JP2015070661A - Power supply control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the occurrence of a flicker in a commercial power supply.SOLUTION: When vehicle requirement power Preq is greater than and including predetermined power Pref which is a variation of power that produces a flicker on a commercial power supply connected to a vehicle (step S120), a charger is so controlled that power is supplied from the commercial power supply to the vehicle at a power instruction value that changes stepwise toward the vehicle requirement power Preq with power smaller than the predetermined power Pref (steps S150, S160). This enables the suppression of flicker occurrence in the commercial power supply.

Description

  The present invention relates to a power supply control device, and more particularly to a power supply control device that controls a power supply device that controls the supply of power from a commercial power source to a vehicle.

  Conventionally, as this type of power supply control device, a device that controls the supply of power from the power system to the EV storage battery has been proposed (see, for example, Patent Document 1). In this apparatus, a first switch, a second switch and a load resistor connected in parallel to the first switch are provided between the power system and the EV storage battery, the first switch is opened, and the second switch is opened. When the switch is closed and the load current is applied, the amount of power supply is calculated from the amount of voltage drop. If the required power amount of the EV storage battery is larger than the calculated power supply amount, the first switch is closed and the second In the state where the switch is opened, charging the EV storage battery with the charging power that limits the required power of the EV storage battery with the amount of electric power that can be supplied can reduce the influence on the surrounding load.

JP 2012-39685 A

  However, in the above-described power supply control device, when the electric power for charging the EV storage battery suddenly changes when charging of the EV storage battery starts, fine fluctuations (flicker) of the system voltage in a short time occur in the power system. There is a case. Since such flicker affects other electrical equipment that is supplied with power from the same power system, it is desirable to suppress such flicker.

  The main object of the power supply control device of the present invention is to suppress the occurrence of flicker in a commercial power source.

  The power supply control device of the present invention employs the following means in order to achieve the main object described above.

The power supply control device of the present invention is
A power supply control device that controls a power supply device that controls power supply from a commercial power source to a vehicle,
When the vehicle required power change amount, which is a change amount of the vehicle required power required by the vehicle, is greater than or equal to a predetermined change amount that is a change amount of power that causes flicker in the commercial power source, the predetermined power toward the vehicle required power is obtained. The power supply device is controlled so that power is supplied from the commercial power source to the vehicle with a power command value that changes stepwise with a change amount smaller than a power change amount.

  In the power supply control device of the present invention, when the vehicle required power change amount, which is a change amount of the vehicle required power required by the vehicle, is equal to or greater than a predetermined change amount, which is a change amount of power that causes flicker in the commercial power source, The power supply device is controlled so that power is supplied from the commercial power source to the vehicle with a power command value that changes stepwise with a change amount smaller than a predetermined power change amount toward the required power. Such control can prevent flicker from occurring in the commercial power supply.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a block diagram which shows the outline of a structure of the electric-drive system centering on motor MG1, MG2 and inverter 41,42. It is a flowchart which shows an example of the electric power supply start time control routine performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the time change of the electric power command value Pchg * of the comparative example which sets the vehicle required electric power Preq as it is to the electric power command value Pchg * when the vehicle electric power Preq is below the infrastructure supply electric power Pinf. It is explanatory drawing which shows an example of the time change of the electric power command value Pchg * of an Example when vehicle required electric power Preq is below infrastructure supply electric power Pinf. It is explanatory drawing which shows an example of the time change of the electric power command value Pchg * of an Example when vehicle required electric power Preq exceeds the infrastructure supply electric power Pinf. It is explanatory drawing which shows an example of the time change of the electric power command value Pchg * of an Example when the vehicle required electric power Preq exceeds the infrastructure supply electric power Pinf and the auxiliary machine battery voltage Vbl is less than the predetermined voltage Vbref.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as one embodiment of the present invention, and FIG. 2 shows an outline of the configuration of an electric drive system centered on motors MG1 and MG2 and inverters 41 and 42. It is a block diagram. As shown in FIG. 1, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline, light oil, or the like as a fuel, and an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that drives and controls the engine 22. A single pinion planetary gear 30 in which a carrier is connected to the crankshaft 26 of the engine 22 and a ring gear is connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37; For example, a motor MG1 whose rotor is connected to the sun gear of the planetary gear 30, a motor MG2 which is configured as a synchronous generator motor and whose rotor is connected to the drive shaft 36, and for driving the motors MG1 and MG2. Inverters 41 and 42 and inverters 41 and 42 A motor electronic control unit (hereinafter referred to as a motor ECU) 40 that controls the motors MG1 and MG2 by switching control of a switching element (not shown) and an inverter built in a battery pack 51, for example, as a lithium ion secondary battery HV battery 50 that exchanges power with motors MG1 and MG2 through 41 and 42, power line to which inverters 41 and 42 are connected (hereinafter referred to as a high voltage system power line) 54a, and power to which battery pack 51 is connected The voltage VH of the high voltage system power line 54a is connected to a line (hereinafter referred to as a battery voltage system power line) 55a, and is adjusted within the range of the voltage VL of the battery voltage system power line 55a and the maximum allowable voltage VHmax. High voltage system power line 54a and battery voltage system power line 5 a boost converter 56 that exchanges power with a, an air conditioner (A / C) 57 that is attached to the battery voltage system power line 55a, and an auxiliary battery that has a voltage lower than that of the HV battery 50, such as a lead storage battery. Is connected to a power battery 58, a battery voltage system power line 55a and a power line 59a to which the auxiliary battery 58 is connected (hereinafter referred to as a low voltage system power line) 59a to step down the power of the battery voltage system power line 55a. A DC / DC converter 60 supplied to the low voltage system power line 59a, an auxiliary device 62 connected to the low voltage system power line 59a, and a battery electronic control unit (hereinafter referred to as a battery ECU) 52 for managing the HV battery 50. And a connector CN connected to a power cable 90 having a built-in CCID (Chargin Circuit Interrupt Device) relay 90a. A charger 94 that supplies power from an external commercial power source 92 to the hybrid vehicle 20 via the power cable 90 when connected to the let IN, and a hybrid electronic control unit (hereinafter referred to as HVECU) that controls the entire vehicle. 70.

