JP2015050898A - Abnormality detection method for current sensor, and vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method of detecting abnormality of an external power-supply current sensor in a vehicle that exchanges power between an on-vehicle battery and a power supply stand.SOLUTION: In an abnormality detection method for a current sensor performed by a PM-ECU (an integrated control apparatus) during externally supplying power, in a first determination stage, if a first determination value (|Ib-Idc|) that is an absolute value of a difference between a detection value Ib of a battery current sensor and a detection value Idc of an external power supply sensor is equal to or more than a first threshold (Yes for S33) after driving of an inverter and the like is stopped (S32), any of the current sensors is determined to be abnormal. In a second determination stage, driving of the inverter and the like is permitted to cause a generator to generate power (S34), a system main relay is shut off (S35), and, if a second determination value (|Ig-Idc|) that is an absolute value of a difference between a calculation value Ig of a generation current and a detection value Idc of an external power supply current sensor 51 is equal to or more than a second threshold (Yes for S37), the external power supply current sensor is determined to be abnormal (S38).

Description

  The present invention relates to an abnormality detection method for detecting an abnormality of a current sensor in a vehicle that transfers power between an in-vehicle battery and a power supply stand installed outside the vehicle.

  Conventionally, hybrid vehicles, electric vehicles, and the like equipped with a battery that can be charged by an external power source provided outside the vehicle are known. Further, as this type of vehicle, there is known a vehicle that includes an in-vehicle outlet, and includes a path that can supply power from an external power source to the in-vehicle outlet and a path that can supply power from a battery to the in-vehicle outlet (Patent Document). 1 and 2).

JP 2009-225587 A JP 2013-123313 A

In the techniques disclosed in Patent Documents 1 and 2, the vehicle receives power from an external power source. Specifically, there is a “power supply stand” installed in a parking lot or the like as this type of external power source. By the way, the “power supply stand” is not limited to the one dedicated to supplying power to the vehicle, but can be used to exchange power with the vehicle, or to other public facilities or general households other than the vehicle during power outages. Equipment that can supply power as an emergency power supply or auxiliary power supply is included.
In this specification, the term “power supply stand” is used only for charging a vehicle, capable of mutually receiving power from the vehicle, and further receiving power received from the vehicle to ordinary homes or public facilities. Functionally defined as a generic term for devices including those that can supply power. Here, the installation form such as the shape and size of the “power supply stand” may be any type, and is not limited to a self-standing type, for example.

Further, the “vehicle” is considered to include a battery and a power source that can charge the battery. In particular, a vehicle equipped with a battery capable of supplying power to a power supply station is referred to as a “power supply vehicle”. Currently, electric vehicles, such as hybrid vehicles and electric vehicles, run around the country in the event of a large-scale power outage due to a disaster such as the Great East Japan Earthquake, and supply power to the power supply stations provided at evacuation sites. The function as is becoming demanded.
Transferring power between the vehicle and a power supply stand outside the vehicle via the power supply path of the vehicle is generally referred to as “external power supply”. The external power supply includes both power supply from the vehicle to the power supply station and charging from the power supply station to the vehicle.

In such external power feeding, for example, the power consumed by the load connected to the power supply stand is calculated based on the value of the current flowing through the power feeding path. Then, the overall control device that manages the power balance of the vehicle commands the power generation means to generate power based on the power consumed by the load and the SOC (charge amount) of the battery.
By the way, if a deviation occurs between the detected value of the sensor and the actual current value due to an abnormality in the external power supply current sensor that detects the current flowing in the power supply path, the battery absorbs excess and deficient power. There is a risk of discharging.

  The present invention was created in view of the above points, and an object of the present invention is to detect abnormality of a current sensor that detects abnormality of an external power supply current sensor in a vehicle that transfers power between an in-vehicle battery and a power supply stand. It is to provide a detection method.

