current MCRT1 and rotor rotational position θ1 is detected by a sensor (not shown).

  Second inverter control unit 58 generates signal PWMI2 for driving motor generator MG2 based on voltage VDC, motor current MCRT2 of motor generator MG2 and detected values of rotor rotational position θ2, and torque command value TR2. Then, the generated signal PWMI2 is output to the inverter 30. Each of motor current MCRT2 and rotor rotational position θ2 is detected by a sensor (not shown).

  Here, first and second inverter control units 54 and 58 are connected to signals PWMI1, based on zero-phase voltage commands AC1 and AC2 from charge control unit 56 when power storage device B is charged from external power supply 80. PWMI2 is generated, and the generated signals PWMI1 and PWMI2 are output to inverters 20 and 30, respectively.

  Charging control unit 56 sets the operation mode of the vehicle to the charging mode when signal CHRG instructing charging from external power supply 80 to power storage device B is activated. The signal CHRG is activated when the charging plug 40 is connected to the external power supply 80 and the charging start button is instructed by the user by operating the charging start button.

  Then, based on the detected values of voltage VAC and current IAC of AC power supplied from external power supply 80 to neutral points N1 and N2, charging control unit 56, as will be described later, motor generators MG1 and MG2 and inverter 20, Zero-phase voltage commands AC1 and AC2 for operating 30 as a single-phase PWM converter are generated, and the generated zero-phase voltage commands AC1 and AC2 are output to first and second inverter control units 54 and 58, respectively. The voltage VAC and the current IAC are detected by a voltage sensor and a current sensor not shown, respectively.

  Here, the charging control unit 56 stops the engine 4 in order to reliably prevent the vehicle from moving during the charging mode. Then, the charge control unit 56 determines whether or not the vehicle body is likely to receive an impact based on the signal DL from the pre-crash sensor 70, and when the possibility is detected, a predetermined detection is performed by a method described later. Various controls such as the transition to the rear mode, the charging stop of the power storage device B from the external power supply 80, the turning off of the system main relay SMR, and the alarm output by the alarm device 72 are executed.

  FIG. 3 is a flowchart for illustrating the structure of charge control by ECU 50 shown in FIG. Note that the processing of this flowchart is called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.

  Referring to FIG. 3, ECU 50 determines whether or not the operation mode is the charging mode (step S10). Specifically, ECU 50 determines the charging mode when charging plug 40 is connected to external power supply 80 and signal CHRG is activated. When ECU 50 determines that it is not in the charging mode (NO in step S10), it proceeds to step S90 without executing a series of subsequent processes, and returns the process to the main routine.

  If it is determined in step S10 that the charging mode is set (YES in step S10), ECU 50 stops engine 4 (step S20). Note that if the engine 4 has already stopped, the ECU 50 prohibits the engine 4 from starting.

  Next, the ECU 50 determines whether or not there is a possibility of an impact on the vehicle body based on the detection value of the pre-crash sensor 70 (step S30). Specifically, the ECU 50 determines whether or not there is a possibility of an impact based on the distance from an object around the vehicle detected by the pre-crash sensor 70 or the approach speed of the object. If it is determined that there is no risk of impact (NO in step S30), ECU 50 proceeds to step S90.

  When it is detected in step S30 that a shock may be applied (YES in step S30), ECU 50 shifts the operation mode to a specified post-detection mode (step S40). Specifically, as described above, when the charge amount of the power storage device B is reduced as compared with the charge mode or when the power storage device B is charged by the pulse charge method, the cycle of the pulse charge is set to the charge mode. Control changes such as making it longer than time are performed.

  During the post-detection mode, the ECU 50 determines whether or not there is a high possibility that an impact will be applied to the vehicle body based on the detection value of the pre-crash sensor 70 (step S50). Specifically, the ECU 50 compares the distance to the object around the vehicle or the approach speed of the object detected by the pre-crash sensor 70 with a prescribed threshold value to determine whether or not there is a high possibility of an impact. judge. If it is determined that there is little risk of impact on the vehicle body (NO in step S50), ECU 50 proceeds to step S90.