  As shown in FIG. 2, the inverter 41 includes six transistors T11 to T16 as switching elements, and six diodes D11 to D16 connected in parallel to the transistors T11 to T16 in the reverse direction. . Similarly to the inverter 41, the inverter 42 includes six transistors T21 to T26 as switching elements and diodes D21 to D26 connected in parallel to the transistors T21 to T26 in the reverse direction. The transistors T11 to T26 are arranged in pairs so as to be on the source side and the sink side with respect to the positive electrode bus and the negative electrode bus of the high voltage system power line 54a, and each of the connection points between the paired transistors. The three-phase coils (U phase, V phase, W phase) of the motors MG1, MG2 are connected to each other. Therefore, by controlling the on-time ratio of the transistors T11 to T26 in a state where the voltage is applied to the inverters 41 and 42, a rotating magnetic field can be formed in the three-phase coil, and the motors MG1 and MG2 can be driven to rotate. it can. A smoothing capacitor 46 and a resistor 47 are connected to the positive and negative buses of the high voltage system power line 54a.

  As shown in FIG. 2, the boost converter 56 is configured as a boost converter including two transistors T31 and T32, two diodes D31 and D32 connected in parallel in the opposite direction to the transistors T31 and T32, and a reactor L. . The two transistors T31 and T32 are connected to the positive bus of the high voltage power line 54a, the high voltage power line 54a, and the negative bus of the battery voltage power line 55a, respectively, and a reactor L is connected to the connection point. Has been. Further, the positive terminal and the negative terminal of the HV battery 50 are connected to the reactor L, the negative bus of the high voltage system power line 54a and the battery voltage system power line 55a, respectively. Therefore, by turning on / off the transistors T31 and T32, the power of the battery voltage system power line 55a is boosted and supplied to the high voltage system power line 54a, or the power of the high voltage system power line 54a is decreased to reduce the battery voltage. Or can be supplied to the system power line 55a. A smoothing capacitor 48 is connected to the reactor L and the negative bus of the high voltage system power line 54a and the battery voltage system power line 55a.

  In addition to the HV battery 50, the battery pack 51 includes a system main relay SMR1 connected to the positive terminal of the HV battery 50 and the positive bus of the battery voltage system power line 55a, the negative terminal of the HV battery 50, and the battery voltage system. System main relay SMR2 connected to the negative bus of power line 55a, charging relay CHR1 connected to the positive terminal of HV battery 50 and the positive bus of charging power line 94a from charger 94, system main Resistor R and charging relay CHR2 connected in parallel with relay SMR2 between the negative terminal of HV battery 50 and the negative bus of battery voltage system power line 55a, the negative terminal of HV battery 50 and charging power line 94a Charging relay CHR3 connected to the negative electrode bus, resistor R and charging relay CHR2 A charging relays CHR4 connected to the negative electrode bus of the charging power line 94a and attachment point are incorporated. System main relays SMR1, SMR2, and charging relays CHR1-CHR4 are controlled by HVECU 70.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors that detect the state of the engine 22 are input to the engine ECU 24 via an input port. Further, various control signals for driving the engine 22 are output from the engine ECU 24 via an output port. The engine ECU 24 communicates with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operating state of the engine 22 as necessary.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. The motor ECU 40 outputs a switching control signal to a switching element (not shown) of the inverters 41 and 42 through an output port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . In the battery ECU 52, signals necessary for managing the HV battery 50, for example, the inter-terminal voltage Vb from the voltage sensor 51 a installed between the terminals of the HV battery 50 and the power connected to the output terminal of the HV battery 50 The charging / discharging current Ib from the current sensor 51b attached to the line is input, and data regarding the state of the HV battery 50 is transmitted to the HVECU 70 by communication as necessary. Further, in order to manage the HV battery 50, the battery ECU 52 is based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b, and the ratio of the capacity of the electric power that can be discharged from the HV battery 50 at that time to the total capacity Is calculated.

