JP2016101032A - Vehicle and control method therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the safety of a vehicle incorporated with a rechargeable battery using power from an external charge device.SOLUTION: In a case where a failure diagnosis for positive pole-side and negative pole-side charging relays is not completed after completing external charging of a battery, a power management ECU of a hybrid vehicle executes a failure diagnosis for the positive pole-side and negative pole-side charging relays (S260-S290) on condition of a contact to a power reception connector being impossible when a system activation instruction is issued (S220-S250), and, depending on a result of the failure diagnosis, shifts the hybrid vehicle to a travel enabled state or travel inhibited state.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle equipped with a battery that can be charged with electric power from an external charging device, and a control method thereof.

  Conventionally, an electric vehicle including a battery connected to a power receiving connector via two relays is known as this type of vehicle (see, for example, Patent Document 1). In this vehicle, the battery can be charged by the electric power from the external charging device by coupling the power feeding connector of the external charging device to the power receiving connector and connecting the two relays. In addition, the vehicle control unit of this vehicle performs relay diagnosis control after the battery charging by the external charging device is completed, and determines whether there is a welding failure or a fusing failure in the two relays.

JP 2013-070465 A

  However, even when external charging for charging the battery with electric power from the external charging device is completed, it is also assumed that the failure diagnosis of the relay to be executed thereafter is not normally completed due to some factor. And when a relay failure due to welding or the like has occurred, a high voltage from the battery may be supplied to the power receiving connector, and that such a state is not grasped in terms of safety. Not necessarily preferred.

  Therefore, the main object of the present invention is to further improve the safety of a vehicle equipped with a battery that can be charged with electric power from an external charging device.

  A vehicle according to the present invention includes a battery, a power receiving connector that is disposed in a charging port provided in the vehicle body and can be coupled to a power feeding connector of an external charging device, an external charging power line that connects the battery and the power receiving connector, In a vehicle comprising: a charging relay provided in the external charging power line; and a failure diagnosing unit that performs a failure diagnosis of the charging relay after completion of external charging for charging the battery with power from the external charging device, The failure diagnosis means is configured such that when the failure diagnosis of the charging relay is not normally completed after the completion of the external charging, when the vehicle system start command is issued, the contact with the power receiving connector is disabled. The failure diagnosis is executed on the condition that the vehicle is in a travelable state or a travel prohibited state in accordance with the result of the failure diagnosis. It is characterized in.

  In this vehicle, external charging for charging the battery with electric power from the external charging device can be performed by coupling the power feeding connector of the external charging device to the power receiving connector and closing the charging relay. The vehicle includes failure diagnosis means for executing failure diagnosis of the charging relay after completion of external charging. If the failure diagnosis means does not complete the charge relay failure diagnosis after the completion of external charging and the vehicle system start command is issued, it is in a condition that the contact with the power receiving connector is not possible. Execute charge relay failure diagnosis. Thus, even when a high voltage from the battery is supplied to the power receiving connector at the time of failure diagnosis due to a failure (closed failure) of the charging relay, it is possible to prevent the user or the like from touching the power receiving connector. Further, the failure diagnosis means shifts the vehicle to a travelable state or a travel prohibited state in accordance with the result of the failure diagnosis executed in response to the system activation command. As a result, it is possible to avoid starting the vehicle in a state where an abnormality (charge relay failure) has occurred. As a result, it is possible to further improve the safety of a vehicle equipped with a battery that can be charged with electric power from the external charging device.

  Further, the failure diagnosis means is configured such that when the system activation command is issued, the failure diagnosis of the charging relay is not normally completed after the completion of the external charging, and the contact with the power receiving connector is possible. When in a state, the user may be informed so as to form a state in which contact with the power receiving connector is impossible. Accordingly, it is possible to more reliably secure a chance of executing a failure diagnosis of the charging relay by more reliably forming a state where the power receiving connector cannot be contacted.

  Further, in the vehicle, when the power feeding connector is coupled to the power receiving connector, contact with the power receiving connector may be disabled.

  The vehicle may further include an openable / closable lid provided at the charging port so as to cover the power receiving connector, and when the lid is closed, contact with the power receiving connector becomes impossible. It may be.

  Further, the vehicle may further include an electric motor capable of outputting driving power and regenerative braking force, a driving device for driving the electric motor, and an electric power line connecting the battery and the driving device. The external charging power line may be connected to the battery in parallel with the power line.

