JP2013192376A - On-vehicle charger - Google Patents

Abstract

PROBLEM TO BE SOLVED: To avoid a risk such as fire due to energization by resuming charging in consideration of a factor of a power failure.SOLUTION: An on-vehicle charger 100 charges a battery 11 mounted on a vehicle by power from a commercial power supply Vp through a power supply line which connects the commercial power supply Vp, a home breaker, and the battery 11. A voltage detection unit 202 detects an energization state of the power supply line. A controller 101 stops charging of the battery 11 when a power failure occurs during charging, and discriminates whether a power failure caused by a break of the breaker, or a power failure caused by a break of a cut-off device disposed on the power supply line between the commercial power supply and the breaker on the basis of a detection result of the energization state by the voltage detection unit 202. When discriminating the power failure caused by the break of the cut-off device, the stoppage of charging the battery 11 is continued even after recovery from the power failure.

Description

  The present invention relates to an in-vehicle charging apparatus that charges a battery mounted on a vehicle with a commercial power source in a house.

  In recent years, a battery mounted on a vehicle such as an electric vehicle is charged using a commercial power source in a house such as a home. Since the commercial power supply also supplies power to various electrical devices such as air conditioners, the current flowing through the power supply circuit may become an overcurrent due to an increase in the number of electrical devices used. In the case of an overcurrent, the power supply circuit is cut off, the supply of power from the commercial power supply is stopped, and a power failure occurs. In addition to this, when a failure occurs in the power transmission system of the power plant or substation, the supply of power to the commercial power supply stops and a power failure occurs.

  Conventionally, when a power failure occurs during charging, a charging system is known that controls the time to start charging according to the duration of power failure (for example, Patent Document 1). In patent document 1, since the time to start charging is delayed as the power failure duration time is longer, it is possible to prevent malfunction at the time of resuming charging due to unstable supply power when the power failure state occurs during charging.

JP 2000-1101616 A

  However, in Patent Document 1, since charging is resumed regardless of the cause of the power failure, after a large-scale power failure occurs due to a failure in the power transmission system of the power plant or substation due to a disaster such as an earthquake. When charging is resumed, there is a problem that the risk of fire and the like increases due to a failure of the power transmission system or the electric vehicle accompanying a disaster.

  The objective of this invention is providing the vehicle-mounted charging device which can avoid dangers, such as an energization fire, by restarting charging in consideration of the factor of a power failure.

  The in-vehicle charging apparatus of the present invention is an in-vehicle charging apparatus that charges a battery mounted on a vehicle with the commercial power source via a power source line that connects a commercial power source, a breaker in a house, and the battery. A detection unit for detecting the energization state of the power supply line, and a power failure due to interruption of the breaker based on a detection result of the energization state by the detection unit when the power failure occurs during charging of the battery. Or whether it is a power outage due to the interruption of an off-site circuit breaker provided in the power line between the commercial power source and the breaker, and is estimated to be a power outage due to the interruption of the circuit breaker In such a case, a configuration is adopted that includes a control unit that continues to stop charging the battery after recovery from a power failure.

  According to the present invention, it is possible to avoid danger such as energization fire by resuming charging in consideration of the cause of power failure.

The figure which shows the structure of the charging system in Embodiment 1 of this invention. The block diagram which shows the structure of the vehicle-mounted charging device which concerns on Embodiment 1 of this invention. The flowchart which shows the estimation method of the factor of a power failure in Embodiment 1 of this invention The figure which shows the relationship between the voltage Vc detected by the voltage detection part in Embodiment 1 of this invention, and time. The flowchart which shows the restart method of the charge after the power failure in Embodiment 1 of this invention The figure which shows the structure of the charging system in Embodiment 2 of this invention. The flowchart which shows the estimation method of the factor of a power failure in Embodiment 2 of this invention

<Configuration of charging system>
A configuration of charging system 1 according to Embodiment 1 of the present invention will be described with reference to FIG. FIG. 1 is a diagram showing a charging system 1 in the present embodiment.

