JP2010166768A - Controller, control system and control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for certainly charging a battery for a vehicle with electricity without operating a breaker when the battery for the vehicle is charged with electricity from a commercial power supply system, a control system and a control method. <P>SOLUTION: The controller charges and controls the battery 151 loaded on the vehicle with a power supplied from a power supply device 410 on the outside of the vehicle through a charging cable 300. The controller includes a storage for storing the performance characteristic data of the breaker 430 incorporated into the power supply device 410, and a controller for carrying out charging processing controlling a charging current so that the charging state of the battery 151 is brought to a target charging state. A breaker-shutdown predict processing predicting the shutdown of the breaker 430 on the basis of performance characteristic data stored in the storage and a total current value input from the power supply device 410 and supplied through the breaker 430, and charging-current adjusting processing variably adjusting the charging current by a charging processing when the operation of the breaker 430 is predicted by the breaker-shutdown predict processing. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device, a control system, and a control method for charging a power storage device mounted on a vehicle with a power source external to the vehicle.

  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 a motor that generates a driving force and a power storage device that employs a nickel-metal hydride battery or a lithium ion battery that stores electric power supplied to the motor. The hybrid vehicle further includes an internal combustion engine as an electric power source as a power source, and the fuel cell vehicle includes a fuel cell as a DC power source for driving the vehicle.

  As described in Patent Document 1, a vehicle that can directly charge a power storage device for driving a vehicle mounted on such a vehicle from a power source of a general household is known. For example, by connecting a commercial power outlet provided in a house and a charging port provided in a vehicle with a charging cable, charging power is supplied from a general household power source to the power storage device. A vehicle that can directly charge a power storage device mounted on the vehicle from a power source outside the vehicle is referred to as a “plug-in vehicle”.

  The standard for plug-in vehicles is established in the United States by “SA Electric Vehicle Conductive Charge Coupler” (Non-Patent Document 1), and in Japan by “General Requirements for Electric Vehicle Conductive Charging Systems” (Non-Patent Document 2). Yes.

  In “SA Electric Vehicle Conductive Charge Coupler” and “General Requirements for Conductive Charging System for Electric Vehicles” (Non-Patent Document 2), a standard regarding a control pilot is defined as an example. The control pilot is defined as a signal line that connects a control circuit of EVSE (Electric Vehicle Supply Equipment) that supplies electric power to the vehicle from the premises wiring and a grounding portion of the vehicle via a control circuit on the vehicle side. Based on the pilot signal communicated via the line, the connection state of the charging cable, the availability of power supply from the power source to the vehicle, the rated current of the EVSE, and the like are determined.

  The plug-in vehicle is provided with a charging device connected to an external power source via a charging cable, and AC power supplied from the external power source is converted into DC power by the charging device, and a charging current is supplied to the power storage device. .

  The charging device incorporates a charging ECU that adjusts the voltage of the DC power, and the charging ECU is controlled by a system control unit that manages the power of the vehicle and controls the traveling system. Note that the ECU means an electronic control unit.

  For example, a plug-in hybrid vehicle is equipped with an engine ECU for controlling an engine, a motor ECU for controlling a motor, and the like in addition to a charging ECU, and a plug-in hybrid ECU (hereinafter referred to as “PIHV-ECU” as a system control unit). ), The state of charge (SOC) of the power storage device for supplying power to the motor is managed, and the required torque of the vehicle is calculated based on the accelerator operation of the driver, and the required torque and the SOC are calculated based on the required torque and the SOC. The engine ECU and the motor ECU are controlled.

  In such a plug-in hybrid vehicle, in order to secure a sufficient travel distance by the motor, it is necessary to maintain the power storage device in a sufficiently charged state. It is preferable to charge the power storage device with electric power supplied from a commercial power source.

  However, when charging from a commercial power source for general households, depending on the usage state of other electrical equipment that is fed from the same feeding system, the rated current capacity may be exceeded while charging the power storage device of the vehicle, and the feeding system Therefore, there is a possibility that charging is interrupted before charging of the power storage device is completed.

  On the other hand, Patent Document 1 discloses a charging device installed in a factory where a desk lamp or an industrial vehicle is used, and charging is performed without the breaker operating even if the user does not check the state of the load connected to the power supply facility. A vehicle battery charging device that can be used has been proposed.

  The vehicle battery charging device can be obtained by a preset total current limit value that represents the upper limit of the total current that is the sum of the currents supplied to the charging device and other charging devices from an external power source, and information acquisition means. Based on the charging status information of other charging devices, the usage current value, which is the current that the charging device can receive from the external power supply, is set so that the total current does not exceed the total current limit value. Setting means and charging control means for controlling the charging means so that the current detected by the detection means does not exceed the use current value set by the use current setting means.

JP 2003-333706 A

“SAE Electric Vehicle Conductive Charge Coupler” (USA), SAE Standards, SAE International, November 2001 “General Requirements for Conductive Charging Systems for Electric Vehicles”, Japan Electric Vehicle Association Standard (Japan Electric Vehicle Standard), March 29, 2001

  However, it is extremely difficult to install the charging device described in Patent Document 1 in each household and use it when charging a plug-in hybrid vehicle from a household power outlet from the viewpoint of equipment costs.

  In view of the above-described problems, an object of the present invention is to provide a control device, a control system, and a control method that can reliably charge a power storage device of a vehicle from a commercial power source without operating a breaker. .