The present invention relates to a method for detecting an abnormality of a current sensor in a vehicle having the following configuration.
This vehicle includes a battery for storing DC power, a motor that performs power running by consuming the power of the battery, power generation means that can generate power for charging the battery, a motor drive circuit that drives the motor, a battery and a motor drive circuit A system main relay capable of interrupting the drive path connecting the two and a general control device. The overall control device switches on / off of the system main relay and controls the power generation of the power generation means based on the current flowing in the power supply path branched from the drive path between the system main relay and the motor drive circuit.
This vehicle can perform external power feeding that transfers power between a battery and a power feeding stand installed outside the vehicle via a power feeding path.

Here, the “motor” includes a “motor generator” that functions as an electric motor and a generator. In addition, the “motor drive circuit” is configured by an inverter or the like that drives a motor generator, and may include, for example, a boost converter that boosts the inverter input voltage with respect to the battery voltage. In an electric vehicle such as a hybrid vehicle or an electric vehicle, a main motor that is a power source of the vehicle corresponds to the main electric motor.
The “power generation means” includes a motor generator and a fuel cell that function as a generator.

  The abnormality detection method of the current sensor according to the present invention is any one of “an external power supply current sensor for detecting a current flowing in a power supply path” or “a battery current sensor for detecting a current flowing between battery electrodes” in this vehicle. This is a method for detecting that is abnormal. The external power supply current sensor is not limited to the form installed in the vehicle, but may be installed in the power supply stand, or may detect the current flowing in the power supply cable connecting the vehicle and the power supply stand.

In the first determination stage of the abnormality detection method of the present invention, the overall control device stops the driving of the motor drive circuit while the system main relay is connected during external power supply, so that the battery power is supplied only to the power supply path. To be passed through. When the first determination value that is “the absolute value of the difference between the detection value of the battery current sensor and the detection value of the external power supply current sensor” is equal to or greater than a predetermined first threshold, either the external power supply current sensor or the battery current sensor Is determined to be abnormal.
In the state where the electric power of the battery is not consumed in the motor drive circuit, the detection value of the battery current sensor and the detection value of the external power supply current sensor should be substantially equal. Therefore, if the detection value of the battery current sensor and the detection value of the external power supply current sensor are different, it is determined that one of the current sensors is abnormal.

When it is determined that any of the current sensors is abnormal in the first determination stage, the overall control device causes the power generation means to generate power in the second determination stage and shuts off the system main relay, thereby generating power by the power generation means. Ensure that current flows only through the feed path.
Then, a second determination value that is an absolute value of a difference between “the generated current theoretical value obtained by dividing the power generated by the power generation means by the detected line voltage value of the power supply path” and the detected value of the external power supply current sensor is a predetermined first value. When the threshold is 2 or more, it is determined that the external power supply current sensor is abnormal. On the other hand, when the second determination value is less than the second threshold, it is determined that the battery current sensor is abnormal.

  In a state where the power generation current generated by the power generation means flows only in the power feeding path, the generated current calculation value and the current flowing in the power feeding path should be substantially equal. Therefore, it is considered that the external power supply current sensor is abnormal if the generated current calculation value and the detection value of the external power supply current sensor are different from each other, and that the battery current sensor is abnormal otherwise. This makes it possible to determine which current sensor is abnormal.

It is a lineblock diagram of the electric supply vehicle by a 1st embodiment of the present invention. It is a flowchart of the abnormality detection method of the current sensor of this invention. It is explanatory drawing explaining the flow of the electric current in the 1st determination stage of the abnormality detection method of the current sensor of this invention. It is explanatory drawing explaining the flow of the electric current in the 2nd determination stage of the abnormality detection method of the current sensor of this invention. It is a block diagram of the electric power feeding vehicle which is not provided with the step-up converter by 2nd Embodiment of this invention. It is a block diagram of the electric power feeding vehicle which uses the fuel cell by 3rd Embodiment of this invention as an electric power generation means.