  The charging system 1 mainly includes a vehicle 10, a house 20, a columnar transformer 30, a substation 40, and a power plant 50.

  The vehicle 10 includes a battery 11 and a vehicle-mounted charging device 100. The vehicle 10 travels using the battery 11 as a power source. The in-vehicle charging device 100 charges the battery 11 mounted on the vehicle 10 with a commercial power source via the breaker board 22. Here, the commercial power source refers to a power source that is delivered from the power plant 50 to the outlet 21 via the substation 40, the columnar transformer 30, and the breaker panel 22. The details of the configuration of the in-vehicle charging device 100 will be described later.

  The house 20 has an outlet 21 and a breaker board 22. The house 20 is, for example, the home of the owner of the vehicle 10. The house 20 is provided with an outlet 21 connected to the in-vehicle charging device 100 mounted on the vehicle 10. The house 20 is not limited to the home of the owner of the vehicle 10 and may be any one that can supply commercial power.

  The outlet 21 is connected to a commercial power source, and the in-vehicle charging device 100 and the commercial power source are brought into a connected state and a non-connected state by inserting and removing the plug and the socket.

  In the normal state, the breaker board 22 closes the switch 22 a and supplies commercial power supplied from the columnar transformer 30 to the outlet 21. When an overcurrent flows, the breaker board 22 opens the switch 22a and stops supplying power to the outlet 21. When the battery 11 is charged by the commercial power source and the overcurrent flows, the breaker panel 22 opens the switch 22a and shuts off the power line connecting the commercial power source and the battery 11. Thereby, it will be in a power failure state.

  The columnar transformer 30 is provided, for example, on a power pole near the road. The columnar transformer 30 transforms the power supply voltage supplied from the substation 40 into a commercial power supply voltage (for example, 100 V) and supplies the voltage to the breaker panel 22.

  The substation 40 has a shut-off device 41. The substation 40 converts the voltage and frequency of the power supplied from the power plant 50 and supplies them to the columnar transformer 30.

  The circuit breaker 41 is a circuit breaker outside the house, and stops supplying power to the columnar transformer 30 when a failure occurs in the system of the substation 40. When the battery 11 is charged by the commercial power supply and the failure of the system of the substation 40 occurs, the shut-off device 41 stops the supply of power to the columnar transformer 30, so that the commercial power supply and the battery 11 are stopped. Shut off the power line connecting the and. Thereby, it will be in a power failure state.

  The power plant 50 has a shut-off device 51. The power plant 50 supplies power to the substation 40 by power generation.

  The shut-off device 51 is a shut-off device outside the house, and stops the supply of power to the substation 40 when a failure occurs in the system of the power plant 50. When the battery 11 is charged by the commercial power source and the failure of the system of the power plant 50 occurs, the shut-off device 51 stops the supply of power to the substation 40, so that the commercial power source and the battery 11 are stopped. Shut off the power line connecting the and. Thereby, it will be in a power failure state.

<Configuration of in-vehicle charger>
The configuration of in-vehicle charging device 100 according to Embodiment 1 of the present invention will be described with reference to FIGS. 1 and 2.

  FIG. 2 is a block diagram showing the configuration of the in-vehicle charging apparatus 100 according to the present embodiment. In FIG. 2, an AC commercial power source Vp and a battery 11 which are external power sources are also described together with the in-vehicle charging device 100. In FIG. 2, the same reference numerals are given to the same components as those in FIG. 1.

  The in-vehicle charging apparatus 100 includes a control unit 101, a storage unit 102, a charger 103, a main relay 104, a main relay 105, and an external input unit 106.

  The charger 103 converts AC commercial power Vp into DC and supplies it to the battery 11, and includes a resistor 201, a voltage detector 202, a capacitor 203, a rectifier circuit 204, and a charge adjustment circuit 205. Have.

