JP2012205313A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control system for inhibiting a shift lock release due to a wrong operation by a user, and reducing a risk of a damage in a charging cable, an external power supply or a vehicle, if shift lock control is failed.SOLUTION: A power management ECU 12 controls a shift lock ECU 13 to carry a current in a regulation state for regulating shift position switching or a release state which does not regulate the switching. A failure detecting circuit 28 detects the existence of a failure in a current carrying path to the shift lock ECU 13. The power management ECU 12 detects the failure in the current carrying path by the failure detecting circuit 28.

Description

  The present invention relates to a vehicle control system used in a vehicle that charges a drive battery by a plug-in method.

  In recent years, from the viewpoints of environmental protection, resource protection, and fuel saving, a secondary battery that can be charged by an external power source is installed as a driving battery, and the number of vehicles that drive a driving motor by the power supplied from the driving battery has increased. is doing. Such a vehicle is, for example, a hybrid vehicle equipped with a drive motor and an internal combustion engine, an electric vehicle equipped with only a drive motor, or some fuel cell vehicles. The driving batteries mounted on these vehicles are charged by a plug-in method for charging from an external power source connected by a charging cable, a non-contact charging method by electromagnetic induction, or a method for replacing the driving battery itself. . Among them, the plug-in method is becoming widespread because it can be charged at a general home such as a home in addition to charging at a so-called charging stand.

  By the way, in the case of the plug-in method using a charging cable, if the vehicle moves while the charging cable is connected, the charging cable or the charging stand may be damaged. Therefore, in Patent Document 1, when the charging lid is opened, the movement of the vehicle during charging is suppressed by so-called shift lock control that restricts shift position switching.

  However, the shift lock control has a function of manually releasing a restriction state in which shift position switching is generally restricted. For this reason, when a failure such as a failure of a control circuit or a component of the shift lock control occurs, the user cannot change the shift position and may not be able to move the vehicle after charging. . For this reason, if charging is started in a state where the shift lock control has failed, the user can perform manual operation if, for example, a sudden psychological state in which the next user is waiting at the charging stand falls. May cause the restriction state to be canceled by mistake. As a result, the charging cable, the external power source, or the vehicle may be damaged.

Japanese Patent No. 3629094

  The present invention has been made in view of the above circumstances, and its purpose is to suppress the release of a restricted state that restricts switching of the shift position due to an erroneous operation when a failure occurs in shift lock control, and charging. An object of the present invention is to provide a vehicle control system that reduces the risk of damage to cables, external power supplies, vehicles, and the like.

  According to the first aspect of the present invention, the restriction state control unit controls the shift position restriction unit by energization to a restriction state that restricts switching of the shift position or a release state that does not restrict switching. The failure detection unit detects the presence or absence of a failure in the energization path to the shift position regulation unit. Thereby, the user can recognize whether the shift lock control operates correctly after switching to the parking position for charging. For example, if the control of the shift position restricting unit by the restricting state control unit is impossible due to a failure of the energization path, the risk of damaging the charging cable, external power supply, vehicle, etc. is reduced by manually releasing the restricting state by user operation can do.

  In the invention according to claim 2, the failure detection unit detects a disconnection of the energization path as a failure. If the disconnection such as the half-fitting of the connector part or the breakage of the cable occurs due to the vibration of the vehicle in the energization path, it becomes difficult to control the shift position restricting part by energization. Therefore, by detecting the disconnection of the energization path as an obstacle, it is possible to prevent the restriction state from being canceled due to an erroneous operation during charging. Therefore, it is possible to reduce the possibility of damage to the charging cable, the external power source, the vehicle, or the like due to an erroneous operation during charging while enabling the shift position to be switched.

  In the invention described in claim 3, the failure detection unit detects a ground fault of the energization path as a failure. If the energization path is short-circuited to the ground fault, that is, the ground due to contact with the chassis in the energization path, it is difficult to control the shift position restricting portion by energization. Therefore, it is detected whether or not the energization path is grounded. Therefore, it is possible to reduce the possibility of damage to the charging cable, the external power source, the vehicle, or the like due to an erroneous operation during charging while enabling the shift position to be switched.

In the invention according to claim 4, the failure detection unit detects a failure at the output end of the restricted state control unit. Thereby, it is possible to detect a failure inside the restricted state control unit.
According to a fifth aspect of the present invention, the failure detection unit detects a failure at the output end of the power supply for energizing the shift position regulating unit. Thereby, it is possible to detect a failure in any of the circuits to which power is supplied, that is, the devices under the power.

  In the invention according to claim 6, the regulation state control unit shifts when the external power source is connected to the vehicle based on the determination result by the connection determination unit, that is, whether or not the external power source and the vehicle are connected. The position restricting unit is controlled to a restricted state. This restricts shift position switching during charging or after the charging cable is connected. Therefore, the possibility that the shift position is changed due to an erroneous operation can be suppressed double.