Hereinafter, an embodiment of a powered vehicle to which a current sensor abnormality detection method according to the present invention is applied will be described with reference to the drawings. About the substantially same structure by several embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.
(First embodiment)
A power supply vehicle according to a first embodiment of the present invention will be described with reference to FIGS. As shown in FIG. 1, the power supply system includes a power supply vehicle 101, a power supply stand 80 installed outside the vehicle, and a power supply cable 81 connecting them. The power supply vehicle 101 according to the first embodiment is a so-called series parallel hybrid vehicle including the engine 11 and the two motor generators 31 and 32 as a power source of the vehicle.

In the series-parallel hybrid vehicle, the first motor generator (MG1) 31 generates power by the power of the engine 11 mainly as a three-phase AC generator. The second motor generator (MG2) 32 is mainly a three-phase AC motor, and drives the wheels 14 via the axle 13 while consuming electric power by a power running operation.
Hereinafter, in the first embodiment, for the sake of convenience, the first motor generator 31 is referred to as a generator 31 as “power generation means (power source)”, and the second motor generator 32 is referred to as a motor 32 as “motor”. The MG drive circuit 201 as the “motor drive circuit” also serves as a power conversion circuit that converts AC power generated by the generator 31 and regenerates the battery 21.

  The power of the engine 11 is transmitted to the power split mechanism 16 via the crankshaft 15. The power split mechanism 16 splits the power of the engine 11, directly drives the wheels 14 with one power, and causes the generator 31 to generate power with the other power. The motor 32 drives the wheel 14 using the electric power generated by the generator 31 and charged in the battery 21.

The MG drive circuit 201 according to the first embodiment includes a boost converter 24 that boosts a battery voltage, and a system voltage VH that is input from the boost converter 24, and three-phase AC inverters 27 and 28 that drive a generator 31 and a motor 32, respectively. including.
Boost converter 24 includes a coil and two switching elements. The inverters 27 and 28 are configured by bridge-connecting six switching elements, and generate a three-phase AC voltage from DC power by, for example, PWM control. Since these structures are well-known techniques, detailed description thereof is omitted.

A smoothing capacitor 23 is provided on the battery 21 side of the boost converter 24, and a smoothing capacitor 25 and a discharge resistor 26 are provided on the inverters 27 and 28 side of the boost converter 24. The smoothing capacitors 23 and 25 suppress and smooth the pulsation of the input voltage. The discharge resistor 26 generates Joule heat when a current flows.
The voltage sensor 54 detects the system voltage VH after boosting.

  The battery 21 is a chargeable / dischargeable power storage device including a secondary battery such as nickel hydride or lithium ion, or an electric double layer capacitor. The battery 21 is charged in a range where SOC (State Of Charge) is equal to or less than the limit charge amount, and can store DC power supplied to the MG drive circuit 201.

The driving path connecting the positive electrode and the MG drive circuit 201 of the battery 21 represents the battery line D _B, represents the driving path connecting the anode and the MG drive circuit 201 of the battery 21 and the ground line D _G. Here, the potential of the negative electrode and the ground line is not limited to 0 V, and may be a predetermined reference potential. The positive electrode may be referred to as a “high potential electrode”, and the negative electrode may be referred to as a “low potential electrode”.
The battery current sensor 53 detects a current Ib flowing between the electrodes of the battery 21.

A system main relay 40 is provided between the battery 21 and the MG drive circuit 201. The system main relay 40 is precharged in which an SMR- _B 41 capable of interrupting the battery line DB of the drive path, an SMR- _G 42 capable of interrupting the ground line DG of the drive path, and a current limiting resistor 44 are connected in series. The relay 43 is configured. Although the precharge relay 43 is connected in parallel to the SMR-G 42 in FIG. 1, it may be provided in parallel to the SMR-B 41 or may not be provided. Each relay of the system main relay 40 is turned on / off by a signal commanded from the PM-ECU 70.