  The control unit 101 acquires the detection result of the voltage detected by the voltage detection unit 202. When a power failure occurs during charging, the control unit 101 opens (turns off) the main relay 104 and the main relay 105 to stop charging the battery 11. And the control part 101 measures the time when the voltage which the detection result acquired from the voltage detection part 202 shows falls to predetermined value, and estimates the factor of a power failure based on the comparison result of measured time and a threshold value. Specifically, according to the detection result acquired from the voltage detection unit 202, the control unit 101 is a power failure due to interruption of the breaker panel 22, or is provided in a power supply line between the commercial power source and the breaker panel 22. It is estimated whether it is a power failure due to the shut-off device 41 or the shut-off device 51 outside the house.

  When the control unit 101 recovers from the power failure, the control unit 101 controls the opening and closing of the main relay 104 and the main relay 105 based on the estimated cause of the power failure. Specifically, when it is estimated that the power failure is caused by the interruption of the interruption device 41 or the interruption device 51, the control unit 101 continues to stop charging the battery 11 after recovery from the power failure. On the other hand, when it is estimated that the power failure occurs due to interruption of the breaker panel 22, the control unit 101 resumes charging the battery 11 after recovery from the power failure.

  The control unit 101 stores the estimated power failure factor and the charging power failure flag in the storage unit 102, and clears the power failure factor and the charging power failure flag stored in the storage unit 102 when the charging is completed. Here, the power failure flag during charging indicates the number of times of power failure during charging. The control unit 101 controls the boosting in the charging adjustment circuit 205 and the output power amount from the charging adjustment circuit 205 in consideration of the state of the battery 11 fed back from the charging adjustment circuit 205.

  The control unit 101 closes the main relay 104 and the main relay 105 when the notification signal is input from the external input unit 106 when the charging of the battery 11 is stopped after the recovery from the power failure, and the battery 11 Restart charging for.

  The storage unit 102 stores a power failure factor and a charging power failure flag input from the control unit 101.

  The main relay 104 serving as a switching unit is provided on the positive potential side between the charge adjustment circuit 205 and the battery 11 and opens and closes according to the control of the control unit 101. When the main relay 104 is opened, the commercial power source Vp and the battery 11 are disconnected. When the main relay 104 is closed, the commercial power source Vp and the battery 11 are connected.

  The main relay 105 serving as a switching unit is provided on the negative potential side between the charge adjustment circuit 205 and the battery 11 and opens and closes according to the control of the control unit 101. When the main relay 105 is opened, the output of the charge adjustment circuit 205 and the battery 11 are disconnected. When the main relay 105 is closed, the output of the charge adjustment circuit 205 and the battery 11 are connected. Put it in a state.

  When the external input unit 106 receives an instruction to resume charging of the battery 11 from the outside, the external input unit 106 outputs a notification signal to notify the control unit 101 that the instruction to resume charging has been received.

  The resistor 201 is a resistance component existing in parallel with the power supply line between the commercial power supply Vp and the connection portion of the voltage detection unit 202 in the power supply line. The electric power stored in the capacitor 203 can be gradually discharged with a time constant determined by the resistor 201 and the capacitor 203. Here, the power supply line is a line for electrically connecting the commercial power supply Vp and the battery 11. The power supply line is composed of two lines (L-side line L1 and N-side line L2) for transmitting AC power.

  A voltage detection unit 202 serving as a detection unit detects the voltage of the capacitor 203 and outputs a detection result of the detected voltage to the control unit 101. The detected voltage of the capacitor 203 indicates the energization state of the power supply line.

  The capacitor 203 is provided on the input side of the rectifier circuit 204. The capacitor 203 is connected in parallel between the L side line L1 and the N side line L2 of the power supply line. The capacitor 203 may be referred to as an X capacitor.