  In order to achieve the above-described object, a characteristic configuration of a control system according to the present invention is a control device that controls charging of a power storage device mounted on a vehicle using electric power supplied from a power supply device outside the vehicle via a charging cable. , A storage unit storing operation characteristic data of a breaker incorporated in the power supply device, a charging process for controlling a charging current so that a charging state of the power storage device becomes a target charging state, and operation characteristic data stored in the storage unit When the breaker operation is predicted by the breaker interruption prediction process and the breaker interruption prediction process that predict the breaker interruption based on the total current value that is input from the power supply device and supplied via the breaker, And a control unit that executes a charging current adjustment process for variably adjusting the charging current by the charging process.

  According to the above-described configuration, based on the operating characteristic data of the breaker stored in the storage unit and the total current value supplied from the power supply device and supplied through the breaker, the control unit predicts the breaker cutoff, When the operation of the breaker is predicted, the charging current is variably adjusted and charging is performed so that the target charging state is achieved. Therefore, a situation in which the breaker operates during charging can be avoided in advance.

  As described above, according to the present invention, it is possible to provide a control device, a control system, and a control method that can reliably charge a power storage device of a vehicle from a commercial power source without operating a breaker. became.

The whole block diagram of the plug-in hybrid vehicle shown as an example of the vehicle by embodiment of this invention Collinear diagram of power split mechanism Block diagram of charging device and power storage device The circuit diagram concerning the charging device and power storage device by the embodiment of the present invention Timing chart of charge control by system controller Configuration diagram of household power supply device shown as an example Breaker operating time characteristics Operating time characteristics with breaker temperature Flow chart showing charging process Flow chart showing processing during charging

  Hereinafter, a case where the charge control system, the control device, and the charge control method according to the present invention are applied to a plug-in hybrid vehicle will be described.

  As shown in FIG. 1, a hybrid vehicle 1 (hereinafter referred to as a “plug-in hybrid vehicle”) that is an example of a plug-in vehicle that can directly charge a high-voltage power storage device 150 mounted on the vehicle from a power source outside the vehicle. Is provided with an engine 100, a first MG (Motor Generator) 110, and a second MG (Motor Generator) 120 as power sources.

  In plug-in hybrid vehicle 1, engine 100, first MG 110, and second MG 120 are coupled to power split mechanism 130 so that the plug-in hybrid vehicle 1 can travel with driving force from at least one of engine 100 and second MG 120.

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

  Power split device 130 includes a sun gear, a pinion gear, a carrier, and a ring gear, and is constituted by a planetary gear mechanism in which the pinion gear engages with the sun gear and the ring gear.

  A carrier that supports the pinion gear so as to rotate is connected to the crankshaft of the engine 100, a sun gear is connected to the rotating shaft of the first MG 110, and a ring gear is connected to the rotating shaft of the second MG 120 and the speed reducer 140, as shown in FIG. The rotational speeds of engine 100, first MG 110, and second MG 120 are related to each other so as to be connected by a straight line on the alignment chart.

  As shown in FIGS. 1 and 4, the plug-in hybrid vehicle 1 functions as a system control unit and controls the power of the vehicle in a plug-in hybrid vehicle ECU (hereinafter referred to as “PIHV-ECU”) 10. , A charging ECU (hereinafter referred to as “CHG-ECU”) 20 that functions as a control unit that controls charging of power storage device 150 with electric power supplied from a power source external to the vehicle, motor ECU that controls first MG 110 and second MG 120 ( (Hereinafter referred to as “MG-ECU”) 30, engine ECU for controlling engine 100 (hereinafter referred to as “ENG-ECU”) 40, and meter ECU for displaying various information on the front panel of the driver's seat Other anti-theft ECUs that realize anti-theft functions, smart ECUs that control the locking or unlocking of vehicles with smart keys, etc. Child controller (Electric-Control-Unit;. The following, referred to as "ECU") is mounted.

  Each ECU includes a single or a plurality of CPUs, a ROM storing a program executed by the CPU, a RAM storing control information and used as a working area of the CPU, and an input / output circuit. An interface circuit (hereinafter referred to as “CAN-I / F”) for a CAN (Controller Area Network) which is a network is provided.

  The CPU executes the program in a so-called event-driven format in which a predetermined program is executed when an interrupt event such as an external interrupt or a timer interrupt occurs.

  Each ECU is connected via a CAN communication line via a CAN-I / F, and various control information required between the ECUs is exchanged via the CAN.

  The plug-in hybrid vehicle 1 includes two power supply systems, a first power supply system 180 and a second power supply system 181 that are supplied with power from a low-voltage (for example, DC 12 V) power storage device 190.

  The first power feeding system 180 is a system that is constantly fed regardless of the operation state of the ignition switch IGSW, and is connected to an anti-theft ECU and a smart ECU.

  The second power supply system 181 is a system in which power is supplied from the power storage device 190 after the ignition switch IGSW is turned on, and connected to each ECU such as the CHG-ECU 20, MG-ECU 30, ENG-ECU 40, and meter ECU.

  Each ECU is equipped with a DC regulator that generates a predetermined level of control voltage (for example, DC 5V) from the DC 12V DC voltage supplied from the low-voltage power storage device 190, and the output voltage of the DC regulator is supplied to a control circuit such as a CPU. Applied.

  The PIHV-ECU 10 is constantly supplied with power from the first power supply system 180, controls the power supply relay RY1 in response to the operation of the ignition switch IGSW and the like, and controls the power supply state to the second power supply system 181. A microcomputer 11 for overall control is mounted.