  If it is determined in step S50 that there is a high possibility that an impact will be applied to the vehicle body (YES in step S50), ECU 50 generates signals SD1-SD3 and outputs them to inverters 20, 30 and boost converter 10, respectively, and external power supply 80 To stop charging the power storage device B (step S60).

  Further, ECU 50 outputs a signal SE instructing to turn off system main relay SMR to system main relay SMR to turn off system main relay SMR (step S70). Then, the ECU 50 outputs a command to the warning device 72, and the warning device 72 that has received the command from the ECU 50 outputs a warning to the user (step S80).

  In step S30 described above, instead of detecting whether or not there is a possibility that an impact will be applied, the impact is detected depending on the distance to the object around the vehicle detected by the pre-crash sensor 70, the magnitude of the approach speed of the object, or the like. The risk of applying may be set in several stages, and the travel mode may be switched to the charging mode when it is determined that the risk of an impact is low and there is no risk of an impact.

  In step S70, a relay (not shown) provided between the charging plug 40 and the neutral points N1 and N2 instead of the system main relay SMR or with the system main relay SMR being turned off, A relay (not shown) provided in the charging cable may be turned off in response to a signal from the ECU 50. That is, any configuration may be used as long as the electrical path between the power storage device B and the external power supply 80 can be physically interrupted.

  As described above, when it is detected that an impact is applied to the vehicle body, the mode is shifted to the post-detection mode. Further, when there is a large risk of receiving an impact, an alarm is output, but the power storage device B is being charged from the external power supply 80. It is assumed that the user is away from the vehicle. Therefore, in the first embodiment, after shifting to the post-detection mode, an alarm is output to the user at least when the system is first started.

  FIG. 4 is a flowchart for explaining the structure of the alarm output control executed when the system is started. Referring to FIG. 4, ECU 50 determines whether the ignition key or the start switch is turned on by the user based on signal IG (step S110). If it is determined that the ignition key or the start switch is turned on (YES in step S110), ECU 50 determines whether or not the operation mode is the post-detection mode (step S120).

  When it is determined that the mode is the post-detection mode (YES in step S120), ECU 50 outputs a command to alarm device 72, and alarm device 72 that receives the command from ECU 50 outputs a warning to the user. (Step S130).

  Next, the operation of inverters 20 and 30 when power storage device B is charged from external power supply 80 will be described.

  FIG. 5 shows a zero-phase equivalent circuit of inverters 20 and 30 and motor generators MG1 and MG2 shown in FIG. In each of the inverters 20 and 30 composed of a three-phase bridge circuit, there are eight patterns of combinations of on / off of six switching elements. 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 B from external power supply 80, inverters 20 and 30 control the zero voltage vector based on zero-phase voltage commands AC1 and AC2 generated by charge control unit 56 of ECU 50. Therefore, when the power storage device B is charged from the external power supply 80, the three switching elements of the upper arm of each inverter can be regarded as the same switching state, and the three switching elements of the lower arm can be regarded as the same switching state. Therefore, in FIG. 5, the three switching elements of the upper arm of the inverter 20 are collectively shown as an upper arm 20A, and the three switching elements of the lower arm of the inverter 20 are collectively shown as a lower arm 20B. Similarly, the three switching elements of the upper arm of the inverter 30 are collectively shown as an upper arm 30A, and the three switching elements of the lower arm of the inverter 30 are collectively shown as a lower arm 30B.

  As shown in FIG. 5, this zero-phase equivalent circuit can be regarded as a single-phase PWM converter that receives single-phase AC power applied to neutral points N1 and N2 via power lines ACL1 and ACL2. . Therefore, by changing the zero voltage vector in each of inverters 20 and 30 and performing switching control so that inverters 20 and 30 operate as arms of a single-phase PWM converter, external power supply 80 input from power lines ACL1 and ACL2 can be used. The AC power can be converted into DC power and output to the positive line PL2 and the negative line NL2, and the power storage device B (not shown) can be charged.

In this manner, power storage device B is charged from external power supply 80 outside the vehicle.
Although not particularly illustrated, the operation mode is returned to the normal charging mode when the possibility that the vehicle body is impacted during the post-detection mode decreases. As a result, the charged amount of power storage device B that has been reduced returns to the normal specified amount.