  The rectifier circuit 204 includes an input-side diode 204a and a diode 204b, and an output-side diode 204c and a diode 204d. The rectifier circuit 204 converts the AC power supplied from the commercial power supply Vp via the outlet 21 into full-wave rectification to convert it into DC power and supplies it to the charge adjustment circuit 205.

  The charge adjustment circuit 205 improves the power factor of the DC power supplied from the rectifier circuit 204, feeds back the state of the battery 11 to the control unit 101, boosts the DC power and controls the battery 11 according to the control of the control unit 101. Adjust the amount of power supplied.

<Method of estimating the cause of power outage>
A method for estimating the cause of a power failure in this embodiment will be described with reference to FIGS. FIG. 3 is a flowchart showing a method for estimating the cause of a power failure in the present embodiment. FIG. 4 is a diagram showing the relationship between the voltage Vc detected by the voltage detection unit 202 and time in the present embodiment.

  First, in-vehicle charging device 100 determines whether or not charging is in progress (step ST301).

  When charging is not in progress (step ST301: NO), in-vehicle charging device 100 ends the process.

  If charging is in progress (step ST301: YES), in-vehicle charging device 100 determines whether or not the charging end conditions are met (step ST302). For example, the in-vehicle charging device 100 determines whether or not the battery 11 is fully charged.

  When the charging end conditions are met (step ST302: YES), the on-vehicle charging device 100 clears the power failure factor and the charging power failure flag stored in the storage unit 102 (step ST303), and performs charging. Finish normally.

  When the charge termination conditions are not met (step ST302: NO), the in-vehicle charging device 100 determines whether or not the supply of alternating current (AC) power has stopped (power failure) (step ST304).

  If supply of AC power has not stopped (step ST304: NO), in-vehicle charging apparatus 100 returns the process to step ST302.

  When the supply of AC power is stopped (step ST304: YES), control unit 101 opens (turns off) main relay 104 and main relay 105 (step ST305).

  Next, voltage detector 202 detects voltage Vc of capacitor 203 (step ST306).

  Next, the control unit 101 determines whether or not the detected absolute value of the voltage Vc of the capacitor 203 is equal to or less than the sum 2Vf of the forward voltage Vf of the diode 204a and the forward voltage Vf of the diode 204b of the rectifier circuit 204. (Step ST307).

  When the absolute value of voltage Vc of capacitor 203 is not 2 Vf or less (step ST307: NO), in-vehicle charging device 100 returns the process to step ST306.

  When the absolute value of voltage Vc of capacitor 203 is 2 Vf or less (step ST307: YES), control unit 101 starts measuring time Tc (step ST308).

  Next, control unit 101 determines whether or not the absolute value of voltage Vc of capacitor 203 has become equal to or lower than threshold value Vt (step ST309).

  When the absolute value of voltage Vc of capacitor 203 is not equal to or lower than threshold value Vt (step ST309: NO), control unit 101 returns the process to step ST308 and continues to measure time Tc.

  When the absolute value of voltage Vc of capacitor 203 is equal to or lower than threshold value Vt (step ST309: YES), control unit 101 determines whether or not measured time Tc has passed a predetermined time Tt (step ST310). .

  When the measured time Tc has not passed the predetermined time Tt (step ST310: NO), the control unit 101 has failed in the power transmission system including the substation 40 and the power plant 50 before the columnar transformer 30. It is determined that the power outage is a factor (hereinafter referred to as “transmission system power outage”) (step ST311).

  Next, the control part 101 memorize | stores the cause of a power failure, and the power failure flag during charge in the memory | storage part 102 (step ST312).

  On the other hand, when the measured time Tc has passed the predetermined time Tt (step ST310: YES), the control unit 101 determines that a power failure (hereinafter referred to as “breaker power failure”) occurs due to the switch 22a of the breaker panel 22 being opened. (Step ST313).

  Next, the control part 101 memorize | stores the cause of a power failure, and the power failure flag during charge in the memory | storage part 102 (step ST312).