  According to the seventh aspect of the present invention, when the connection state cannot be determined by the connection determination unit, the restriction state control unit puts the shift position restriction unit into a released state. For example, in a restricted state such as during charging, if the connection determination unit itself fails or communication with the connection determiner fails, the connection state cannot be determined, and the restriction state is released. It will not be possible to move the vehicle. For this reason, when determination of a connection state is impossible, a control state control part cancels | releases a control state. Thereby, a possibility that a user may suffer a disadvantage by troubles, such as failure of a connection judgment part, can be reduced.

The figure which shows schematically the structure of the control system for vehicles by one Embodiment. The figure which shows schematically the structure of the failure detection circuit by one Embodiment. The figure which shows schematically the structure of shift lock ECU by one Embodiment. The figure which shows the voltage level at the time of the fault determination by one Embodiment The figure which shows typically the action | operation of the control system for vehicles by one Embodiment. FIG. 2 schematically showing the operation of the vehicle control system according to the embodiment. The figure which shows typically arrangement | positioning of the failure detection circuit by other embodiment.

Hereinafter, an embodiment of a vehicle control system will be described with reference to FIGS. 1 to 6.
As shown in FIG. 1, a vehicle control system 10 mounted on a vehicle (not shown) includes a plug-in ECU 11 (Electronic Control Unit), a power management ECU 12, and a shift lock ECU 13. The plug-in ECU 11 has a constant power circuit 14, a sub-microcomputer 15, a main power circuit 16 and a main microcomputer 17. The constant power supply circuit 14 is connected to a constant power supply that is always supplied from a battery (not shown). Hereinafter, the constant power supply is also referred to as BATT. The constant power circuit 14 converts the voltage of the constant power supplied from the battery into, for example, a voltage of 5V used by the sub-microcomputer 15. The sub-microcomputer 15 is constituted by a microcomputer having a CPU, ROM, RAM, etc. (not shown). The sub-microcomputer 15 is reduced in power consumption by limiting its functions, and is always on standby in a state where it can be operated by the power supplied from the power supply circuit 14. Here, the always operable state is a state in which the state has shifted to a power saving state such as a so-called sleep mode. In this state, the sub-microcomputer 15 wakes up according to the input of an external signal or the like and executes a corresponding process. For example, when the sub-microcomputer 15 is connected to the charging stand 18 serving as an external power supply by the charging cable 19, the sub-microcomputer 15 conducts the plug-in relay 20 and starts supplying power to the main power supply circuit 16. The sub-microcomputer 15 is provided to assist the main microcomputer 17 by utilizing the low power consumption. Hereinafter, the conduction state is referred to as ON and the non-conduction state is referred to as OFF.

  The main power supply circuit 16 converts the power supplied via the plug-in relay 20 into, for example, a voltage of 5V used by the main microcomputer 17. The power converted by the main power supply circuit 16 is also supplied to peripheral circuits of the main microcomputer 17 and the like. The main microcomputer 17 is composed of a microcomputer having a CPU, a ROM, a RAM, etc. (not shown). The main microcomputer 17 is composed of a CPU having higher function and processing capability than the sub-microcomputer 15. The main microcomputer 17 is activated by the power from the main power supply circuit 16 that has started to be supplied with power by the sub-microcomputer 15.

The plug-in ECU 11 having such a configuration detects that the charging station 18 and the vehicle are connected by the charging cable 19. That is, the plug-in ECU 11 corresponds to a connection determination unit described in the claims. The plug-in ECU 11 detects that the charging cable 19 is connected by an open / closed state of a charging lid (not shown) or a mechanical or electrical switch member (not shown) that detects that the charging cable 19 is connected. .
Further, the plug-in ECU 11 is connected to the in-vehicle charger 21 and the charge relay 22. The on-vehicle charger 21 converts electric power supplied from the charging stand 18. Specifically, the in-vehicle charger 21 converts the AC voltage supplied from the charging stand 18 into a DC voltage that can charge the driving battery 23. The charge relay 22 opens and closes a path between the in-vehicle charger 21 and the driving battery 23 and controls the start and stop of charging. The plug-in ECU 11 is connected to the power management ECU 12 by CAN communication.

  The power management ECU 12 manages the supply of power to various devices mounted on the vehicle. In other words, the power management ECU performs power management, that is, power management, of main equipment of the vehicle. The power management ECU 12 has a constant power supply circuit 24, a sub-microcomputer 25, a main power supply circuit 26, a main microcomputer 27, and a failure detection circuit 28. The constant power supply circuit 24 is connected to a constant power supply, and converts the voltage of the constant power supply into a voltage used by the sub-microcomputer 25. The sub-microcomputer 25 is composed of a microcomputer having a CPU, ROM, RAM, etc. (not shown). Similar to the sub-microcomputer 15 of the plug-in ECU 11, the sub-microcomputer 25 has a low power consumption and is always on standby in an operable state. The sub-microcomputer 25 receives a signal indicating the state of the plug-in relay 20, that is, whether or not the plug-in relay 20 is turned on.