  As described above, in the first embodiment, hybrid vehicle 100 can charge power storage device B from external power supply 80. Then, when it is detected that a shock may be applied to the vehicle body during the charging mode, the mode shifts to a predetermined post-detection mode, so that safety is ensured even if an unexpected shock is applied to the vehicle body during charging. Therefore, according to the first embodiment, the safety when charging power storage device B from external power supply 80 is improved.

  Further, according to the first embodiment, when there is a high possibility that an impact is applied to the vehicle body, charging of power storage device B from external power supply 80 is stopped and system main relay SMR is turned off, so that extremely high safety is achieved. Is secured.

  Further, according to the first embodiment, when the mode is shifted to the post-detection mode, a warning is output to the user at the next system startup, so that the user can charge the power storage device B from the external power supply 80. Even when away from the vehicle, it can be recognized that the mode has shifted to the post-detection mode.

  Furthermore, according to the first embodiment, engine 4 is stopped while power storage device B is being charged from external power supply 80, so that the vehicle is moved by the power of engine 4 while power storage device B is being charged from external power supply 80. Can be surely prevented.

[Embodiment 2]
In the second embodiment, a G sensor (acceleration sensor) capable of detecting an impact actually applied to the vehicle body is provided. When it is detected that an impact is applied to the vehicle body during the charging mode, the operation mode of the vehicle is detected. Transition to post-mode.

  FIG. 6 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to the second embodiment. Referring to FIG. 6, hybrid vehicle 100A includes G sensor 70A and ECU 50A in place of pre-crash sensor 70 and ECU 50 in the configuration of hybrid vehicle 100 according to the first embodiment shown in FIG.

  G sensor 70A detects acceleration ACC applied to the vehicle, and outputs the detected value to ECU 50A. The G sensor 70A is activated in response to a command from the ECU 50A when an ignition key, a start switch, or the like is turned on by the user and the signal IG is activated. Further, the G sensor 70A is activated in response to a command from the ECU 50A even during charging of the power storage device B from the external power source 80.

  ECU 50A activates G sensor 70A during the charging mode. When the ECU 50A detects an impact on the vehicle body during the charging mode based on the detection value of the G sensor 70A, the ECU 50A shifts the operation mode to the specified post-detection mode.

  When ECU 50A determines that the impact on the vehicle body is excessive based on the detection value of G sensor 70A after the transition to the post-detection mode, it generates signals SD1 to SD3 to respectively generate inverters 20 and 30 and a boost converter. 10 and a signal SE for turning off the system main relay SMR.

  The other functions of ECU 50A are the same as those of ECU 50 in the first embodiment. Other configurations of hybrid vehicle 100 </ b> A are the same as hybrid vehicle 100.

  FIG. 7 is a flowchart for illustrating the structure of charge control by ECU 50A shown in FIG. The processing of this flowchart is also called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.

  Referring to FIG. 7, this flowchart includes steps S32 and S52 in place of steps S30 and S50 in the flowchart shown in FIG. That is, when engine 4 is stopped in step S20, ECU 50A determines the presence or absence of an impact on the vehicle body based on the detection value of G sensor 70A (step S32). When ECU 50A detects an impact (YES in step S32), the process proceeds to step S40, and the operation mode is shifted to the specified post-detection mode. On the other hand, if no impact is detected (NO in step S32), ECU 50A shifts the process to step S90.

  Further, after shifting to the post-detection mode in step S40, the ECU 50A determines whether or not the detected acceleration exceeds a specified threshold value based on the detection value of the G sensor 70A (step S52). If it is determined that the detected acceleration exceeds the threshold value (YES in step S52), ECU 50A shifts the process to step S60 and stops charging power storage device B from external power supply 80.

  If it is determined in step S52 that the detected acceleration is equal to or less than the prescribed threshold value (NO in step S52), ECU 50A moves the process to step S90.

  As described above, in the second embodiment, when an impact to the vehicle body is detected during charging of the power storage device B from the external power supply 80, the mode shifts to the specified post-detection mode. Secured. Therefore, according to the second embodiment, the safety when charging power storage device B from external power supply 80 is improved.

[Embodiment 3]
In the third embodiment, when the movement of the vehicle is detected during charging from external power supply 80 to power storage device B, the operation mode of the vehicle shifts to the post-detection mode.