Here, the estimation method of the cause of a power failure will be described in more detail with reference to FIG. In FIG. 4, T ₀ is the time of power failure. T ₁ is the time when the voltage of the capacitor 203 reaches the sum value 2V _f the forward voltage _{V f} of the forward voltage _{V f} and the diode 204b diode 204a of the rectifier circuit 204. T ₂ are, in a transmission system power failure, the time when the voltage of the capacitor 203 reaches the threshold value Vt. T ₃ is the circuit breaker power failure, the time when the voltage of the capacitor 203 reaches the threshold value Vt.

As shown in FIG. 4, the control unit 101 waits until the time T ₁ when the voltage of the capacitor 203 detected by the voltage detection unit 202 becomes 2V _f from the time T ₀ when the power failure occurs, and then starts measuring the time Tc.

In FIG. 4, the control unit 101, as shown by the broken line S1, when the time Tc from the time _{T 1} the voltage of the capacitor 203 falls to 2Vf until time _{T 2,} which has dropped to a threshold Vt is not reached the threshold Tt ( When Tc = (T ₂ −T ₁ ) ≦ Tt), it is determined that there is a transmission system power failure.

On the other hand, the control unit 101, as shown by the broken line S2, if the time Tc from the time _{T 1} the voltage of the capacitor 203 falls to 2V _f until time _{T 3} which has dropped to the threshold Vt exceeds the threshold value Tt (Tc = T ₃ −T ₁ > Tt), it is determined that there is a breaker power failure.

  The reason for estimating the cause of the power failure as described above is that the columnar transformer 30 and the main relay are longer than the time during which the electric power stored in the capacitor 203 is discharged in the power line between the breaker panel 22 and the main relays 104 and 105. This is because the time during which the power stored in the capacitor 203 is discharged in the power supply line between 104 and 105 is shorter. Therefore, the cause of a power failure can be estimated by setting an appropriate threshold value Tt according to the charging system 1.

<How to resume charging after a power failure>
A method for resuming charging after a power failure in this embodiment will be described with reference to FIG. FIG. 5 is a flowchart showing a method for resuming charging after a power failure in the present embodiment.

  First, it is determined whether or not the user has instructed to interrupt the charging operation (step ST501).

  When there is an instruction to interrupt the charging operation (step ST501: YES), control unit 101 clears the charging power outage flag stored in storage unit 102 (step ST502).

  Next, in-vehicle charging apparatus 100 determines whether or not vehicle 10 has been moved (step ST503).

  When vehicle 10 is not moved (step ST503: NO), in-vehicle charging device 100 repeats the process of step ST503.

  When vehicle 10 is moved (step ST503: YES), control unit 101 clears the number of breaker power failures stored in storage unit 102 (step ST504), and ends the process.

  On the other hand, when there is no instruction to interrupt the charging operation in step ST501 (step ST501: NO), in-vehicle charging device 100 determines whether or not the supply of alternating current (AC) power has been resumed after recovery from the power failure. (Step ST505).

  If the supply of AC power has not been resumed (step ST505: NO), in-vehicle charging device 100 returns to the process of step ST501.

  On the other hand, when the supply of AC power is resumed (step ST505: YES) (when recovered from a power failure), the control unit 101 refers to the latest power failure factor stored in the storage unit 102, It is determined whether or not a breaker power failure has occurred (step ST506).

  When it is not a breaker power failure (step ST506: NO), the control unit 101 leaves the main relay 104 and the main relay 105 open and does not restart charging (step ST507), and ends the process. .

  When it is a breaker power failure (step ST506: YES), control unit 101 reads the number of breaker power failures Nb stored in storage unit 102 (step ST508).

  Next, control section 101 determines whether or not the number of read breaker power outages Nb is equal to or less than threshold value Na (step ST509).

  When the number Nb of read breaker power failures is equal to or less than the threshold value Na (step ST509: YES), the control unit 101 closes (turns on) the main relay 104 and the main relay 105 (step ST510), and performs charging. Start.