  When the plug-in relay 20 is turned on by the sub-microcomputer 15 of the plug-in ECU 11, the sub-microcomputer 25 of the power management ECU 12 shifts from the standby state to the operating state in synchronization with it. Thereafter, the sub-microcomputer 25 turns on the main relay 29 and starts supplying power to the main power supply circuit 26. Under the main relay 29, a battery monitoring circuit 30, an inverter 31, a motor / generator unit 32, and various electronic devices (not shown) are provided. Further, the sub-microcomputer 25 turns on the IG1 relay 33, the IG2 relay 34, and the accessory relay 35 in accordance with the operation of the start switch by the user or the operation of the ignition switch (not shown). The IG1 relay 33 is a relay for supplying power to equipment used for purposes other than traveling, such as a power window. The IG2 relay 34 is a relay for supplying electric power to equipment used for traveling. The accessory relay 35 is a relay for supplying power to, for example, an audio device. Hereinafter, the power supply under the main relay 29 is referred to as B power supply, the power supply under the IG1 relay 33 is referred to as IG1 power supply, the power supply under the IG2 relay 34 is referred to as IG2 power supply, and the power supply under the accessory relay 35 is referred to as accessory power supply. Further, the power supplies under the IG1 power supply or IG2 power supply are collectively referred to as an ignition system.

  When the main relay 29 is turned on by the sub microcomputer 25 and the constant power is supplied, the main power circuit 26 converts the constant power into a voltage of, for example, 5 V used by the main microcomputer 27. The main microcomputer 27 is composed of a microcomputer having a CPU, ROM, RAM, etc. (not shown). The main microcomputer 27 is composed of a CPU having higher function and processing capability than the sub-microcomputer 25. The main microcomputer 27 is activated when the supply of power from the main power supply circuit 26 is started. The main microcomputer 27 is connected to the sub-microcomputer 25 by an internal DMA bus so as to be able to perform data communication with each other. The main microcomputer 27 controls the system main relay 36 that opens and closes the path from the driving battery 23 to the inverter 31, the battery monitoring circuit 30 that monitors the remaining power amount of the driving battery 23, and the motor driven by the inverter 31. / Control the generator unit 32, etc.

The main microcomputer 27 receives a shift position input signal indicating the state of a shift lever (not shown) and a brake switch signal from the brake switch 37. In the present embodiment, it is assumed that the shift position is changed using a shift lever. This shift lever corresponds to a shift position input unit for inputting a shift position. Instead of the shift lever, the shift position input unit may be configured by a switch that can select a shift position.
In this embodiment, the parking position (P position), drive position (D position), 2nd speed position (2 position), 1st speed position (L position), neutral position (N position) and reverse position (R) are the shift positions. Position). The shift position input signal is input as a signal corresponding to the position of the shift lever. For this reason, for example, when the shift lever is in the parking position, the shift position input signal is input as a signal that can specify that the shift lever is in the parking position.

  The main microcomputer 27 performs control according to the shift position based on the shift position input signal. The brake switch signal is input from a brake switch 37 that is turned on when a brake pedal (not shown) is operated by the user. That is, the brake switch signal is a signal indicating the presence or absence of a brake operation by the user. The brake switch 37 is also connected to the shift lock ECU 13.

  The failure detection circuit 28 detects a failure in the energization path in which power is supplied from the power management ECU 12 to the shift lock ECU 13. That is, the failure detection circuit 28 corresponds to the failure detection unit described in the claims. As shown in FIG. 2, the failure detection circuit 28 includes a status circuit 38, a switching element 39, a current detection circuit 40, a voltage detection circuit 41, and a diagnosis circuit 42. The status circuit 38 is composed of logic circuit elements. The status circuit 38 turns on or off the switching element 39 based on the command signal IN input from the main microcomputer 27. Specifically, the status circuit 38 turns OFF the switching element 39 when an L level command signal IN is input, and turns ON the switching element 39 when an H level command signal IN is input. The switching element 39 is composed of an FET, and the gate terminal is connected to the status circuit 38. The switching element 39 has a drain terminal connected to an IG power source (ignition system) and a source terminal connected to the output terminal OUT. The source terminal is pulled up. Therefore, when the switching element 39 is turned on by the status circuit 38, the IG power supply and the output terminal OUT are brought into conduction. The switching element 39 is not limited to the FET, and may have another configuration.

  The current detection circuit 40 detects the current value flowing from the output terminal OUT toward the shift lock ECU 12, and the voltage detection circuit 41 detects the voltage of the output terminal OUT. The detection results of the current detection circuit 40 and the voltage detection circuit 41 are input to the status circuit 38. The status circuit 38 outputs a signal corresponding to the detection results of the current detection circuit 40 and the voltage detection circuit 41 to the diagnosis circuit 42. The diagnosis circuit 42 is composed of an open drain circuit having a pull-up resistor connected to the output side. The diagnosis circuit 42 outputs an H level or L level status signal ST to the main microcomputer 27 based on the signal output from the status circuit 38. Although details will be described later, the diagnosis circuit 42 outputs an H level status signal ST when the voltage at the output terminal OUT is at an H level, and outputs an L level status signal ST when the voltage at the output terminal OUT is at an L level. Is done.