  The charger 94 converts the AC power from the commercial power source 92 into DC power and supplies it to the charging power line 94a, converts the voltage of the DC power from the conversion circuit 96, and supplies it to the auxiliary device 62. And a sub DC / DC converter 98. The sub DC / DC converter 98 is configured such that the rated power is lower than that of the DC / DC converter 60 and the power is sufficient to drive the auxiliary device 62 at a minimum. For this reason, when the auxiliary battery 58 is charged, the DC / DC converter 60 is mainly used.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening degree from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, brake pedal position BP from brake pedal position sensor 86 that detects the amount of depression of brake pedal 85, vehicle speed V from vehicle speed sensor 88, auxiliary battery from voltage sensor 58a that detects the voltage across terminals of auxiliary battery 58 The commercial voltage Vac from the voltage sensor 99a that detects the voltage of the commercial power supply 92 input from the voltage Vbl and the inlet IN is input via the input port. Further, as described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36.

  In the hybrid vehicle 20 of the embodiment, the connector CN is connected to the inlet IN after stopping the vehicle at home or at a preset charging point, the connection is detected by a connection detection sensor (not shown), and a timer (not shown) is used. When charging time tchg is input, charging relays CHR1 and CHR3 are turned on with system main relays SMR1 and SMR2 turned off, and the storage ratio SOC of HV battery 50 is a predetermined ratio SOCref (for example, 70%, 80%, etc.) The charger 94 is controlled so that the HV battery 50 is charged with the electric power from the commercial power source 92 until. Further, when the inter-terminal voltage Vbl of the auxiliary battery 58 is lower than the rated voltage Vblr (for example, 11 V), the system main relays SMR1 and SMR2 are further turned on so that the inter-terminal voltage Vbl of the auxiliary battery 58 is rated. The DC / DC converter 60 is controlled to exceed the voltage Vblr. Even when power is being supplied from the commercial power source 92 to the hybrid vehicle 20, if there is a drive request to the A / C 57 or the auxiliary device 62, the system main relays SMR1 and SMR2 are turned on and the A / C C57 is driven, or the auxiliary machine 62 is driven by the electric power from the auxiliary battery 58 or the electric power from the sub DC / DC converter 98.

  Next, the operation of the hybrid vehicle 20 configured as described above, particularly the operation when starting the supply of electric power from the commercial power source 92 to the hybrid vehicle 20 will be described. FIG. 3 is a flowchart illustrating an example of a power supply start time control routine executed by the HVECU 70 of the embodiment. This routine is executed when the connector CN is connected to the inlet IN after the vehicle is stopped and the connection is detected by a connection detection sensor (not shown).

  When the power supply start control routine is executed, the HVECU 70 checks whether the vehicle required power Preq required by the vehicle exceeds the infrastructure supply power Pinf supplied from the commercial power source 92 (step S100). Here, the vehicle required power Preq is the HV battery required power Pchg obtained by dividing the charge power amount required to make the storage ratio SCO of the HV battery 50 equal to or higher than the predetermined ratio SOCref, and the terminal of the auxiliary battery 58 DCDC power consumption Pdc necessary for driving the DC / DC converter 60 in order to make the inter-voltage Vbl higher than the rated voltage Vblr, and auxiliary machine necessary power Pc necessary for driving the A / C 57 and the auxiliary machine 62 The thing which added was used. In addition, the infrastructure supply power Pinf uses a value calculated based on the commercial voltage Vac detected by the voltage sensor 99a and a predetermined rated current value Ilimit of the power cable 90.