The power supply paths P _B and P _G are branched from the drive paths D _B and D _G between the system main relay 40 and the MG drive circuit 201, respectively, and extend toward the power supply connector 49. Note that “P” in the power supply path symbols P _B and P _G means “plug-in”.
Feeding path P _B, the P _G, the feed path P _B, the external power supply current sensor 51 for detecting an external power supply current Idc flowing through the P _G, and the feeding path P _B, detects the external power supply voltage Vdc between P _G A voltage sensor 52 is provided.

Here, the external power supply current sensor 51 is not limited to being installed in the power supply vehicle 101 as shown in FIG. 1, and may be installed in a power supply stand 80 described later, or alternatively, the power supply vehicle 101 and the power supply stand. The current flowing through the power supply cable 81 connected to the power supply cable 81 may be detected.
External power supply relay 45, the battery line P _B side of the relay 46 of the power supply path is composed of a ground line P _G side of the relay 47, it is possible cutoff feed path P _B, the P _G. The external power supply relay 45 is turned on / off by a signal commanded from the power supply ECU 78.

Next, the ECU that is the control device of the power supply vehicle 101 will be described only with respect to main functions or functions related to the features of the present invention. The power supply vehicle 101 is centered on a PM-ECU (power management ECU) 70 serving as a “overall control device”, and the engine ECU 71, the MG-ECU 73, and the power supply ECU 78 share the control of the entire vehicle while communicating information with each other. And running.
Each ECU is composed of a microcomputer or the like, and includes a CPU, ROM, I / O, and a bus line for connecting these, and software processing by executing a pre-stored program on the CPU or dedicated The control is executed by hardware processing by the electronic circuit.

The engine ECU 71 acquires information such as the crank angle of the crankshaft 15 and the engine speed based on the crank angle signal input from the crank angle sensor 12, and controls the operation of the engine 11 including peripheral devices.
The MG-ECU 73 controls the drive of the boost converter 24 and the inverters 27 and 28 so that the generator 31 appropriately generates power and the motor 32 appropriately powers in accordance with a command from the PM-ECU 70.

Feeding ECU78 connects the external power supply relay 45 when an external power supply, power supply path P _B, is P _G so that reach up to the power supply connector 49. Further, the external power supply current Idc flowing through the power supply paths P _B and P _G is acquired from the external power supply current sensor 51, and the external power supply voltage Vdc between the power supply paths P _B and P _{G is} acquired from the voltage sensor 52.

The PM-ECU 70 receives signals such as an accelerator signal, a brake signal, a shift signal, and a vehicle speed signal and information from other ECUs, and comprehensively determines the driving state of the vehicle based on the acquired information. Manage drive power and power.
In particular, in the present embodiment, the power consumed by the load connected to the power supply stand 80 is calculated based on the external power supply current Idc acquired from the power supply ECU 78 during the external power supply. Then, the required power generation amount is calculated based on the power consumed by the load, the SOC information of the battery 21, and the like, and the generator 31 generates power in cooperation with the engine ECU 71 and the MG-ECU 73. Further, the PM-ECU 70 switches the system main relay 40 on and off.

  Next, the power supply stand 80 is installed in a public place or private land outside the vehicle, and can exchange DC power with the power supply vehicle 101. As a typical example, the one installed in an evacuation site such as a gymnasium in a disaster such as the Great East Japan Earthquake is assumed. The power supply stand 80 converts DC power received from the power supply vehicle 101 into, for example, AC 100V, and can supply it to public facilities, ordinary homes, etc. as an emergency power supply or auxiliary power supply in the event of a power failure. On the other hand, the power supply stand 80 may be dedicated to charging the vehicle. These devices are collectively referred to as a “power supply stand”, and any installation form such as the shape and size thereof may be used. For example, a “stand” is not limited to a stand-alone type.

  The power supply stand 80 as an example has a DC terminal 82, a smoothing capacitor 83, a power converter 84, and an AC terminal 85. The DC terminal 82 is connected to the other end of the power supply cable 81 whose one end is connected to the power supply connector 49 of the power supply vehicle 101, and DC power is input / output. The smoothing capacitor 83 suppresses input voltage ripple. The power converter 84 converts DC power and AC power. The AC terminal 85 is connected to a cable (not shown) that supplies power to an evacuation site such as a gymnasium. Although not shown, a power storage device can be provided inside the power supply stand 80.