  FIG. 8 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to the third embodiment. Referring to FIG. 8, hybrid vehicle 100B includes rotation sensor 70B and ECU 50B in place of pre-crash sensor 70 and ECU 50 in the configuration of hybrid vehicle 100 according to the first embodiment shown in FIG.

  The rotation sensor 70B detects the rotation of the wheel 2 and outputs the detected value to the ECU 50B. The rotation sensor 70B may detect rotation of a driven wheel (not shown) instead of the wheel 2 that is a driving wheel. The rotation sensor 70B may be any sensor such as a sensor that detects a rotation angle or a sensor that detects a rotation speed as long as the rotation of the wheel can be detected.

  The ECU 50B activates the rotation sensor 70B during the charging mode. When the ECU 50B detects the rotation of the wheel 2 during the charging mode based on the detection value of the rotation sensor 70B, the ECU 50B shifts the operation mode to the specified post-detection mode.

  In addition, the ECU 50B calculates the moving distance of the vehicle based on the detection value of the rotation sensor 70B after shifting to the post-detection mode, and when the calculated moving distance exceeds a prescribed threshold value, the signals SD1 to SD3. Are output to inverters 20 and 30 and boost converter 10, respectively, and a signal SE for turning off system main relay SMR is generated.

  The other functions of ECU 50B are the same as those of ECU 50 in the first embodiment. The other configuration of the hybrid vehicle 100B is the same as that of the hybrid vehicle 100.

  FIG. 9 is a flowchart for illustrating the structure of charge control by ECU 50B shown in FIG. The processing of this flowchart is also called from the main routine and executed at regular time intervals or whenever a predetermined condition is satisfied.

  Referring to FIG. 9, this flowchart includes steps S34 and S54 in place of steps S30 and S50 in the flowchart shown in FIG. That is, when engine 4 is stopped in step S20, ECU 50B determines the presence or absence of rotation of wheel 2 based on the detection value of rotation sensor 70B (step S34). When ECU 50B detects the rotation of wheel 2 (YES in step S34), the process proceeds to step S40, and the operation mode is shifted to the specified post-detection mode. On the other hand, if rotation of wheel 2 is not detected (NO in step S34), ECU 50B moves the process to step S90.

  Further, after shifting to the post-detection mode in step S40, the ECU 50B calculates the movement distance of the vehicle body based on the detection value of the rotation sensor 70B, and whether or not the calculated movement distance exceeds a prescribed threshold value. Determination is made (step S54). If it is determined that the movement distance has exceeded the threshold value (YES in step S54), ECU 50B proceeds to step S60 and stops charging power storage device B from external power supply 80.

  If it is determined in step S54 that the moving distance is equal to or less than the specified threshold value (NO in step S54), ECU 50B proceeds to step S90.

  As described above, in the third embodiment, when the movement of the vehicle is detected while the power storage device B is being charged from the external power supply 80, the mode shifts to the specified post-detection mode, thus ensuring safety during charging. Is done. Therefore, also in this third embodiment, the safety when charging power storage device B from external power supply 80 is improved.

  In each of the above embodiments, when power storage device B is charged from external power supply 80, charging power is input from neutral points N1 and N2 of motor generators MG1 and MG2. A dedicated inverter may be provided separately.

  FIG. 10 is an overall block diagram of a hybrid vehicle separately provided with a charging inverter. Referring to FIG. 10, hybrid vehicle 100 </ b> C further includes charging inverter 90 in the configuration of hybrid vehicle 100 shown in FIG. 1, and includes ECU 50 </ b> C instead of ECU 50.

  Charging inverter 90 is connected to positive line PL2 and negative line NL2, and converts AC power applied from external power supply 80 to charging plug 40 into DC power based on signal PWMI3 from ECU 50C to convert positive line PL2 and negative line NL2. Output to line NL2. In addition, when receiving the signal SD4 from the ECU 50C, the charging inverter 90 shuts down and stops its operation.

  ECU 50C generates signal PWMI3 for controlling charging inverter 90 so that AC power from external power supply 80 received by charging plug 40 is converted into DC power and output to positive line PL2 in the charging mode. To do. Then, DC power supplied from charging inverter 90 is converted into voltage level of power storage device B by boost converter 10, and power storage device B is charged.