  When the vehicle required power Preq exceeds the infrastructure supply power Pinf (step S100), the infrastructure supply power Pinf is set to the vehicle required power Preq (step S110), and the process proceeds to the next process, and the vehicle required power Preq is changed to the infrastructure supply power Pinf. When it is below (step S100), the process proceeds to the next process without performing the process of step S110. Thereby, the vehicle required power Preq can be set as power equal to or less than the infrastructure supply power Pinf.

  Subsequently, it is checked whether or not the required vehicle power Preq is equal to or greater than the predetermined power Pref (step S120). Here, the predetermined power Pref uses a predetermined value as the lower limit of the amount of change in power that causes flicker in the commercial power source 92 when power is supplied from the commercial power source 92 to the hybrid vehicle 20. It was assumed to be 3 kW. Since the connector CN is connected to the inlet IN after the vehicle is stopped and the connection is detected by a connection detection sensor (not shown), the commercial power supply 92 is executed before executing the process of step S120. The electric power supplied to the hybrid vehicle 20 is 0. Therefore, the processing in step S120 is performed when the power supplied from the commercial power source 92 to the hybrid vehicle 20 is changed from the value 0 to the required vehicle power Preq, and the power supply from the commercial power source 92 to the hybrid vehicle 20 is started. This is a process for determining whether or not it occurs.

  When the vehicle required power Preq is less than the predetermined power Pref (step S120), it is determined that no flicker occurs in the commercial power source 92, the power command value Pchg * is set to the vehicle required power Preq, and the power command value Pchg * The charger 94 is controlled so that electric power is supplied from the commercial power source 92 to the hybrid vehicle 20 (step S140), and this routine ends. By such processing, it is possible to quickly start supplying the required vehicle power Preq from the commercial power source 92 to the hybrid vehicle 20.

  When the required vehicle power Preq is equal to or higher than the predetermined power Pref (step S120), it is subsequently checked whether or not the auxiliary battery voltage Vbl is less than the rated voltage Vblr (step S130). When the auxiliary battery voltage Vbl is equal to or higher than the rated voltage Vblr, it is determined that the auxiliary battery 58 does not need to be charged, and the power command value Pchg * is stepped toward the vehicle required power Preq by lower power than the predetermined power Pref. The charger 94 is controlled so that the electric power of the electric power command value Pchg * is supplied from the commercial power source 92 to the hybrid vehicle 20 (step S150), and this routine ends. The predetermined power Pref is the amount of change in power that causes flicker in the commercial power source 92 when the supply of power from the commercial power source 92 to the hybrid vehicle 20 is started. For example, when the required vehicle power Preq is 3.5 kW, the power command value Pchg * changes stepwise by less than 3 kW toward the required vehicle power Preq of 3.5 kW, for example after 0.3 s. It changed to 1.5 kW, 2 kW after 0.6 s, and 3.5 kW after 1.0 s.

  FIG. 4 is an explanatory diagram illustrating an example of a time change of the power command value Pchg * of the comparative example in which the vehicle required power Preq is set to the power command value Pchg * when the vehicle required power Preq is equal to or less than the infrastructure supply power Pinf. FIG. 5 is an explanatory diagram illustrating an example of a time change of the power command value Pchg * of the embodiment when the vehicle required power Preq is equal to or less than the infrastructure supply power Pinf, and FIG. 6 illustrates the vehicle required power Preq as the infrastructure supply power Pinf. It is explanatory drawing which shows an example of the time change of the electric power command value Pchg * of the Example when it exceeds. In the figure, the solid line indicates the power command value Pchg *, the broken line indicates the actual supply power value that is the actual supply power from the commercial power supply 92 to the hybrid vehicle 20, and the alternate long and short dash line indicates the infrastructure supply power Pinf. When the required vehicle power Preq is set to the power command value Pchg * as it is and the charger 94 is controlled so that the power of the power command value Pchg * is supplied from the commercial power source 92 to the hybrid vehicle 20, as shown in FIG. In some cases, the actual power supply value changes suddenly and flicker occurs in the commercial power source 92. In the embodiment, as shown in FIGS. 5 and 6, the power command value Pchg * is set so as to change stepwise toward the vehicle required power Preq by less than the predetermined power Pref, and the power of the power command value Pchg * is Since the charger 94 is controlled so as to be supplied from the commercial power source 92 to the hybrid vehicle 20, a change in the actual supply power when supplying power from the commercial power source 92 to the hybrid vehicle 20 can be moderated. The occurrence of flicker in the power source 92 can be suppressed.

  When the auxiliary battery voltage Vbl is less than the rated voltage Vblr (step S130), the DC / DC converter 60 is driven at the rated power Pmax for a predetermined time Tref to charge the auxiliary battery 58, and the processing of step S140 is performed. Similarly, the charger 94 is controlled so as to change stepwise toward the vehicle required power Preq by a power smaller than the predetermined power Pref (step S160), and this routine is terminated.