  The shift lock ECU 13 is connected to a shift lock solenoid 44 as shown in FIG. The shift lock ECU 13 is connected to the brake switch 37. One terminal of the brake switch 37 is always connected to the power supply (BATT), and the other terminal is connected to the shift lock ECU 13, the power management ECU 12, and the stop lamp 45. The brake switch 37 is turned on when the user operates the brake. When the brake switch 37 is turned on, BATT is applied to the shift lock ECU 13 and the power management ECU 12. Thereby, the shift lock ECU 13 and the power management ECU 12 recognize that the brake is operated. When the brake switch 37 is turned on, the stop lamp 45 is lit.

  When the brake switch 37 is turned on and BATT is applied to the shift lock ECU 13, the switching element 46 of the shift lock ECU 13 is turned on. As a result, one terminal of the shift lock solenoid 44 is connected to the ground. As a result, control is performed based on output signals output from the shift lock solenoid 44 and the power management ECU 12. Therefore, when the brake switch 37 is turned on, that is, when the user is operating the brake, the shift lock solenoid 44 is turned on or off based on a signal from the power management ECU 12. Specifically, the shift lock solenoid 44 is turned on when a Hi level (H level) voltage is input from the power management ECU 12, that is, when the switching element 39 of the power management ECU 12 is turned on and IG power is applied. . When the shift lock solenoid 44 is turned on, the shift lock solenoid 44 enters a release state that does not restrict the movement of the shift lever.

  On the other hand, the shift lock solenoid 44 is turned off when a low level (L level) voltage is input from the power management ECU 12, that is, when the switching element 39 of the power management ECU 12 is turned off and the application of the IG power supply is stopped. The When the shift lock solenoid 44 is turned off, the shift lock solenoid 44 enters a restricted state that restricts the movement of the shift lever. The shift lock solenoid 44 is also in a restricted state even when energization itself is not performed, such as when the main relay 29 is turned off. The shift lock ECU 13 connected to the shift lock solenoid 44 corresponds to the shift position restricting portion described in the claims.

  As described above, the shift lock solenoid 44 regulates or permits switching of the shift position by the shift lever according to the application of the IG power. More precisely, the shift lock solenoid 44 regulates switching of the shift lever to another position when the shift position is in the parking position, that is, the P position. The shift lock solenoid 44 is controlled in a restricted state and a released state by the power management ECU 12. That is, the power management ECU 12 corresponds to the restricted state control unit described in the claims. Further, the control of the restricted state and the released state by the power management ECU 12 corresponds to so-called shift lock control.

Further, the shift lock ECU 13 includes a switch, a button, and the like (not shown), and has a shift lock release mechanism that puts the shift lock solenoid 44 in a restricted state into a released state. The shift lock release mechanism puts the shift lock solenoid 44 in the restricted state into the released state when the user operates the switches and buttons described above.
Next, the operation of the vehicle control system 10 will be described.
First, the failure detection by the failure detection circuit 28 provided in the power management ECU 12 will be described in detail. Here, it is assumed that the brake switch 37 is operated by the user, that is, the switching element 39 of the shift lock ECU 13 is ON.

  As described above, the power management ECU 12 controls the shift lock solenoid 44 by energizing the shift lock ECU 13. More specifically, the status circuit 38 of the failure detection circuit 28 turns off the switching element 39 when an L level command signal IN is input from the main microcomputer 27. In this case, as shown in FIG. 4, the output terminal OUT indicates the L level (GND level) because the switching element 39 of the shift lock ECU 13 is conductive. The voltage at the output terminal OUT is detected by the voltage detection circuit 41. The status circuit 38 outputs an L level status signal ST corresponding to the level of the output terminal OUT via the diagnosis circuit 42.

  On the other hand, the status circuit 38 of the failure detection circuit 28 makes the switching element 39 conductive when an H level command signal IN is input from the main microcomputer 27. In this case, the output terminal OUT indicates the H level (the voltage level of the IG power supply). The status circuit 38 outputs an H level status signal ST corresponding to the level of the output terminal OUT via the diagnosis circuit 42. That is, in a normal time when no failure has occurred in the energization path from the power management ECU 12 to the shift lock ECU 13, the signal level of the command signal IN input from the main microcomputer 27 and the signal level of the status signal ST match.

  When the energization path is short-circuited to, for example, the chassis, that is, when the energization path on the shift lock ECU 13 side from the output terminal OUT is grounded, regardless of the level of the command signal IN from the main microcomputer 27, The output terminal OUT becomes L level. At this time, the current detection circuit 40 detects an overcurrent flowing through the output terminal OUT. That is, when a ground fault has occurred in the energization path, the levels of the command signal IN and the status signal ST do not match. The state in which the energization path is grounded includes not only the wiring but also the state in which the grounding is caused by a failure of a circuit component.

  On the other hand, when the energization path is disconnected, the output terminal OUT is pulled up to the IG power source, and thus becomes H level regardless of the signal level of the command signal IN. That is, even if the command signal IN from the main microcomputer 27 is at L level, the output terminal OUT remains at H level.