  On the other hand, when the number Nb of the read breaker power outages is larger than the threshold value Na (step ST509: NO), the control unit 101 determines that the infrastructure is defective, shifts to the charging power limit mode, and supplies the battery 11 The power to be used is limited (step ST511). That is, when the read breaker power failure count Nb is larger than the threshold value Na, the control unit 101 reduces the power supplied to the battery 11 as compared with the read breaker power failure frequency Nb less than or equal to the threshold value Na.

  In addition, the control unit 101 closes (turns on) the main relay 104 and the main relay 105 (step ST512), and starts charging with limited power.

<Effects of the present embodiment>
According to the present embodiment, it is possible to avoid danger such as energization fire by resuming charging in consideration of the cause of power failure.

  Further, according to the present embodiment, when breaker power failures occur frequently, charging is resumed with restriction, so that stable charging can be performed in a place where the infrastructure is defective.

  In addition, according to the present embodiment, when the conventionally provided X capacitor is also used as a capacitor used for estimating the cause of a power failure, a new part for estimating the cause of the power failure is prepared. There is no need, and the increase in the number of parts and the manufacturing cost can be suppressed.

  In addition, according to the present embodiment, when the voltage of the capacitor drops to the sum of the forward voltages of the diodes on the input side of the rectifier circuit, the measurement of the time for estimating the power failure factor is started. That is, since the rectifier circuit cannot discharge more than the sum of the forward voltages of the diodes, the cause of the power failure is estimated based on the voltage when the capacitor voltage drops to the sum of the forward voltages of the diodes on the input side of the rectifier circuit. . Thereby, it can prevent that an error arises in detection of an energized state.

(Embodiment 2)
<Configuration of charging system>
FIG. 6 is a diagram showing a configuration of charging system 6 according to Embodiment 2 of the present invention.

  The charging system 6 shown in FIG. 6 has an energization confirmation unit 601 added to the charging system 1 in the first embodiment shown in FIG. 1 and has a vehicle 60 instead of the vehicle 10. Instead, the in-vehicle charging device 600 is provided, the control unit 602 is provided instead of the control unit 101, and the charger 603 is provided instead of the charger 103. In FIG. 6, parts having the same configuration as in FIG.

  The charging system 6 mainly includes a house 20, a columnar transformer 30, a substation 40, a power plant 50, and a vehicle 60.

  The vehicle 60 includes a battery 11 and a vehicle-mounted charging device 600. The vehicle 60 runs using the battery 11 as a power source. The in-vehicle charging device 600 charges the battery 11 mounted on the vehicle 60 with a commercial power source (not shown) in the house 20. The details of the configuration of the in-vehicle charging device 600 will be described later.

  The house 20 has an outlet 21 and a breaker board 22. The house 20 is the home of the owner of the vehicle 60, for example. The house 20 is provided with an outlet 21 connected to the in-vehicle charging device 600 mounted on the vehicle 60.

  The outlet 21 is connected to a commercial power source (not shown), and the in-vehicle charging device 600 and the commercial power source are brought into a connected state and a non-connected state by inserting and removing the plug and the socket.

<Configuration of in-vehicle charger>
The configuration of in-vehicle charging device 600 according to Embodiment 2 of the present invention will be described with reference to FIG.

  The in-vehicle charging apparatus 600 includes a storage unit 102, a main relay 104, a main relay 105, an external input unit 106, an energization confirmation unit 601, a control unit 602, and a charger 603.

  The energization confirmation unit 601 serving as a detection unit generates an energization confirmation signal in accordance with an instruction from the control unit 602, and sends the generated energization confirmation signal toward the commercial power supply to the power line. The energization confirmation unit 601 outputs to the control unit 602 a detection result indicating whether or not an energization confirmation signal has been received within a predetermined time after sending the energization confirmation signal. The presence / absence of reception of the energization confirmation signal indicates the energization state of the power supply line.