  Further, when the risk of impact on the vehicle body is detected during the charging mode based on the detection value of the pre-crash sensor 70, the ECU 50C shifts the operation mode to the post-detection mode. Further, ECU 50C generates signal SD4 for shutting down charging inverter 90 and outputs the signal to charging inverter 90 when there is a high possibility of an impact on the vehicle body.

  The other functions of ECU 50C are the same as those of ECU 50 in the first embodiment. Other configurations of hybrid vehicle 100C are the same as those of hybrid vehicle 100 according to the first embodiment.

  In each of the above embodiments, the engine 4 is stopped while the power storage device B is being charged from the external power source 80. However, the stop condition of the engine 4 may be a condition for shifting to the charging mode. .

  In each of the above embodiments, a series / parallel type hybrid vehicle has been described in which power of the engine 4 can be divided and transmitted to the axle and the motor generator MG1 by the power split mechanism 3. It can also be applied to other types of hybrid vehicles. That is, for example, a so-called series-type hybrid vehicle that uses the engine 4 only to drive the motor generator MG1 and generates the driving force of the vehicle only by the motor generator MG2, or regenerative energy among the kinetic energy generated by the engine 4 The present invention can also be applied to a hybrid vehicle in which only the electric energy is recovered, a motor assist type hybrid vehicle in which a motor assists the engine as the main power if necessary.

  In each of the above embodiments, a hybrid vehicle that can charge power storage device B from external power supply 80 has been described. However, the scope of application of the present invention is not limited to a hybrid vehicle. The present invention is also applicable to an electric vehicle that does not have an internal combustion engine and travels only by the driving force generated by the motor generator, and a fuel cell vehicle that further includes a fuel cell in addition to the power storage device B.

  The present invention is also applicable to a hybrid vehicle that does not include boost converter 10.

  In the above, the control in the ECUs 50, 50A to 50C is actually performed by a CPU (Central Processing Unit), and the CPU reads a program including each step of the illustrated flowchart from a ROM (Read Only Memory). Then, the read program is executed to execute processing according to the flowchart. Therefore, the ROM corresponds to a computer (CPU) readable recording medium in which a program including each step of the flowchart is recorded.

  In the above, charging plug 40, power lines ACL1 and ACL2, motor generators MG1 and MG2, and inverters 20 and 30 form one embodiment of the “charging device” in the present invention, and charging plug 40 and charging inverter 90 are also included. An embodiment of the “charging device” in the present invention is formed. Pre-crash sensor 70 and G sensor 70A correspond to an example of “detecting unit” in the present invention, and ECUs 50 and 50A to 50C correspond to an example of “control unit” in the present invention. Further, system main relay SMR corresponds to an embodiment of “relay” in the present invention, and alarm device 72 corresponds to an embodiment of “notification unit” in the present invention. Furthermore, the engine 4 corresponds to an embodiment of the “internal combustion engine” in the present invention.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

1 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to Embodiment 1 of the present invention. It is a functional block diagram of ECU shown in FIG. 3 is a flowchart for illustrating a structure of charge control by an ECU shown in FIG. 1. It is a flowchart for demonstrating the structure of the alarm output control performed at the time of system starting. It is the figure which showed the zero phase equivalent circuit of the inverter and motor generator which are shown in FIG. FIG. 6 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to a second embodiment. It is a flowchart for demonstrating the structure of the charge control by ECU shown in FIG. FIG. 10 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to a third embodiment. It is a flowchart for demonstrating the structure of the charge control by ECU shown in FIG. It is a whole block diagram of a hybrid vehicle provided with the inverter for charge separately.

Explanation of symbols

  2 wheel, 3 power split mechanism, 4 engine, 7, 8 three-phase coil, 10 boost converter, 20, 30 inverter, 20A, 30A upper arm, 20B, 30B lower arm, 40 charging plug, 50, 50A-50C ECU, 52 converter control unit, 54 first inverter control unit, 56 charge control unit, 58 second inverter control unit, 70 pre-crash sensor, 70A G sensor, 70B rotation sensor, 72 alarm device, 74 voltage sensor, 76 current sensor 80 external power source, 90 charging inverter, 100, 100A to 100C hybrid vehicle, B power storage device, SMR system main relay, PL1, PL2 positive line, NL1, NL2 negative line, C1, C2 capacitor, MG1, MG2 motor generator, N1, N2 neutral point, CL1, ACL2 power line.