  Thus, when a fault such as a ground fault or disconnection occurs in the energization path, a state occurs in which the signal level of the command signal IN does not match the signal level of the output terminal OUT. Then, the main microcomputer 27 of the power management ECU 12 determines whether or not a failure has occurred in the energization path from the command signal IN output by itself and the status signal ST output from the failure detection circuit 28. More specifically, the power management ECU makes the level of the command signal IN and the level of the status signal ST by the toggle output that alternately outputs the command signal IN of the H level and the L level when the brake switch 37 is ON. Whether or not there is a failure is determined based on whether or not. The number of toggle outputs may be set as appropriate.

Next, processing during charging will be described. Here, charging means not only the period during which the drive battery is actually charged from the external power supply, but also the work for charging such as connecting the external power supply and the vehicle with a charging cable. The period is also included.
FIGS. 5 and 6 are sequence charts showing the user's actions during charging and the processes of the plug-in ECU 11, the power management ECU 12 and the shift lock ECU 13 executed along the time axis along the time axis. A user who wants to charge the driving battery 23 parks the vehicle at a place where the charging stand 18 is installed or at home. Thereafter, as shown in FIG. 5, the user parks the vehicle after switching the shift position to the parking position (S101). At this time, the energization of the shift lock solenoid 44 is stopped, that is, the power is turned off, and the shift position is restricted from being changed. Hereinafter, the restricted state in which the change of the shift position is restricted is referred to as a shift lock state, and the released state is referred to as a shift lock released state.

  Subsequently, the user inserts the charging cable 19 into the vehicle to start charging (S102). The user opens the charging lid (not shown) of the vehicle and inserts the charging cable 19 into the vehicle-side charging connector. When the charging cable 19 is inserted, the sub-microcomputer 15 of the plug-in ECU 11 detects that the charging cable 19 is connected by an input from the above-described switch member (not shown), and shifts to an operation mode, that is, wakes up ( S301). At this time, communication (handshake) according to a prescribed communication format is performed between the plug-in ECU 11 and the charging stand 18 to confirm the connection. Subsequently, the sub-microcomputer 15 of the plug-in ECU 11 turns on the plug-in relay 20 (S302). As a result, the main microcomputer 17 is activated in the plug-in ECU 11 (S401), and the sub-microcomputer 25 is woken up in the power management ECU 12 (S501). Then, the main microcomputer 17 of the plug-in ECU 11 starts or can communicate with CAN communication (S402).

  Further, in the power management ECU 12, after the main relay 29 is turned on by the sub-microcomputer 25 (S502), the main microcomputer 27 is activated (S601), and the CAN communication is started (S602). Accordingly, the main microcomputer 17 of the plug-in ECU 11 and the main microcomputer 27 of the power management ECU 12 can communicate with each other CAN. When the CAN communication becomes possible, the main microcomputer 17 of the plug-in ECU 11 notifies the main microcomputer 27 of the power management ECU 12 of the connection state of the charging cable 19. Subsequently, the main microcomputer 27 of the power management ECU 12 determines whether the shift position is the parking position, that is, the P position (S603). In this case, the main microcomputer 27 of the power management ECU 12 determines whether or not the shift position is the P position based on the shift position input signal.

  If the main microcomputer 27 of the power management ECU 12 determines that the shift position is not the P position (S603: NG), the shift position is not the P position due to, for example, display on an instrument panel (not shown) or sound output from a speaker (not shown). To the user. When receiving the warning, the user switches the shift position to the P position. On the other hand, when the main microcomputer 27 of the power management ECU 12 determines that the shift position is the P position (S603: OK), the main microcomputer 27 performs a fault check of the shift lock solenoid 44 (S604).

  Here, the failure check process by the main microcomputer 27 of the power management ECU 12 will be described in detail. A failure in the energization path to the shift lock solenoid 44 is detected by the failure detection circuit 28. However, detection of a fault by the fault detection circuit 28 requires that the brake switch 37 is turned on as described above. Therefore, in this embodiment, the failure detection circuit 28 detects the presence or absence of a failure when the user stops the vehicle, that is, when the user operates the brake pedal and switches the shift lever to the P position. In other words, the failure detection circuit 28 detects the presence or absence of a failure every time the vehicle is parked regardless of whether or not charging is performed. The failure detection result by the failure detection circuit 28 is stored in, for example, a nonvolatile memory. Then, in step S604, the main microcomputer 27 of the power management ECU 12 performs a failure check based on, for example, the latest detection result stored. In the case of the present embodiment, the latest detection result is the detection result immediately before starting charging.