Thus, the transfer of power between the power supply vehicle 101 and the power supply stand 80 outside the vehicle via the power supply paths P _B and P _G of the power supply vehicle 101 is generally referred to as “external power supply”. For example, charging the vehicle from the power supply stand 80 is also included in the external power supply.
The power supply vehicle 101 is provided with a vehicle-side power supply switch 79 communicated with the power supply ECU 78, and the power supply stand 80 is provided with a stand-side power supply switch 89. When the power supply switches 79 and 89 are turned on, the power supply ECU 78 starts external power supply.

By the way, when a deviation occurs between the detected value of the current sensor 51 and the actual current value due to an abnormality of the external power supply current sensor 51 that detects the current flowing in the power supply paths P _B and P _G , the battery 21 generates excess or deficient power. Absorption may lead to overcharge or overdischarge of the battery 21.
Therefore, the PM-ECU 70 of the present embodiment is characterized by detecting an abnormality of the external power supply current sensor 51 by the following “current sensor abnormality detection method” during external power supply.

Next, the abnormality detection method of the current sensor according to the present embodiment will be described based on the flowchart of FIG. In the description of the flowchart, the symbol “S” means a step.
In this flowchart, S31 to S33 correspond to a “first determination stage”, and S34 to S39 correspond to a “second determination stage”. It is assumed that the system main relay 40 is connected at the start of processing.

In S31, the PM-ECU 70 determines whether or not the external power supply is currently being performed based on information such as the external power supply current Idc and the external power supply voltage Vdc. If the external power supply is being performed (S31: YES), the process proceeds to S32, and if the external power supply is not being performed (S31: NO), the process is terminated.
In S32, the MG-ECU 73 is commanded so that the power of the battery 21 is not consumed via the drive paths D _B and D _G , and the drive of the inverters 27 and 28 and the boost converter 24 is stopped.

At this time, if the state SOC that is capable external power supply of the battery 21, as indicated by a thick solid line in FIG. 3, the current from the battery 21, the drive path D _B, power supply from D _G path P _B, only the P _G The flow does not flow to the MG drive circuit 201.
In S33, a first determination value (| Ib−Idc |) which is “the absolute value of the difference between the detection value Ib of the battery current sensor 53 and the detection value Idc of the external power supply current sensor 51” is calculated, and a predetermined first Compare with threshold. Here, the first threshold value is set to a value that is considered to be substantially non-zero in consideration of the accumulation of tolerances of the current sensors 51 and 53, noise, and the like.

  If both the external power supply current sensor 51 and the battery current sensor 53 are normal, the detection values of both the current sensors 51 and 53 should be substantially equal, and the first determination value should be substantially zero. Therefore, when the first determination value is equal to or greater than the first threshold (S33: YES), it is determined that either the external power supply current sensor 51 or the battery current sensor 53 is abnormal. On the other hand, when the first determination value is less than the first threshold value (S33: NO), it is determined that both the current sensors 51 and 53 are normal, and the process ends.

In the case of YES in S33, the process proceeds to "second determination stage" after S34, and it is determined which of the external power supply current sensor 51 or the battery current sensor 53 is abnormal.
In S34, the MG-ECU 73 is commanded to allow the boost converter 24 and the inverters 27 and 28 to be driven, and then the generator 31 that is a power generation means (power source) is activated to shift to the idle operation. Power is generated by power. Thereafter, in S35, blocks the SMR-G42 of system main relay 40 (or SMR-B41), disconnects the battery 21 power supply path P _B, and P _G.