  The external charging device may supply a direct current corresponding to a current command value from the vehicle side from the power feeding connector to the power receiving connector. According to such an external charging device, an appropriate current value corresponding to the state of the battery can be requested from the vehicle side to the external charging device, so that the battery can be quickly charged while protecting the battery. It becomes possible.

The vehicle control method according to the present invention includes a battery, a power receiving connector that is disposed in a charging port provided in the vehicle body and can be coupled to a power feeding connector of an external charging device, and an external charging power that connects the battery and the power receiving connector. A control method for a vehicle comprising a line and a charging relay provided in the external charging power line,
(A) performing failure diagnosis of the charging relay after completion of external charging for charging the battery with electric power from the external charging device;
(B) When the failure diagnosis of the charging relay is not normally completed after the completion of the external charging, when the system start command for the vehicle is issued, the contact with the power receiving connector is impossible. And executing the failure diagnosis on condition that the vehicle is moved to a travelable state or a travel prohibited state according to the result of the failure diagnosis.

  According to this method, it is possible to further improve the safety of a vehicle equipped with a battery that can be charged with electric power from an external charging device.

1 is a schematic configuration diagram showing a vehicle according to the present invention. It is a flowchart which shows an example of the external charge control routine performed in the vehicle by this invention. It is a flowchart which shows an example of the control routine at the time of system starting performed in the vehicle by this invention.

  Next, embodiments for carrying out the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic configuration diagram showing a hybrid vehicle 1 as a vehicle according to the present invention. A hybrid vehicle 1 shown in FIG. 1 is connected to an engine 2, a single pinion planetary gear 3, motors MG1 and MG2 each configured as a synchronous generator motor, a battery 4, and the battery 4, and the motors MG1 and MG2 A power control device (hereinafter referred to as “PCU”) 5 for driving the vehicle and an air conditioner 6 for performing air conditioning in the passenger compartment.

  The engine 2 is an internal combustion engine that generates power by explosion combustion of a mixture of hydrocarbon fuel such as gasoline and light oil and air, and is controlled by an engine electronic control unit (not shown). Hereinafter, the “electronic control unit” is referred to as “ECU”. Planetary gear 3 includes a sun gear (first element) connected to the rotor of motor MG1, and a ring gear (second gear) connected to drive shaft DS and connected to the rotor of motor MG2 via a reduction gear or transmission (not shown). Element) and a planetary carrier (third element) that rotatably supports a plurality of pinion gears and is coupled to a crankshaft (output shaft) of the engine 2 via a damper (not shown). The drive shaft DS is connected to the left and right wheels (drive wheels) DW via a gear mechanism and a differential gear (not shown).

  Motor MG1 mainly operates as a generator that is driven by engine 2 that is operated under load to generate electric power, and motor MG2 mainly includes at least one of electric power from battery 4 and electric power from motor MG1. The regenerative braking force is output when the hybrid vehicle 1 is braked. Motors MG1 and MG2 exchange power with battery 4 via PCU5.

  The battery 4 is, for example, a lithium ion secondary battery or a nickel hydride secondary battery having a rated output voltage of 200 to 300V. The positive terminal of the battery 4 is connected to the positive power line PL1 via the positive system main relay SMRB, and the negative terminal of the battery 4 is connected to the negative power line NL1 via the negative system main relay SMRG. Is done. Further, the battery 4 is provided with a voltage sensor 41 that detects a voltage VB between terminals of the battery 4 and a current sensor 42 that detects a current (charge / discharge current) IB flowing through the battery 4.

  The PCU 5 includes an inverter 51 that drives the motor MG1, an inverter 52 that drives the motor MG2, a voltage conversion module (step-up / down converter) 53 that boosts the power from the battery 4, and a plurality of auxiliary devices that step down the power from the battery 4 And a DC / DC converter 54 that supplies power to an auxiliary machine (low voltage) battery (both not shown), inverters 51 and 52, a MGECU 50 that controls the voltage conversion module 53, and the like.

  Each of the inverters 51 and 52 is composed of six transistors and six diodes connected in parallel to each transistor in the opposite direction (both not shown). The six transistors are paired in pairs so as to be on the source side and the sink side with respect to the high-voltage power line HPL and the negative-side power line NL1. In addition, each of the three-phase coils (U-phase, V-phase, W-phase) of electric motors MG1, MG2 is electrically connected to each connection point between the paired transistors. The voltage conversion module 53 includes, for example, two transistors that are insulated gate bipolar transistors (IGBT), two diodes connected in parallel in opposite directions with respect to each transistor, and a reactor (both not shown). One end of the reactor is electrically connected to the positive power line PL1, and the other end of the reactor is electrically connected to the emitter of one transistor (upper arm) and the collector of the other transistor (lower arm). The The collector of the one transistor (upper arm) is electrically connected to the high voltage power line HPL, and the emitter of the other transistor is electrically connected to the negative power line NL1.