  When the external input unit 106 receives an instruction to resume charging of the battery 11 from the outside, the external input unit 106 outputs a notification signal to notify the control unit 602 that the instruction to resume charging has been received.

  When a power failure occurs during charging, the control unit 602 opens (turns off) the main relay 104 and the main relay 105 to stop charging the battery 11 and instructs the energization confirmation unit 601 to generate an energization confirmation signal. To do. The control unit 602 estimates the cause of the power failure based on the detection result of whether or not the energization confirmation signal is received. Specifically, when the energization confirmation unit 601 detects that the energization confirmation signal has not been received, the control unit 602 estimates that a power failure has occurred due to the breaker board 22 being cut off, and the energization confirmation unit 601 estimates the energization confirmation signal. When the presence of reception is detected, it is estimated that the power failure is caused by the interruption of the interruption device 41 or the interruption device 51.

  The control unit 602 controls opening and closing of the main relay 104 and the main relay 105 based on the estimated power failure factor. The control unit 602 stores the estimated power failure factor and the charging power failure flag in the storage unit 102, and clears the power failure factor and the charging power failure flag stored in the storage unit 102 when the charging is completed.

  The control unit 602 closes the main relay 104 and the main relay 105 when the notification signal is input from the external input unit 106 when the charging of the battery 11 is stopped after the recovery from the power failure, and the battery 11 Restart charging for.

  The charger 603 converts AC power into DC power, improves the power factor of the converted DC power, boosts the DC power according to the control of the control unit 602, and adjusts the power supplied to the battery 11.

<Method of estimating the cause of power outage>
A method for estimating the cause of a power failure in this embodiment will be described with reference to FIG. FIG. 7 is a flowchart showing a method for estimating the cause of a power failure in the present embodiment.

  First, in-vehicle charging device 600 determines whether or not charging is in progress (step ST701).

  If charging is not in progress (step ST701: NO), in-vehicle charging device 600 ends the process.

  If charging is in progress (step ST701: YES), in-vehicle charging apparatus 600 determines whether or not the charging end conditions are met (step ST702). For example, the in-vehicle charging device 600 determines whether or not the battery 11 is fully charged.

  When the charging termination conditions are met (step ST702: YES), the on-vehicle charging device 600 clears the power failure factor and the charging power failure flag stored in the storage unit 102 (step ST703), and performs charging. Finish normally.

  If the charging termination conditions are not met (step ST702: NO), in-vehicle charging device 600 determines whether the supply of alternating current (AC) power has stopped (power failure) (step ST704).

  If the supply of AC power has not stopped (step ST704: NO), in-vehicle charging device 600 returns the process to step ST702.

  When the supply of AC power is stopped (step ST704: YES), control unit 602 opens (turns off) main relay 104 and main relay 105 (step ST705).

  Next, the energization confirmation unit 601 transmits an energization confirmation signal toward the commercial power supply (step ST706).

  Next, the energization confirmation unit 601 determines whether or not the energization confirmation signal is received within a predetermined time after transmitting the energization confirmation signal (step ST707).

  When the energization confirmation signal is received (step ST707: YES), the control unit 602 determines that a transmission system power failure has occurred (step ST708).

  Next, the control part 602 memorize | stores the cause of a power failure, and the power failure flag during charge in the memory | storage part 102 (step ST709).

  On the other hand, when an energization confirmation signal is not received (step ST707: NO), control unit 602 determines that a breaker power failure has occurred (step ST710).

  Next, the control part 602 memorize | stores the cause of a power failure, and the power failure flag during charge in the memory | storage part 102 (step ST709).

  The reason for estimating the cause of the power failure as described above is that the transmitted power confirmation signal does not return in the case of a breaker power failure, whereas the transmitted power confirmation signal is not transmitted in the case of a transmission system power failure. This is because it returns via 30.