When the main microcomputer 27 of the power management ECU 12 determines that there is a failure by the failure check (S604: NG), for example, a warning is given to the user by a display on the instrument panel of the vehicle, a sound output from a speaker, or the like. As a result, the user recognizes that there is a problem with the operation of the shift lock solenoid 44, that is, that the operation cannot be performed to any position other than the P position when the charging plug is being inserted, which is an expected operation under normal conditions. In other words, since the shift lock function is faulty, it becomes possible for the user himself / herself to recognize that it is necessary to move the vehicle by performing a shift operation while paying attention to damage to the charging equipment and cable after the completion of charging. .
On the other hand, when the main microcomputer 27 of the power management ECU 12 determines that there is no failure through the failure check (S604: OK), the main microcomputer 27 performs a charging system check (S605). In this charging system check, for example, confirmation of the remaining amount of the driving battery 23, the temperature of the driving battery 23, or whether a cooling fan (not shown) provided in the driving battery 23 operates is checked. And the check result of a charge system check is notified to the main microcomputer 17 of plug-in ECU11 by CAN communication.

Subsequently, the main microcomputer 17 of the plug-in ECU 11 determines whether to permit the start of charging based on the notified check result. In this case, the main microcomputer 17 of the plug-in ECU 11 determines that charging is not possible when the check result is NG. On the other hand, if the check result is OK, the main microcomputer 17 of the plug-in ECU 11 determines that charging is permitted (S403). If it is determined by the charging system check that a problem has occurred, processing such as issuing a warning to the user is performed as in step S604 described above.
When determining that charging is permitted, the main microcomputer 17 of the plug-in ECU 11 instructs the charging stand 18 to permit charging, that is, to start power supply, and to the in-vehicle charger 21 to adjust the current during charging. At the same time, the charge relay 22 is turned on. As a result, charging of the driving battery 23 is started.

  When charging is performed, the main microcomputer 27 of the power management ECU 12 determines whether charging of the driving battery 23 is completed, that is, whether it is fully charged. When the main microcomputer 27 of the power management ECU 12 determines that the battery is fully charged, the main microcomputer 27 notifies the main microcomputer 17 of the plug-in ECU 11 of that fact (S606). As a result, the main microcomputer 17 of the plug-in ECU 11 determines that charging is stopped, instructs the charging stand 18 to stop charging, that is, stops power supply, and turns off the charge relay 22. At the same time, the main microcomputer 17 of the plug-in ECU 11 notifies the sub-microcomputer 15 that charging has ended.

When the sub-microcomputer 15 of the plug-in ECU 11 determines that the charging is finished (S303), the plug-in relay 20 is turned off (S304), and then shifts to the sleep mode (S305). Further, as the plug-in relay 20 is turned off, the main microcomputer 17 of the plug-in ECU 11 stops because the supply of power is stopped (S405). When the sub-microcomputer 25 of the power management ECU 12 detects that the plug-in relay 20 is turned off, the sub-microcomputer 25 turns off the main relay 29 (S503) and then shifts to the sleep mode (S504). Further, as the main relay 29 is turned off, the main microcomputer 27 of the power management ECU 12 stops because the supply of power is stopped (S607).
As in the present embodiment, the vehicle control system 10 can determine whether or not there is a failure in the energization path to the shift lock solenoid 44, and can determine whether or not charging is possible based on the result. Here, when priority is given to charging the drive battery, it is possible to allow the user to be alerted by giving a meter display or warning by a speaker that there is a failure in the energization path, and permitting charging.

By the way, charging the drive battery 23 may take several tens of minutes to several hours, and it is assumed that the user is away from the vehicle when charging. Therefore, there is a risk that the user forgets that the charging cable 19 is connected and tries to move the vehicle while the charging cable 19 is connected. Therefore, the vehicle control system 10 suppresses the movement of the vehicle as follows.
As shown in FIG. 6, when the user gets on the vehicle after charging (S103), the user operates the start switch (S105) while operating the brake pedal (S104). The operation of the start switch includes a mode in which a key is inserted. When the start switch is operated, the sub-microcomputer 25 of the power management ECU 12 wakes up (S505), and then turns on the main relay 29 and the like to activate all the power sources of the vehicle (S506). Thereby, the main microcomputer 27 of the power management ECU 12 is activated (S608). Along with this, in the plug-in ECU 11, the sub-microcomputer 15 wakes up (S306), the plug-in relay 20 is turned on, and the main microcomputer 17 of the plug-in ECU 11 is also activated (S406).

  The main microcomputer 27 of the power management ECU 12 determines whether or not charging is being performed after activation (S609), and waits if charging is in progress (S609: YES). Here, “charging” means a state in which the driving battery 23 is being charged. In the present embodiment, as shown in FIG. 5, since charging has been completed up to step S609 (S609: NO), the main microcomputer 27 of the power management ECU 12 checks the connection of the charging cable 19 (S610). . The charging cable 19 check is a process of receiving the determination result of the charging cable state determination (S407) by the plug-in ECU 11 by CAN communication between the power management ECU 12 and the plug-in ECU 11.

  Subsequently, the main microcomputer 27 of the power management ECU 12 determines whether or not the connection state cannot be determined (S611). For example, a case where communication by CAN communication is impossible or a case where the plug-in ECU 11 cannot determine the connection state corresponds to a state where the connection state of the charging cable 19 cannot be determined. When the connection state cannot be determined (S611: YES), the main microcomputer 27 of the power management ECU 12 supplies power to the shift lock solenoid 44 (S612). That is, as shown in FIG. 4, the main microcomputer 27 of the power management ECU 12 outputs the command signal IN at the H level, drives the switching element 39 to the ON state, and supplies the IG power to the shift lock solenoid 44. At this time, as described above, since the brake pedal is operated by the user, the shift lock solenoid 44 enters the shift lock release state in which the restriction is released. That is, since the main microcomputer 27 of the power management ECU 12 cannot determine the connection state of the charging cable 19, it determines that the vehicle is not in a normal state and sets the shift lock release state.