  When the PIHV-ECU 10 detects that the ignition switch IGSW is turned on while the power supply relay RY1 is open, the PIHV-ECU 10 closes the power supply relay RY1 and starts power supply from the low-voltage power storage device 190 to the second power supply system 181. To do.

  In this state, each ECU connected to the second power feeding system 181 is activated, and a predetermined control operation is executed.

  Further, when the PIHV-ECU 10 detects that the ignition switch IGSW is turned off while the power supply relay RY1 is closed, the PIHV-ECU 10 transmits that the ignition switch IGSW is turned off to another ECU via the CAN bus. Then, the shutdown processing of each ECU connected to the second power feeding system 181 is urged.

  Thereafter, the PIHV-ECU 10 recognizes the end of the shutdown process of each ECU via the CAN bus, opens the power supply relay RY1, stops the power supply to the second power supply system 181 and shifts to the standby state. The standby state refers to a state in which the microcomputer 11 executes a stop instruction or a halt instruction and power consumption is reduced.

  The shutdown process refers to a process for stopping various actuators that are being driven, a process for saving control data in a memory, and the like when the ignition switch IGSW is turned off. For example, in the case of the ENG-ECU 40, the engine 100 is stopped. The process for saving engine control data including various learning data such as air-fuel ratio to a nonvolatile memory. Each ECU is equipped with SRAM or EEPROM, which is constantly supplied with power from the first power supply system 180 as necessary, as a backup memory.

  The ignition switch IGSW may be either a momentary switch or an alternate switch. When a momentary switch is used, the PIHV-ECU 10 holds the current state in the RAM as flag data, and the switch It may be determined based on the flag data whether the operation edge is turned on or turned off. Further, it may be a mechanical contact type switch that rotates by inserting a key into a conventional key cylinder.

  When the ignition switch IGSW is turned on, the PIHV-ECU 10 closes the power supply relay RY1 and controls the vehicle to travel.

  As shown in FIG. 3, the power storage device 150 is connected to the buck-boost converter 200 via the system main relay RY2, and the output voltage of the buck-boost converter 200 is converted into an AC voltage by the first inverter 210 and the second inverter 220. It is configured to be applied to the first MG 110 and the second MG 120 later.

  Buck-boost converter 200 includes a reactor, two npn transistors that are power switching elements, and two diodes. One end of the reactor is connected to the positive electrode side of power storage device 150, and the other end is 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.

  As the npn-type transistor, for example, an IGBT (Insulated Gate Bipolar Transistor) can be suitably used. In place of the npn transistor, a power switching element such as a power MOSFET (Metal Oxide Semiconductor Field-Effect Transistor) can be used.

  First inverter 210 includes a U-phase arm, a V-phase arm, and a W-phase arm 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. A connection node of two npn transistors constituting each phase arm is connected to a corresponding coil end of first MG 110.

  The first inverter 210 converts the DC power supplied from the step-up / down converter 200 into AC power and supplies it to the first MG 110, or converts the AC power generated by the first MG 110 into DC power and converts it into a step-up / down converter. 200.

  Second inverter 220 is also configured in the same manner as first inverter 210, and a connection node of two npn transistors constituting each phase arm is connected to a corresponding coil end of second MG 120.

  Second inverter 220 converts the DC power supplied from buck-boost converter 200 into AC power and supplies it to second MG 120, or powers the AC power generated by second MG 120 into a DC current to generate a buck-boost converter. 200.

  PIHV-ECU 10 monitors the state of charge of power storage device 150 (hereinafter referred to as “SOC (State Of Charge)”), and when SOC is within a predetermined range, power storage device 150 is connected via MG-ECU 30. The second MG 120 is driven using at least one of the electric power stored in the electric power or the electric power generated by the first MG 110 to assist the power of the engine 100. The driving force of second MG 120 is transmitted to driving wheel 160 via speed reducer 140.

  When PIHV-ECU 10 determines that the SOC of power storage device 150 is lower than a predetermined value, PIHV-ECU 10 starts engine 100 via ENG-ECU 40 and generates electric power generated by first MG 110 driven via power split mechanism 130. Is stored in the power storage device 150.

  Further, when PIHV-ECU 10 determines that the SOC of power storage device 150 is higher than a predetermined value, it stops engine 100 via ENG-ECU 40 and stores the electric power stored in power storage device 150 via MG-ECU 30. The second MG 120 is driven using

  Based on the control command from PIHV-ECU 10, MG-ECU 30 controls the power switching element of step-up / step-down converter 200 when the motor is running, and boosts the output voltage of power storage device 150 to a predetermined level. The second MG 120 is driven by controlling each phase arm.

  Further, MG-ECU 30 controls each phase arm of first inverter 210 during charging based on a control command from PIHV-ECU 10, converts the generated power from first MG 110 into DC power, and buck-boost converter 200. The power is reduced by charging the power storage device 150.

  On the other hand, at the time of braking of the vehicle, the PIHV-ECU 10 controls the second MG 120 driven by the driving wheels 160 via the speed reducer 140 as a generator, and stores the electric power generated by the second MG 120 in the power storage device 150. A control command is issued to the MG-ECU 30. That is, the second MG 120 is used as a regenerative brake that converts braking energy into electric power.

  That is, the PIHV-ECU 10 monitors the load current and voltage output from the power storage device 150 and the temperature of the power storage device 150 to manage the SOC of the power storage device 150, and the required torque of the vehicle, the SOC of the power storage device 150, etc. Based on the above, engine 100, first MG 110 and second MG 120 are controlled.