  Note that the method for resuming charging after a power failure in this embodiment is the same as that in FIG.

<Effects of the present embodiment>
According to the present embodiment, it is possible to avoid danger such as energization fire by resuming charging in consideration of the cause of power failure.

  Further, according to the present embodiment, when breaker power failures occur frequently, charging is resumed with restriction, so that stable charging can be performed in a place where the infrastructure is defective.

  The vehicle-mounted charging device according to the present invention is suitable for charging a battery mounted on a vehicle with a commercial power source in a house.

DESCRIPTION OF SYMBOLS 11 Battery 100 Car-mounted charging device 101 Control part 102 Memory | storage part 103 Charger 104,105 Main relay 106 External input part 201 Resistance 202 Voltage detection part 203 Capacitor 204 Rectifier circuit 205 Charge adjustment circuit 204a, 204b, 204c, 204d Diode

Claims (8)

A vehicle-mounted charging device that charges a battery installed in a vehicle with a commercial power source via a power line connecting a commercial power source, a breaker in a house, and the battery,
A detection unit for detecting an energization state of the power line;
When the power failure occurs during charging of the battery, the charging of the battery is stopped and the power failure is detected due to the breaker being cut off from the detection result of the energized state, or between the commercial power source and the breaker It is estimated whether there is a power outage due to the interruption of an off-site circuit breaker provided in the power line in the meantime, and if it is estimated that the power outage is due to the interruption of the circuit breaker, the battery is charged after recovery from the power outage A control unit that continues the cancellation of
A vehicle-mounted charging device comprising: The controller is
The in-vehicle charging device according to claim 1, wherein when the power failure is estimated due to the breaker being cut off, the charging of the battery is resumed after recovery from the power failure. The controller is
The power supplied to the battery is limited when restarting charging of the battery when the number of times estimated to be a power failure due to the breaker being cut off is greater than or equal to the threshold, compared to when the number of times is less than the threshold. Item 3. A vehicle-mounted charging device according to Item 2. Further comprising a capacitor connected in parallel to the power line;
The detector is
Detecting the voltage of the capacitor as the energized state;
The controller is
When a power failure occurs during charging of the battery, if the voltage detected by the detection unit falls to a predetermined value for a longer time than a predetermined time, it is estimated that the power failure is caused by the breaker being cut off. The in-vehicle charging device according to claim 1, wherein when the detected voltage falls to a predetermined value for a predetermined time or less, it is estimated that a power failure occurs due to the circuit breaker being cut off. Further comprising a rectifier circuit that converts the AC power supplied from the commercial power source into DC power by full-wave rectification by four diodes and supplies the DC power to the battery;
The detector is
Provided on the input side of the rectifier circuit;
The controller is
The in-vehicle charging device according to claim 4, wherein measurement of the predetermined time is started when the voltage detected by the detection unit drops to a sum of forward voltages of diodes on the input side of the rectifier circuit. The detector is
When a power failure occurs while charging the battery, an energization confirmation signal is sent to the commercial power supply to the power supply line, and the presence / absence of reception of the energization confirmation signal from the power supply line is detected as the energization state. And
The controller is
When the detection unit detects that the energization confirmation signal is not received, it is estimated that a power failure occurs due to the breaker being cut off. When the detection unit detects that the energization confirmation signal is received, the circuit breaker is shut off. The in-vehicle charging device according to claim 1, wherein the on-vehicle charging device is estimated to be a power failure. An external input unit,
The controller is
The in-vehicle use according to claim 1, wherein the battery charging is resumed when receiving an instruction to resume the battery charging at the external input unit while continuing to stop the battery charging after recovery from a power failure. Charging device. A switching unit that switches the power line between a connected state and a disconnected state;
The controller is
The control unit is configured to control the power supply line to be disconnected by the switching unit when the battery charging is stopped, and to connect the power supply line by the switching unit when charging the battery. In-vehicle charger.

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