Claims (18)

A power storage device capable of charging and discharging electric power for vehicle travel;
A charging device configured to be capable of charging the power storage device by receiving power supplied from a power source external to the vehicle;
A detection unit that detects an impact applied to the vehicle body during the first mode in which the power storage device is charged by the charging device or a risk thereof;
An electric vehicle comprising: a controller that shifts the first mode to a prescribed second mode when the impact or the risk thereof is detected by the detector during the first mode.   The detection unit includes a sensor that detects a distance between a vehicle body and an object outside the vehicle or an approach speed of the object to the vehicle body, and the impact is based on a detection signal of the sensor that is activated during the first mode. The electric vehicle according to claim 1, wherein a fear of the vehicle is detected.   The electric vehicle according to claim 1, wherein the detection unit includes a sensor that detects an acceleration applied to a vehicle body, and detects the impact based on a detection signal of the sensor that is activated during the first mode. A power storage device capable of charging and discharging electric power for vehicle travel;
A charging device configured to be capable of charging the power storage device by receiving power supplied from a power source external to the vehicle;
An electric vehicle comprising: a control unit that shifts the first mode to a prescribed second mode when movement of the vehicle is detected during the first mode in which the power storage device is charged by the charging device.   The electric control according to any one of claims 1 to 4, wherein the control unit reduces a charge amount of the power storage device by the charging device in the second mode as compared with that in the first mode. vehicle.   5. The electric vehicle according to claim 1, wherein the control unit makes a period of pulse charging by the charging device longer in the second mode than in the first mode. 6.   The electric vehicle according to any one of claims 1 to 6, wherein the control unit further stops charging of the power storage device by the charging device in the second mode. Further comprising a relay disposed in an electrical path between the power storage device and the charging device;
The electric vehicle according to any one of claims 1 to 7, wherein the control unit further turns off the relay so as to interrupt the electric circuit in the second mode.   The electric vehicle according to any one of claims 1 to 8, further comprising a notification unit that outputs a warning to a user at least when the system is started for the first time after shifting to the second mode. An internal combustion engine capable of outputting the driving force of the vehicle;
The electric vehicle according to any one of claims 1 to 9, wherein the control unit stops the internal combustion engine during charging of the power storage device by the charging device.   The electric storage vehicle according to any one of claims 1 to 10, wherein the power storage device includes a lithium ion secondary battery. A charging control method for an electric vehicle capable of charging a power storage device capable of charging / discharging electric power for vehicle travel from a power source outside the vehicle,
Detecting a shock applied to the vehicle body during the first mode in which the power storage device is charged from the power source or the risk thereof;
A charging control method for an electric vehicle comprising: when the impact or the risk thereof is detected during the first mode, the step of shifting the first mode to a prescribed second mode. A charging control method for an electric vehicle capable of charging a power storage device capable of charging / discharging electric power for vehicle travel from a power source outside the vehicle,
Detecting movement of a vehicle during a first mode of charging the power storage device from the power source;
And a step of shifting the first mode to a prescribed second mode when movement of the vehicle is detected during the first mode.   14. The method for controlling charging of an electric vehicle according to claim 12, further comprising a step of stopping charging from the power source to the power storage device after transition to the second mode.   15. The method according to claim 12, further comprising a step of turning off a relay disposed in the charging electric circuit so as to cut off a charging electric circuit from the power source to the power storage device after the transition to the second mode. The charge control method for an electric vehicle according to any one of the above.   The charging control for an electric vehicle according to any one of claims 12 to 15, further comprising a step of outputting an alarm to a user at least when the system is started after the transition to the second mode. Method. The electric vehicle includes an internal combustion engine capable of outputting a driving force of the vehicle,
The charge control method for an electric vehicle according to any one of claims 12 to 16, wherein the charge control method further includes a step of stopping the internal combustion engine during charging of the power storage device by the charging device.   The computer-readable recording medium which recorded the program for making a computer perform the charge control method of the electric vehicle of any one of Claim 12 to 17.

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