  As shown in FIG. 1, a high-voltage power storage device 150 is installed in the lower part of the trunk room at the rear of the vehicle. The power storage device 150 is a chargeable / dischargeable DC power supply, and is configured by, for example, a secondary battery such as nickel metal hydride or lithium ion. The output voltage of the power storage device 150 is set to, for example, around 300V.

  Power storage device 150 is configured to be rechargeable by power supplied from a power source outside the vehicle, in addition to power generated by first MG 110 and second MG 120.

  As shown in FIGS. 1 and 3, the plug-in hybrid vehicle 1 includes a charging inlet 270 that connects a charging cable 300 for supplying charging power from a power supply outside the vehicle to the power storage device 150 in the vicinity of the front bumper. ing.

  AC power is supplied from the charging inlet 270 to the charging device 151 installed in the lower part of the driver's seat 2 via the AC power line 6a wired to the front side of the vehicle, and is wired from the charging device 151 in the front-rear direction of the center of the vehicle. Charging power is supplied to the power storage device 150 through the high-voltage power supply line 6b.

  System main relay RY2 is provided in the vicinity of power storage device 150, and PIHV-ECU 10 controls system main relay RY2.

  The charging device 151 includes a CHG-ECU 20 and a power conversion unit 20a. The power conversion unit 20a includes, for example, a rectifier circuit that rectifies an AC voltage, a smoothing capacitor, and a DC / DC converter that converts a DC voltage smoothed by the smoothing capacitor into a predetermined DC voltage.

  The power conversion unit 20a is not limited to the circuit configuration described above, and may be configured using a known technique as appropriate.

  CHG-ECU 20 incorporated in charging device 151 controls power conversion unit 20 a to adjust the charging current to power storage device 150. The CHG-ECU 20 controls the charging current output from the power conversion unit 20a in accordance with the duty ratio of the PWM signal output from the PIHV-ECU 10.

  The CHG-ECU 20 controls the target charging current to be output from the power conversion unit 20a by adjusting the output voltage from the power conversion unit 20a.

  The charging cable 300 includes a plug 320 that connects to a power outlet provided in the house on one end side, and a connector 330 that connects to the charging inlet 270 on the other end side.

  The charging cable 300 includes a signal generation unit that generates a pulse signal having a frequency and a duty ratio corresponding to a rated current that can be supplied to the vehicle from an external power source (hereinafter referred to as a “control pilot signal” or a “CPLT signal”). A CCID (Charging Circuit Interrupt Device) 360 incorporating a power feeding relay is provided.

  The duty ratio of the CPLT signal is a value set based on the current capacity that can be supplied from the external power supply to the vehicle via the charging cable 300, and is set in advance for each charging cable. For example, 20% is set when the current capacity is 12A, and 40% when the current capacity is 24A.

  As shown in FIG. 4, the signal transmission unit 362 incorporated in the CCID includes a CPU, a ROM, a RAM that operate by power supplied from an external power source, an oscillation unit 363 that generates a control pilot signal, and a control pilot signal. A voltage detection unit 364 for detecting the signal level is provided.

  The connector 330 incorporates a charging cable connection detection circuit 331 in which a switch SW3 having one end grounded is connected in series with the resistor R3, and the output of the charging cable connection detection circuit 331 is provided in the PIHV-ECU 10 as a cable connection signal PISW. Is input to the input terminal IP2 of the microcomputer 11.

  The switch SW3 is configured to open and close in conjunction with a lever for releasing the locking mechanism of the connector 330 with respect to the charging inlet 270. In the state where the connector 330 is attached to the charging inlet 270, the switch SW3 is closed.

  The PIHV-ECU 10 includes a first step-down circuit composed of a resistor R1 and a switch SW1, and a second step-down circuit composed of a resistor R2 and a switch SW2, which lower the signal level of the CPLT signal.

  As shown in FIGS. 4, 5, and 9, after the ignition switch IGSW is turned off, the charging cable 300 is attached to the charging inlet 270 at time t <b> 0 when the microcomputer 11 shifts to the standby state. When the plug 320 is connected to the outlet of the external power source at time t1, the signal transmission unit 362 outputs a CPLT signal indicating a predetermined level of the DC voltage V1 (for example, + 12V).

  When the rising edge of the CPLT signal is input to the interrupt terminal INT2 of the microcomputer 11 (SA1), the microcomputer 11 returns from the standby state to the normal operation state (SA2), closes the power relay RY1, Power is supplied to the dual power supply system 181 to start up the charging device 151 (SA3).

  Subsequently, when the microcomputer 11 detects that the CPLT signal of the DC voltage V1 input to the A / D conversion input terminal IP1 is V1, the microcomputer 11 turns on the switch SW2 of the second step-down circuit at time t2. The voltage level of the signal is lowered from V1 to V2 (for example, + 9V) (SA4).

  When the voltage detection unit 364 detects that the CPLT signal has decreased from V1 to V2, the signal transmission unit 362 generates a pulse signal having a predetermined frequency (for example, 1 KHz) from the oscillation unit 363 at a predetermined duty ratio at time t3. Control to output. The signal level of the pulse signal is ± V1, but the upper limit level is stepped down by the second step-down circuit.