At this time, the AC power generated by the generator 31 is converted into DC power by the inverter 27. Then, as indicated by a thick solid line in FIG. 4, the DC generated current Ig flows from the inverter 27 via the step-up converter 24 to only the power supply paths P _B and P _G from the drive paths D _B and D _G. In S36, the generated current Ig is calculated by the following equation (1) using the generated power Pg of the generator 31 and the external power supply voltage Vdc detected by the voltage sensor 52.
Ig = Pg / Vdc (1)
The external power supply voltage Vdc may be calculated by converting the system voltage VH detected by the voltage sensor 54 with a boost coefficient instead of the detection value of the voltage sensor 52.

Here, some examples will be described as a method of calculating the generated power Pg of the generator 31.
In the first method, the generator 31 is provided with the rotation angle sensor 35 and the torque sensor 36 to acquire the generator rotation speed Ng and the generator torque Tg, and the generated power Pg is calculated by the equation (2.1).
Pg = Ng × Tg (2.1)

In the second method, current sensors 55 and 56 are provided on the three-phase AC wire between the inverter 27 and the generator 31 to detect the phase current. FIG. 1 assumes a configuration in which the current amplitude Ia is calculated by detecting two-phase phase current and estimating another phase current using Kirchhoff's law. However, a three-phase phase current may be detected, or an estimation calculation based on a one-phase phase current detection value may be performed. Further, the power factor cos α calculated from the electrical angle θ detected by the rotation angle sensor 35 and the system voltage VH detected by the voltage sensor 54 are acquired, and the generated power Pg is calculated by the equation (2.2).
Pg = (√3) × VH × Ia × cos α (2.2)

In the third method, the engine 11 is provided with a crank angle sensor 12 to acquire the engine speed Ne. Further, the engine command torque Te ^* is acquired from the engine ECU 71, and the generated power Pg is calculated by the equation (2.3).
Pg = Ne × Te ^* (2.3)

  As described above, the generated power Pg can be calculated by a plurality of methods. Various sensors that detect information necessary for calculating the generated power Pg may be shared with those used in other vehicle controls. In FIG. 1, the above-described sensors are shown all over, but unnecessary sensors may not be provided depending on the method employed.

  In S37, a second determination value (| Ig−Idc |) that is “the absolute value of the difference between the generated current calculation value Ig and the detection value Idc of the external power supply current sensor 51” is calculated and compared with a predetermined second threshold value. To do. Here, the second threshold value is set to a value that is considered to be substantially non-zero in consideration of an error accompanying calculation of the power Pg, a tolerance of the current sensor 51, noise, and the like.

  If the external power supply current sensor 51 is normal, the detection value Idc should be substantially equal to the calculated value Ig of the generated current, and the second determination value should be substantially zero. Therefore, when the second determination value is equal to or greater than the second threshold (S37: YES), it is determined that the external power supply current sensor 51 is abnormal (S38). On the other hand, when the second determination value is less than the second threshold (S37: NO), it is determined that the battery current sensor 53 is abnormal (S39).

When an abnormality is detected in the external power supply current sensor 51, it is desirable to stop external power supply from the viewpoint of fail-safe, and carry the power supply vehicle 101 to a dealer, for example, to repair or replace the external power supply current sensor 51. As described above, in the present embodiment, by detecting the abnormality of the external power supply current sensor 51, the battery 21 is overcharged or overdischarged due to the difference between the detected value of the external power supply current sensor 51 and the actual current value. You can avoid that.
In addition, even when an abnormality is detected in the battery current sensor 53, it is desirable to repair or replace in consideration of the influence on other control using the detection value Ib.

(Second Embodiment)
The structure of the electric power feeding vehicle of 2nd Embodiment of this invention is demonstrated with reference to FIG.
In the power supply vehicle 101 of the first embodiment, the MG drive circuit 201 that drives the motor generators 31 and 32 includes the boost converter 24. On the other hand, like the power supply vehicle 102 shown in FIG. 5, the MG drive circuit 202 may not include the boost converter.
Further, when the power supply vehicle is a hybrid vehicle, it is not limited to a series-parallel hybrid vehicle, and may be a series hybrid vehicle or a parallel hybrid vehicle. Further, a vehicle including only one motor generator or an electric vehicle not including an engine may be used as the power supply vehicle.