  FIG. 7 is an explanatory diagram showing an example of a time change state of the power command value Pchg * when the vehicle required power Preq exceeds the infrastructure supply power Pinf and the auxiliary battery voltage Vbl is less than the rated voltage Vblr in the embodiment. It is. Since the DC / DC converter 60 is driven with the rated power Pmax immediately after the charging is started, the auxiliary battery 58 can be charged more quickly. Further, the power command value Pchg * is set so as to change stepwise toward the vehicle required power Preq by a power smaller than the predetermined power Pref, and the charger 94 is supplied so that the power of the power command value Pchg * is supplied to the hybrid vehicle 20. By controlling this, it is possible to moderate the change in the actual power supply value when supplying power from the commercial power source 92 to the hybrid vehicle 20, and to suppress the occurrence of flicker in the commercial power source 92.

  After driving DC / DC converter 60 at rated power Pmax, DC / DC converter 60 may be driven at rated power Pmax until voltage Vbl between terminals of auxiliary battery 58 exceeds predetermined voltage Vbref. The DC / DC converter 60 may be controlled such that the inter-terminal voltage Vbl of the auxiliary battery 58 becomes the predetermined voltage Vref after a predetermined time (for example, 1 second, 2 seconds, 3 seconds, etc.) elapses.

  Furthermore, when the charging time tchg has elapsed since the start of power supply from the commercial power source 92 to the hybrid vehicle 20, as shown in FIGS. 5 to 7, the predetermined power Pref toward the vehicle required power Preq of 0 is obtained. It is assumed that the charger 94 is controlled such that electric power is supplied from the commercial power supply 92 to the hybrid vehicle 20 with the electric power command value Pchg * that decreases step by step with smaller electric power. By such processing, the occurrence of flicker when power supply from the commercial power source 92 to the hybrid vehicle 20 is terminated can be suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when the vehicle required power Preq is larger than the predetermined power Pref, the power command value Pvhg * that changes stepwise toward the vehicle required power Preq by each smaller power than the predetermined power Pref. Since the charger 94 is controlled so that electric power is supplied from the commercial power source 92 to the hybrid vehicle 20, the occurrence of flicker in the commercial power source 92 can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the vehicle required power Preq is the power obtained by adding the DCDC use power Pdc and the auxiliary machine required power Ph to the HV battery need power Pchg, but the HV battery need power Pchg and DCDC use is used. Either one of the power Pdc and the auxiliary machine required power Ph may be set as the vehicle required power Preq, or any two of the vehicle required power Pchg, the DCDC power use Pdc, and the auxiliary machine required power Ph. May be set as the vehicle required power Preq.

  In the hybrid vehicle 20 of the embodiment, the DC / DC converter 60 is driven at the rated power Pmax when the auxiliary battery voltage Vbl is less than the rated voltage Vblr in the processing of steps S120, S130, S150, and S160. It is good also as what does not perform the process of step S120, S130, S160.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the charger 94 corresponds to a “power supply device”, and the HVECU 70 and the battery ECU 52 correspond to a “power supply control device”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of power supply control devices.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 Inverter, 50 HV battery, 51 Battery pack, 51a, 99a Voltage sensor, 51b Current sensor, 52 Battery electronic control unit (battery ECU), 54a High voltage system power line, 56 Boost converter, 57 Air conditioner (A) / C), 58 Auxiliary battery, 59a Low voltage system power line, 60 DC / DC converter, 62 Auxiliary machine, 70 Hybrid electronic control unit (HVECU), 80 Ignition switch, 81 Shift lever, 2 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 power cable, 90a CCID relay, 92 commercial power supply, 94 charger, 94a charging power line , 96 conversion circuit, 98 sub DC / DC converter, CHRG1 to CHRG4, charging relay, CN connector, D11 to D16 diode, IN inlet, L reactor, MG1, MG2 motor, SMR1, SMR2 system main relay, R resistor, T11 to T16, T21 to T26, T31, T32 transistors.

Claims (1)

A power supply control device that controls a power supply device that controls power supply from a commercial power source to a vehicle,
When the vehicle required power change amount, which is a change amount of the vehicle required power required by the vehicle, is greater than or equal to a predetermined change amount that is a change amount of power that causes flicker in the commercial power source, the predetermined power toward the vehicle required power is obtained. The power supply control device, wherein the power supply device is controlled so that power is supplied from the commercial power supply to the vehicle with a power command value that changes stepwise with a change amount smaller than a power change amount.

Images