  When the microcomputer 11 detects the duty ratio of the CPLT signal and recognizes the current capacity of the charging cable 300 (SA5), the microcomputer 11 further turns on the switch SW1 of the first step-down circuit at time t4 to set the voltage level of the CPLT signal. The voltage is lowered from V2 to V3 (for example, + 6V) (SA6).

  When detecting that the signal level of the CPLT signal has dropped from V2 to V3, the signal transmission unit 362 closes the relay provided in the CCID 360 and supplies AC power from the power cable 310 to the vehicle side. Further, the microcomputer 11 turns on the system main relay RY2 (SA7).

  Microcomputer 11 sets a charging current for charging the SOC of power storage device 150 to the target SOC based on the current capacity of charging cable 300, and outputs a PWM signal as a charging command to CHG-ECU 20 (SA8). That is, a charging process for controlling the charging current is performed such that the charging state of power storage device 150 becomes the target charging state.

  The CHG-ECU 20 that has received the charging command charges the power storage device 150 by controlling so that a predetermined charging current is output from the power conversion unit 20a.

  The microcomputer 11 calculates the SOC of the power storage device 150 by monitoring the charging current, voltage, and temperature to the power storage device 150, and determines that charging has ended when the target SOC is reached at time t5 (SA9). The charging end command is output to the CHG-ECU 20, the system main relay RY2 is opened (SA10), the switch SW1 of the first step-down circuit is turned off, and the voltage level is increased from V3 to V2 (SA11).

  When the signal transmission unit 362 detects that the CPLT signal has increased from V3 to V2, the signal transmission unit 362 opens the relay provided in the CCID 360 and stops supplying AC power to the vehicle side via the power cable 310.

  At time t6, the microcomputer 11 turns off the switch SW2 of the second step-down circuit, returns the level of the CPLT signal to the original V1 (SA12), and detects that the CPLT signal has become V1, the power relay RY1 Is released to stop power supply to the second power supply system 181 (SA13), and then returns to the standby state (SA14).

  The microcomputer 11 monitors the cable connection signal PISW. When the cable connection signal PISW changes to H level during the charging control, the microcomputer 11 determines that the charging cable 300 has been pulled out from the vehicle, and after the above-described time t5. The charge termination process is executed.

  As shown in FIG. 6, commercial power is supplied to a distribution board 410 as a power supply device installed in a general house via a transmission line and a power meter. The distribution board 410 includes a main breaker 420 and branch breakers 430 and 435 (hereinafter referred to as “breakers”) provided for each of the power lines 440 and 441 branched into a plurality of branches.

  A plurality of power outlets 450, 451, 452 are connected to the power line 440, and a power plug of a load such as an electric device or a lighting device is inserted into each power outlet 450, 451, 452, so that the electric device or the lighting device is connected. Etc. are fed.

  The internal wiring of the breaker shown in FIG. 6 is a single-phase two-wire wiring, but may be configured to correspond to a single-phase three-wire wiring or the like.

  The breaker 430 has a function as a tripping device that shuts off the energization circuit for a current exceeding the rated current in accordance with a standard such as JIS standard (JIS C 8370, hereinafter referred to as “JIS standard”). It has been.

  For example, a thermal electromagnetic breaker is provided with a bimetal and an electromagnetic coil as an overcurrent tripping element that interrupts the circuit when an overcurrent flows.

  When the temperature rises due to overcurrent exceeding the rated current, a thermal operation that cuts off the circuit is realized by bimetal, and when overcurrent flows, an electromagnetic operation that cuts off the circuit is realized by an electromagnetic coil.

  FIG. 7 shows an operating time characteristic diagram of the breaker when the ambient reference temperature is 40.degree. The ratio of the supply current value to the rated current value is defined on the horizontal axis, and the operation time of the breaker until the energization circuit is cut off is defined on the vertical axis. The solid line A is the breaker operation time until the energization circuit is cut off during the electromagnetic operation, and the solid line B is the breaker operation time until the energization circuit is cut off during the thermal operation.

  For example, in a breaker having a rated current of 10 A, when the breaker temperature is 40 ° C. and the total current supply amount is 10 A (100%), the energization circuit is not interrupted, but the total current supply amount is 20 A (200 %), The energization circuit is cut off in about 30 seconds by the thermal operation.

  FIG. 8 shows an operating time characteristic diagram according to the temperature of the breaker. With respect to the ambient reference temperature of 40 ° C., as the breaker temperature becomes higher, the operation time of the breaker until the energization circuit is cut off is shortened.

  Therefore, by correcting the characteristic of the solid line B shown in FIG. 7 based on the breaker temperature, an accurate cutoff characteristic by the thermal operation can be obtained.

  Breaker operating time characteristics and temperature operating time characteristics vary depending on the circuit breaker specifications, but it is necessary to predict the breaker shut-off time by grasping these characteristics, the total current flowing through the breaker, and the breaker temperature. Can do.

  Returning to FIG. 6, the breaker 430 is provided with a temperature sensor 431 for detecting the temperature of the breaker 430, and the power line 440 is provided with an ammeter 434 for measuring the total current value of the breaker supplied to the breaker 430. It has been.

  Further, the distribution board 410 includes a breaker information monitoring unit 432 that detects the breaker temperature and the breaker total current value, and a transmission unit 433 that transmits the total current value detected by the breaker information monitoring unit 432 to the outside. I have.

  The transmission unit 433 is a power line communication interface that performs data communication with the vehicle via the charging cable 300 when the charging cable 300 is inserted into the outlet 452.