  Thereby, the user can move the vehicle. In this case, after the user is warned that the connection state of the charging cable 19 cannot be determined and that the charging cable 19 is not connected, the shift lock is released. In this case, as a warning means for issuing a warning, a device under the power supply B or an IG power supply may be used as well as a device under the power supply at all times.

  On the other hand, when the connection microcomputer can determine the connection state (S611: NO), the main microcomputer 27 of the power management ECU 12 determines whether or not the charging cable 19 is connected (S613), and the charging cable 19 is connected. If yes (S613: YES), the process proceeds to step S610. The determination of the connection state may include whether the charging lid is closed in addition to whether the charging cable 19 is connected. When the charging cable 19 is connected, the main microcomputer 27 of the power management ECU 12 warns the user that the charging cable 19 is being connected. Thus, the user releases the brake pedal and gets off to remove the charging cable 19 (S106), removes (releases) the charging cable 19 (S107), gets on again, and operates the brake pedal (S108). ).

Subsequently, the main microcomputer 27 of the power management ECU 12 determines whether or not the charging is being performed again (S614). This time, charging is not being performed (S614: NO), and the charging cable 19 is opened (S615, S408). , S616: NO), power is supplied to the shift lock solenoid 44 (S617), and the shift lock is released. Thereby, the user can operate the shift lever (S109), and can move the vehicle. Note that step S611 may be performed after step S615. That is, since the processing from step S614 to step S616 is substantially the same as the processing from step S609 to step S613 described above, the corresponding portion in the actual computer program may be performed by loop processing.
As described above, the vehicle control system 10 controls the shift lock solenoid 44 to the restricted state or the released state based on the presence or absence of a failure in the energization path to the shift lock solenoid 44.

According to the vehicle control system 10 of the present embodiment described above, the following effects can be obtained.
The main microcomputer 27 of the power management ECU 12 controls the shift lock solenoid 44 of the shift lock ECU 13 by energization to a restricted state that restricts switching of the shift position or a released state that does not restrict the switching. At this time, the failure detection circuit 28 detects the presence or absence of a failure in the energization path to the shift lock ECU 13. As a result, the user can recognize in advance before charging that the shift lock control is not expected after switching the shift position to the P position for charging.
For this reason, even if it is a case where the next user waits in a charging stand and falls into the state of being panicked, it can reduce canceling | releasing a regulation state accidentally by manual operation. Therefore, it is possible to suppress damage to the charging cable 19 and the like, and it is possible to suppress exposure of the live part to which a high voltage / high current is applied due to damage or the like.

The failure detection circuit 28 detects a disconnection or ground fault in the energization path as a failure. Then, the plug-in ECU 11 determines that charging of the driving battery 23 is impossible when any failure occurs. As a result, the restriction state is prevented from being canceled due to an erroneous operation during charging. Therefore, the possibility that the charging cable 19, the charging stand 18, the vehicle, or the like due to an erroneous operation is damaged can be reduced.
The failure detection circuit 28 detects a failure at the output terminal OUT of the power management ECU 12. In this case, for example, an abnormality occurring in the failure detection circuit 28 itself is also detected as a failure from the command signal IN and the status signal ST. Thereby, the failure inside the power management ECU 12 can also be detected.

  Based on the determination result by the plug-in ECU 11, that is, whether or not the charging cable 19 is connected to the vehicle, the power management ECU 12 sets the shift lock solenoid 44 when the charging stand 18 and the vehicle are connected by the charging cable 19. Put into regulation. That is, by adding the connection state determination of the charging cable 19 to the determination during charging, switching of the shift position is regulated in a double manner after the charging ends and while the charging cable 19 is connected. Therefore, the possibility that the shift position is changed due to an erroneous operation can be more reliably suppressed, and the reliability can be improved. Furthermore, not only during actual charging, but also erroneous operation during charging work preparing for charging can be suppressed.

When the plug-in ECU 11 cannot determine the connection state, the power management ECU 12 puts the shift lock solenoid 44 in the released state. For example, if a failure occurs in the plug-in ECU 11 or a failure occurs in the CAN communication path in a restricted state such as during charging, the restriction state is not released and the vehicle is Movement is impossible. For this reason, when it is impossible to determine the connection state, the power management ECU 12 releases the restricted state. Thereby, even if it is a case where abnormality has occurred in the vehicle, the vehicle can be moved. Therefore, it is possible to reduce a possibility that the user suffers a disadvantage.
The shift lock solenoid 44 is energized by a power management ECU 12 that controls all power sources in the vehicle. Normally, the energization control to the shift lock solenoid 44 needs to determine the IG power supply, but the power management ECU 12 controls the ON / OFF of the IG power supply itself, so it is determined whether or not the IG power supply is supplied. There is no need to provide a separate circuit. Thereby, two or more functions can be integrated into one power management ECU 12, and cost reduction can be achieved.