(Third embodiment)
As a third embodiment of the present invention, the configuration of a power supply vehicle using a fuel cell as a power generation means will be described with reference to FIG. First, the outline of the fuel cell system will be described.
The principle of a fuel cell is to generate water and electricity by causing a chemical reaction by sending hydrogen to one electrode (negative electrode) across the electrolyte membrane and oxygen to the other electrode (positive electrode). An FC stack 65 as a power generation means (power source) is formed by stacking cells with electrolyte membranes sandwiched between positive and negative electrodes. Air pressurized by an air compressor (ACP) 63 is supplied to the FC stack 65 via an air supply path 67, and hydrogen is supplied from a hydrogen tank 64 via a hydrogen supply path 68. The DC power generated by the FC stack 65 is boosted by the FC boost converter 66 and supplied to the boost converter 24 of the MG drive circuit 203.

A current sensor 57 provided between the FC stack 65 and the FC boost converter 66 detects the fuel cell current Ifc, and the voltage sensor 58 detects the fuel cell stack voltage Vfc.
The power generation of the fuel cell system is comprehensively managed by the tank ECU 74, the FC-ECU 75, and the boost converter ECU 76 that communicate with the PM-ECU 70 controlling the hydrogen tank 64, the FC stack 65, and the FC boost converter 66, respectively. .

The MG drive circuit 203 includes a boost converter 24, an inverter 27 that drives the air compressor 63, and an inverter 28 that drives the motor generator 32. In this embodiment, the driving of the air compressor 63 is also referred to as “MG driving”.
Driving of the air compressor 63 and the motor generator 32 is controlled by the MG-ECU 73 controlling the energization of the inverters 27 and 28.

The power generation current Ig generated by the FC stack 65 is calculated by Expression (3) based on the generated power Pfc, which is the product of the fuel cell stack voltage Vfc and the fuel cell current Ifc, and the external power supply voltage Vdc.
Ig = Pfc / Vdc = (Vfc × Ifc) / Vdc (3)
In addition, the basic configuration regarding abnormality detection of the current sensor is the same as the configuration of the hybrid vehicle including the engine described in the first embodiment.

(Other embodiments)
(A) The above embodiment mainly assumes a form in which the power supply vehicle 101-103 equipped with the battery 21 supplies power to the power supply stand 80 that can supply the received power to a general household or public facility. ing. However, conversely, the method of the present invention may be applied to a form in which power is supplied from the power supply stand 80 to the battery 21 of the vehicle and the battery 21 is charged. Even in this example, if a difference occurs between the detected value of the current sensor and the actual current value due to the abnormality of the external power supply current sensor 51, the battery 21 may be overcharged or insufficiently charged. It is effective to detect. The vehicle in this example is not a “power supply vehicle” intended for external power supply to the power supply stand 80, but may be a simple “vehicle”.

  (A) The power supply vehicles 101 to 103 of the above embodiment function as a main motor in which the motor generator 32 is a power source of the vehicle, and corresponds to an “electric vehicle”. However, a vehicle to which the method of the present invention can be applied includes, for example, an auxiliary battery that supplies electric power to an auxiliary motor that does not constitute a power source of the vehicle, and power generation means for the auxiliary battery. A configuration in which the battery can be externally fed is also included. That is, the vehicle is not necessarily an electric vehicle.

  (C) In the current sensor abnormality detection method, the PM-ECU 70 may execute only the “first determination stage” corresponding to S31 to S33 in the flowchart of FIG. When YES in S33, it is determined that either the external power supply current sensor 51 or the battery current sensor 53 is abnormal. Therefore, it is preferable to stop external power feeding anyway from the viewpoint of fail-safe. For example, after the vehicle is carried to a dealer, the external power supply current sensor 51 and the battery current sensor 53 are individually inspected, and the current sensor in which an abnormality is detected may be repaired or replaced.