  The breaker information monitoring unit 432 and the transmission unit 433 include a CPU, a ROM that stores a program executed by the CPU, and a RAM that stores control information and is used as a working area of the CPU. The ROM stores a breaker type code.

  In addition, a communication line is provided between the breaker information monitoring unit 432 and the transmission unit 433 to enable communication with each control unit.

  That is, the power distribution device of the present invention is configured by the distribution board 410, the breaker 430 incorporated in the distribution board 410, the breaker information monitoring unit 432, the transmission unit 433, and the like.

  As shown in FIG. 3, the charging device 151 is provided with an ammeter 155 for measuring a charging current supplied from an external power source at the time of charging, and between the charging inlet 270 and the charging device 151, a distribution board is provided. The power line communication unit 156 communicates with the transmission unit 433 provided in 410 via the charging cable 300.

  The power line communication unit 156 includes a reception unit that receives the total current value transmitted from the transmission unit 433 and a transmission unit that transmits operation characteristic information of the breaker to the PIHV-ECU 10.

  The total current value received by the power line communication unit 156 and input from the power supply device 410 and supplied via the breaker 430 is stored in a RAM as a storage unit provided in the PIHV-ECU 10.

  The power line communication unit 156 may be incorporated into the PIHV-ECU 10 or may be incorporated into the charging device 151.

  After the charge control is started by the PIHV-ECU 10, the total current value that is the sum of the current supplied to the electrical equipment connected to the other outlets 450 and 451 and the current supplied to the power storage device 150 is the breaker 430. If the capacity is exceeded, the breaker 430 may be activated and the charge control may be interrupted.

  Therefore, the PIHV-ECU 10 as the control device according to the present invention acquires the characteristic information of the breaker 430 and performs control so as to supply in a current range that does not exceed the rated current value.

  As shown in FIGS. 4, 5, and 10, the PIHV-ECU 10 turns on the system main relay RY <b> 2 at time t <b> 4 shown in FIG. 5 (SB <b> 1), and then transmits the transmission unit of the breaker 430 via the power line communication unit 156. The model code of the breaker 430 is received from 433 (SB2).

  The ROM provided in the PIHV-ECU 10 stores the operation characteristic data of the breaker shown in FIGS. 7 and 8 corresponding to a plurality of model codes. The PIHV-ECU 10 stores the operation characteristic of the breaker corresponding to the received model code. Data is specified (SB3).

  After starting the charging process, the PIHV-ECU 10 performs a predetermined time interval, for example, 100 msec. The breaker temperature and the total current value are received via the power line communication unit 156 at intervals and stored in the RAM. Based on the operating characteristic data of the breaker 430 corrected by the breaker temperature and the total current value stored in the RAM, the breaker is cut off. A breaker cutoff prediction process for predicting the above is executed (SB4).

  When the PIHV-ECU 10 executes the breaker cutoff prediction process, the PIHV-ECU 10 sets the communication interval with the power line communication unit 156 to be shorter when the total current value approaches the breaker cutoff current based on the operation characteristic data of the breaker 430. Also good. For example, when a threshold value of about 95% is set and the total current value exceeds the threshold value, 50 msec. The communication interval is switched so that the breaker temperature and the total current value are received from the power line communication unit 156 at intervals. This is to cope with a sudden change in the total current value.

  When the operation of the breaker 430 is predicted as a result of the breaker cutoff prediction process (SB5), the PIHV-ECU 10 needs to adjust so that the current total current value becomes a charging current value that does not exceed the rated current value. . Therefore, the duty ratio of the PWM signal that is the charge command value output to the CHG-ECU 20 is adjusted to control the charge current value to be small so that the breaker 430 is not shut off (SB6).

  In order to simplify the process of calculating the AC current value described above, a conversion formula for converting the charging current into the AC input current is provided in the ROM of the PIHV-ECU 10, and the PIHV-ECU 10 calculates the AC charging current value based on the conversion formula. What is necessary is just to comprise so that it may calculate.

  For example, when the capacities of the breaker 430 and the charging cable 300 are 10 A, the PWM signal duty ratio between 0% and 100% is the maximum that the buck-boost converter 200 can output from the charging current 0 A to the input current value. The charging current value is defined by assigning to the current value.

  At this time, if the charge command value is set to 10 A and the total current value exceeds 10 A, the time until the breaker is shut off by the PIHV-ECU 10 is predicted, and the total current value is 10 A within that time. The charging current adjustment process for setting the duty ratio of the PWM signal to be small is performed so as to be within the following range. Note that the current charging current can be maintained as long as it is within the estimated time until the breaker is shut off. The predicted time is determined by taking into account the delay time due to communication.

  That is, the charging current adjustment process is a process of variably adjusting the charging current by the charging process when the breaker operation is predicted by the breaker cutoff prediction process.

  In addition, when the total current value is less than 10 A and there is no possibility that the breaker will operate, the PIHV-ECU 10 adjusts the duty ratio of the PWM signal so that the maximum chargeable value is charged (SB7).

  Note that the charging current value employed in the breaker cutoff prediction process may be either the charging command value output from the PIHV-ECU 10 or the charging current value input from the CHG-ECU 20, but both values are different. In that case, the larger value may be adopted.

  Further, an AC input current value to the power conversion unit 20a may be employed to supply a charging current. In this case, an AC ammeter may be provided in the power conversion unit 20a and the value may be configured to be transmitted from the CHG-ECU 20 to the PIHV-ECU 10.