  Each ECU includes a plurality of microcomputers, and causes the sub-microcomputer 25 that is energized at all times to perform power control in the vehicle, and causes the main microcomputer 27 to perform energization control to the shift lock solenoid 44 and determination processing during charging. The power management ECU supplies IG power by the sub-microcomputer 25 that is always energized, and performs shift lock control on the main microcomputer 27 side that starts after receiving the power supply. As a result, energization control with the IG power source can be reliably performed on the shift lock solenoid 44 without requiring a complicated circuit configuration. Further, it is possible to suppress an increase in cost for adding shift lock control to the main microcomputer 27 that performs determination processing during charging.

The determination during charging is performed by the plug-in ECU 11 after the power management ECU 12 determines whether or not it is possible. Thereby, since two or more ECUs have determined whether or not charging is possible, it is possible to more reliably reduce the possibility of erroneous determination.
Since the power management ECU 12 and the plug-in ECU 11 are connected by CAN communication, an existing CAN communication path can be used, and a dedicated line is not required, so that cost can be reduced.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and various modifications or expansions can be made without departing from the scope of the invention.
In the embodiment, the example in which the failure detection circuit 28 is provided in the power management ECU 12 has been described. However, the configuration of the failure detection circuit 28 and the position where the failure detection circuit 28 is provided are not limited thereto. The function of the shift lock ECU 13 may be provided in the power management ECU. The failure detection circuit 28 detects a failure between the IG power supply and the ground as shown in FIG. For example, as shown in one embodiment or FIG. 7B, a fault may be detected at the output end of the ECU. Thereby, a failure inside the ECU can be detected. In this case, the position where the failure is detected may be any ECU as shown in FIGS. 7 (G), (H), and (I). Further, as shown in FIGS. 7C and 7F, a failure may be detected immediately below the IG power supplied to the shift lock solenoid 44. Thereby, it is possible to detect a failure in all circuits under the IG power supply, for example, the shift lock solenoid 44, the brake switch 37, or a cable connecting them, including a relay for turning on / off the IG power supply. Further, as shown in FIGS. 7D and 7E, only the shift lock solenoid 44 may be the target of failure detection. In this case, since there is no other component between the shift lock solenoid 44 and the ground, the failure of the shift lock solenoid 44 itself can be detected. For example, as shown in FIG. 7C, the energization path of the shift lock solenoid 44 is also used as one switch, and the ON / OFF of the switch is operated by operating the brake pedal, the connection state of the charging cable 19 and the trouble. You may control by presence or absence. Thereby, the number of parts can be reduced and an increase in cost can be suppressed.

Although the shift lock solenoid 44 is exemplified as the restricting member for the shift lock control, other members may be used as the restricting member without being limited to the solenoid.
Although the charging stand 18 is illustrated as an external power source, a commercial power source for general households may be used.
In one embodiment, the failure check is performed in step S604, but the timing for performing the failure check may be arbitrarily set, for example, before step S603. Further, the failure check may be performed again after the charging is completed.

  In the drawings, 10 is a vehicle control system, 11 is a plug-in ECU (connection determination unit), 12 is a power management ECU (regulation state control unit, shift position input unit), 13 is a shift lock ECU (shift position regulation unit), 18 Denotes a charging stand (external power source), 23 denotes a driving battery, 28 denotes a failure detection circuit (failure detection unit), and 44 denotes a shift lock solenoid (shift position regulating unit).

Claims (7)

A driving battery charged by an external power source;
A shift position input unit for inputting a shift position of a vehicle equipped with the driving battery;
A shift position restricting portion for restricting switching to the shift position input from the shift position input portion;
A regulation state control unit that controls the shift position regulation unit by energization to either a regulation state that regulates switching of the shift position or a release state that does not regulate switching of the shift position; and
A failure detection unit that detects the presence or absence of a failure in the energization path from the restriction state control unit to the shift position restriction unit;
A vehicle control system comprising:   The vehicle control system according to claim 1, wherein the failure detection unit detects disconnection of the energization path.   The vehicle control system according to claim 1, wherein the failure detection unit detects a ground fault of the energization path.   4. The vehicle control system according to claim 1, wherein the failure detection unit detects a failure at an output terminal of a control signal output from the restricted state control unit in the energization path. 5. .   5. The vehicle control system according to claim 1, wherein the failure detection unit detects a failure at an output end of a power source that supplies power to the shift position regulating unit. A connection determination unit for determining whether or not the external power source is connected to the vehicle;
The said restriction | limiting state control part controls the said shift position restriction | limiting part to a restriction | limiting state, when it determines with it being connected by the determination result by the said connection state determination part. The vehicle control system according to one item.   The vehicle control system according to claim 6, wherein the restriction state control unit sets the shift position restriction unit to the release state when the connection state cannot be determined by the connection determination unit.

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