(D) The sharing of functions by each ECU is not limited to the example of the above embodiment. For example, the PM-ECU 70 may directly acquire the detection value Idc of the external power supply current sensor 51 and the detection value Vdc of the voltage sensor 52 instead of acquiring the power supply ECU 78 and communicating with the PM-ECU 70.
As mentioned above, this invention is not limited to the said embodiment at all, In the range which does not deviate from the meaning of invention, it can implement with a various form.

101-103 ... powered vehicle (vehicle),
201-203 ... MG drive circuit (motor drive circuit),
21 ... Battery,
31 ... Generator (motor generator, power generation means),
32... Motor (motor generator, electric motor),
40 ... System main relay,
51 ... Externally supplied current sensor,
53 ... Battery current sensor,
65: FC stack (power generation means),
70 ... PM-ECU (overall control device),
80: Power supply stand.

Claims (3)

A battery (21) for storing DC power;
An electric motor (32) that performs powering operation by consuming electric power of the battery;
Power generation means (31, 65) capable of generating electric power for charging the battery;
An electric motor drive circuit (201-203) for driving the electric motor;
A system main relay (40) capable of interrupting a drive path connecting the battery and the electric motor drive circuit;
Based on the current flowing in the power supply path (P _B , P _G ) that switches on and off the system main relay and branches from the drive path (D _B , D _G ) between the system main relay and the motor drive circuit And an overall control device (70) for controlling the power generation of the power generation means,
In a vehicle (101-103) capable of performing external power supply that transfers power via the power supply path between the battery and a power supply stand (80) installed outside the vehicle, a current flowing through the power supply path is detected. A method of detecting that either the external power supply current sensor (51) or the battery current sensor (53) for detecting a current flowing between the electrodes of the battery is abnormal,
The overall control device stops the driving of the motor drive circuit while the system main relay is connected during external power feeding, so that the power of the battery is transferred only through the power feeding path. ,
When the first determination value that is the absolute value of the difference between the detection value (Ib) of the battery current sensor and the detection value (Idc) of the external power supply current sensor is equal to or greater than a predetermined first threshold, An abnormality detection method for a current sensor, comprising: a first determination step for determining that any one of the battery current sensors is abnormal. In the current sensor abnormality detection method according to claim 1, when it is determined in the first determination step that either the external power supply current sensor or the battery current sensor is abnormal.
The overall control device causes the power generation means to generate power and shuts off the system main relay so that a power generation current by the power generation means flows only in the power feeding path,
A power generation current calculation value (Ig) obtained by dividing the power (Pg, Pfc) generated by the power generation means by an external power supply voltage (Vdc) that is a voltage between the power supply paths, and a detection value (Idc) of the external power supply current sensor When the second determination value, which is the absolute value of the difference between the two, is greater than or equal to a predetermined second threshold value, it is determined that the external power supply current sensor is abnormal, and when the second determination value is less than the second threshold value, the battery current sensor An abnormality detection method for a current sensor, further comprising a second determination step of determining that the abnormality is. A battery (21) for storing DC power;
An electric motor (32) that performs powering operation by consuming electric power of the battery;
Power generation means (31, 65) capable of generating electric power for charging the battery;
An electric motor drive circuit (201-203) for driving the electric motor;
A system main relay (40) capable of interrupting a drive path connecting the battery and the electric motor drive circuit;
Based on the current flowing in the power supply path (P _B , P _G ) that switches on and off the system main relay and branches from the drive path (D _B , D _G ) between the system main relay and the motor drive circuit And an overall control device (70) for controlling the power generation of the power generation means,
A vehicle (101-103) capable of executing external power feeding to transfer power between the battery and a power feeding stand (80) installed outside the vehicle via the power feeding path,
The overall control apparatus performs an abnormality detection method for a current sensor according to claim 1 or 2 to detect an electric current flowing in the power supply path to detect an electric current flowing in the power supply path (51), or between the electrodes of the battery. A vehicle characterized in that it is possible to detect that any of the battery current sensors (53) for detecting a current flowing through the battery is abnormal.

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