  In the above description, the PIHV-ECU 10 sets the maximum value that can be charged as the initial value of the charging current value, and when the operation of the breaker is predicted, the PIHV-ECU 10 reduces the charging current value to a value that does not cause the breaker to operate. Although there has been described a configuration in which charging is performed by returning to the maximum chargeable value when there is no risk of operation, the following configuration may be used.

  For example, at midnight time, the PIHV-ECU 10 calculates the chargeable time from the charge start time to the end time of the midnight power time period when the electricity bill is cheap, and can be charged to the target charge state within the chargeable time. The charging command may be output to the CHG-ECU 20 so that the charging current value calculated as the average value is set as an initial value and charging control is performed.

  In addition, the user designates either the charging start time or the charging completion time, sets the charging current value calculated in the same manner as described above as an initial value from the charging start time to the charging completion time, and sets the charging It may be configured to execute control.

  At this time, the consumed current amount of other electric devices in the same power feeding system may increase within the above-described chargeable time, and the charging current value of the vehicle may be decreased. Therefore, when the amount of current consumption of other electrical devices decreases again, the time from when the vehicle can increase the charging current value to the end time of the midnight power time zone is calculated again as the chargeable time, and the same as above The charging current value may be set to, and charging control may be executed.

  Furthermore, the process of dividing the total current value and the charging current value for each charging time zone and storing them in the RAM at the time of charging is continued for a predetermined period (for example, one week), and the charging time zone is divided, for example, every hour, The charging current value or the difference value between the total current value and the charging current value is calculated as an average value, a learning process stored in the memory is executed, and the charging current for each hour is calculated based on the learning result at the start of the next charging. The average value or the average value of the difference between the total current value and the charging current value from the rated current value may be set as the charging current value, and the above-described charging control may be executed.

  The above average value may be, for example, a value averaged every hour and calculated and averaged for each charging process, or the lowest value within a predetermined time is stored and averaged for each charging process. It may be a value or a value obtained by averaging arbitrary values sampled within a predetermined time. The memory described above may be a non-volatile memory or a memory to which power is constantly supplied.

  In the configuration in which the charging current value is set by giving priority to the charging up to the target charging state described above, there is a high possibility that the breaker 430 is shut off due to a sudden increase in the total current value. If configured to execute, the possibility that the breaker 430 is cut off is reduced, and the power storage device 150 mounted on the vehicle can be more safely charged.

  In place of storing the operation characteristic data of the breaker corresponding to the plurality of model codes in the ROM provided in the PIHV-ECU 10, a database for storing the operation characteristic data of the breaker corresponding to the plurality of model codes is provided as an external data center. A mobile phone network via Bluetooth (registered trademark) installed in the mobile phone, with the operation characteristic data of the breaker corresponding to the model code received by the PIHV-ECU 10 from the transmitter 433 of the power supply device installed in the mobile phone Alternatively, it may be configured to be downloaded from a data center via a communication network such as a public line network or the Internet and stored in an SRAM provided in the PIHV-ECU 10.

  When using a cellular phone network, an interface for communicating via Bluetooth (registered trademark) mounted on the cellular phone may be provided, and the Internet may be connected via the power line communication unit 156. You may comprise.

  Further, a ROM storing operation characteristic data of the breaker 430 is incorporated in the breaker information monitoring unit 432 or the transmission unit 433, and after the PIHV-ECU 10 turns on the system main relay RY2 for charging processing, the power line communication unit 156 is switched on. The operation characteristic data may be obtained from the power supply device via the storage device and stored in the SRAM.

  In other words, the PIHV-ECU 10 is a control device that controls charging of the power storage device 150 mounted on the vehicle by the electric power supplied from the power supply device 410 outside the vehicle via the charging cable 300, and is a breaker incorporated in the power supply device 410. A storage unit storing the operation characteristic data 430, a charging process for controlling the charging current so that the charging state of the power storage device 150 becomes the target charging state, the operation characteristic data stored in the storage unit, and the power supply device 410. When the operation of the breaker 430 is predicted by the breaker cutoff prediction process for predicting the breaker 430 cutoff and the breaker cutoff prediction process based on the total current value input from the breaker 430 and supplied via the breaker, the charging process And a control unit that executes a charging current adjustment process for variably adjusting the charging current by It has been.

  The PIHV-ECU 10 and the power supply device 410 are a control system that controls charging of the power storage device 150 mounted on the vehicle using electric power supplied from the power supply device 410 outside the vehicle via the charging cable 300, , A power supply apparatus 410 incorporating a transmission unit 433 for transmitting the total current value flowing through the breaker 430 to the outside, a receiving unit 156 for receiving the total current value transmitted from the transmission unit 433, and operating characteristics of the breaker 430 The storage unit storing data, the charging process for controlling the charging current so that the charging state of the power storage device 150 becomes the target charging state, the operation characteristic data stored in the storage unit, and the reception unit 156 Based on the total current value, the breaker 4 is predicted by the breaker cutoff prediction process for predicting the breaker 430 cutoff and the breaker cutoff prediction process. If the interruption of 0 is predicted, the control system composed of a controller and a control unit for executing a charging current adjusting process for adjusting the charging current by the charging process variable is constructed.

  In the charging current adjustment process described above, the configuration for controlling the charging current value output from the power conversion unit 20a corresponding to the duty ratio of the PWM signal transmitted from the PIHV-ECU 10 to the CHG-ECU 20 has been described. The ECU 10 may be configured to execute the charging current adjustment process by adjusting the charging voltage and controlling the charging voltage as a specified charging value.

  In addition, there is a possibility that the current capacities of the breaker 430 and the charging cable 300 do not match. In this case, the charging can be normally performed by adopting the minimum current capacity value.

  The above-described PIHV-ECU 10 has been described as being configured by incorporating a single microcomputer, but a plurality of microcomputers may be incorporated in the PIHV-ECU 10. For example, a first microcomputer that is connected to the first power supply system 180 and is constantly supplied with power, and a second microcomputer that is connected to the second power supply system 181 and that is supplied by a power supply relay RY1 controlled by the first microcomputer. A configuration in which a microcomputer is provided and two microcomputers are connected by a local communication line may be employed.

  That is, the first microcomputer returns from the standby state upon detection of the cable connection signal PISW, and controls the power supply relay RY1 to control power supply to the second power supply system 181 to start the second microcomputer. In addition, the fact that charging is possible is notified via the communication line described above.

  When the second microcomputer detects that charging is possible, it monitors the CPLT signal in the same way as the above process and controls the charging process. When the charging is completed, the second microcomputer confirms that the charging is completed. When the first microcomputer completes the shutdown process of the second microcomputer, the power supply relay RY1 is turned off and the standby state is entered. Good.

  With this configuration, power consumption during standby can be further reduced.

  Further, although the above-described storage unit has been described as a ROM or a RAM, a memory provided inside or outside the microcomputer may be used. Further, a non-volatile memory or a memory to which power is constantly supplied may be any medium that can store data.

  In the above-described embodiments, the plug-in hybrid vehicle has been described. However, the present invention can also be applied to other types of hybrid vehicles.

  For example, a so-called series-type hybrid vehicle that uses the engine 100 only to drive the first MG 110 and generates the driving force of the vehicle using only the second MG 120, or only regenerative energy among the kinetic energy generated by the engine 100 is used. The present invention can also be applied to a hybrid vehicle that is recovered as electric energy, a motor-assisted hybrid vehicle in which a motor assists the engine 100 as the main power if necessary.

  Furthermore, even if it is an electric vehicle provided only with a motor that does not have the engine 100 and runs on electric power, a vehicle equipped with a fuel cell, or a fuel cell vehicle further provided with a power storage device, a plug-in vehicle If so, the present invention can be applied.

  Each of the above-described embodiments is a specific example, and the specific circuit configuration and control configuration of each unit can be appropriately changed and designed within the scope of the effects of the present invention.

1: Plug-in hybrid vehicle 150: power storage device 151: charging device 156: power line communication unit (reception unit)
10: System control unit (PIHV-ECU)
20: Charging ECU (CHG-ECU)
300: Charging cable 410: Power supply device (distribution panel)
430: Breaker 433: Transmitter PISW: Connection signal (cable connection signal)
IGSW: System switch (ignition switch)
RY1: Power relay circuit (power relay)
RY2: System main relay

Claims (5)

A control device that controls charging of a power storage device mounted on a vehicle with electric power supplied from a power supply device outside the vehicle via a charging cable,
A storage unit for storing operation characteristic data of a breaker incorporated in the power supply device;
A charging process for controlling the charging current so that the charging state of the power storage device becomes the target charging state;
Breaker cutoff prediction processing for predicting breaker cutoff based on the operating characteristic data stored in the storage unit and the total current value input from the power supply device and supplied via the breaker;
A charge current adjustment process that variably adjusts the charge current by the charge process when the breaker operation is predicted by the breaker cutoff prediction process,
A control unit for executing
A control device comprising:   The control device according to claim 1, further comprising a power line communication unit that receives a total current value from a power supply device via a charging cable, wherein the control unit stores the total current value received by the power line communication unit in the storage unit.   The breaker operating characteristic data includes temperature correction data for correcting the operating characteristic data according to the breaker temperature, and the control unit corrects based on the total current value received via the power line communication unit and the breaker temperature. The control device according to claim 2, wherein breaker cutoff prediction processing for predicting breaker cutoff is executed based on the operating characteristic data. A control system that controls charging of a power storage device mounted on a vehicle with power supplied from a power supply device outside the vehicle via a charging cable,
A power supply device incorporating a breaker and a transmission unit for transmitting a total current value flowing through the breaker to the outside;
A receiving unit that receives the total current value transmitted from the transmitting unit, a storage unit that stores operation characteristic data of the breaker, and a charging process that controls the charging current so that the charging state of the power storage device becomes the target charging state; Based on the operating characteristic data stored in the storage unit and the total current value received by the receiving unit, the breaker cutoff prediction process for predicting the breaker cutoff and the breaker cutoff prediction process are predicted. A control device including a control unit that executes a charging current adjustment process for variably adjusting a charging current by the charging process, and
A control system consisting of A control method for controlling charging of a power storage device mounted on a vehicle with electric power supplied via a charging cable from a power supply device outside the vehicle,
Operation characteristic storage processing for storing operation characteristic data of a breaker incorporated in the power supply device in a storage unit;
A charging process for controlling the charging current so that the charging state of the power storage device becomes the target charging state;
Breaker cut-off prediction processing for predicting breaker cut-off based on the operation characteristic data stored in the storage unit and the total current value supplied from the power supply device and supplied through the breaker;
A charge current adjustment process that variably adjusts the charge current by the charge process when the breaker operation is predicted by the breaker cutoff prediction process,
Control method to execute.

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