  Further, the PCU 5 includes a filter capacitor 56, a smoothing capacitor 58, and voltage sensors 57 and 59. The positive terminal of the filter capacitor 56 is electrically connected to one end of the reactor (positive power line PL1), and the negative terminal of the filter capacitor 56 is electrically connected to the negative power line NL1. Thereby, the voltage on the battery 4 side of the voltage conversion module 53, that is, the pre-boosting voltage VL is smoothed by the filter capacitor 56. The voltage sensor 57 detects the voltage between the terminals of the filter capacitor 56, that is, the pre-boosting voltage VL. The positive terminal of the smoothing capacitor 58 is electrically connected to the collector (high voltage power line HPL) of the one transistor (upper arm), and the negative terminal of the smoothing capacitor 58 is connected to the negative power line NL1 and the other transistor ( It is electrically connected to the emitter of the lower arm. As a result, the boosted voltage VH boosted by the voltage conversion module 53 is smoothed by the smoothing capacitor 58. The voltage sensor 59 detects the voltage across the smoothing capacitor 58, that is, the boosted voltage VH.

  The MGECU 50 is detected by a pre-boosting voltage VL from the voltage sensor 57, a post-boosting voltage VH from the voltage sensor 59, a detection value of a resolver (not shown) that detects the rotational position of the rotors of the motors MG1 and MG2, and a current sensor (not shown). The phase current applied to the motors MG1 and MG2 is input. Based on these input signals, the MGECU 50 generates switching control signals to the respective transistors of the inverters 51 and 52 and the voltage conversion module 53, and performs switching control of the inverters 51 and 52 and the voltage conversion module 53. Further, MGECU 50 calculates the rotational speeds of the rotors of motors MG1 and MG2 based on the detected value of the resolver.

  The air conditioner 6 includes a heat pump unit having a compressor for sucking and compressing refrigerant, a plurality of heat exchangers, and the like, an air conditioning ECU for controlling the heat pump unit, and the like (all not shown). The compressor of the heat pump unit is configured as an electric inverter compressor having an inverter connected to the battery 4 via the positive power line PL1 and the negative power line NL1, and an AC motor driven by the inverter. Therefore, the electric power of the battery 4 is also supplied to the compressor of the air conditioner 6.

  As shown in FIG. 1, hybrid vehicle 1 includes a power management ECU (hereinafter referred to as “PMECU”) 70 connected to an engine ECU, a battery ECU, MGECU 50, and the like via a network (CAN). The PM ECU 70 inputs signals from a plurality of ECUs and signals from various sensors. For example, the PM ECU 70 inputs the engine rotation speed from the engine ECU, the rotation speeds of the motors MG1 and MG2 from the MGECU 50, and the like. The PM ECU 70 also includes, for example, a system start signal (system start command) from a start switch (ignition switch) 71, an accelerator pedal position sensor that detects an accelerator opening (accelerator pedal depression amount) Acc, and a vehicle speed that detects a vehicle speed V. A signal from a sensor or the like is input. Further, the PM ECU 70 inputs signals from the voltage sensor 41 and current sensor 42 of the battery 4, a temperature sensor (not shown), etc., and the SOC (charge ratio) of the battery 4 based on the voltage VB between terminals, the charge / discharge current IB and the like. The allowable charge power Win, the allowable discharge power Wout, etc. are calculated.

  The PM ECU 70 executes overall vehicle control including travel control of the hybrid vehicle 1 based on the input signal as described above. In addition, the PM ECU 70 controls opening and closing of the positive and negative system main relays SMRB and SMRG described above. When the positive and negative system main relays SMRB and SMRG are closed (turned on) by the PM ECU 70, the battery 4 and the PCU 5 are connected, and when both the relays SMRB and SMRG are opened (turned off) by the PM ECU 70, the battery 4 is connected. And PCU 5 are disconnected (blocked).

  A dashboard (not shown) of the hybrid vehicle 1 is provided with a meter unit 8 having a speedometer, a fuel gauge, a battery remaining amount indicator, a plurality of indicators, a warning lamp, and the like and controlled by the meter ECU 80. The meter ECU 80 exchanges information with the engine ECU, the battery ECU, the MGECU 50, and the like via the network and inputs signals from various sensors, and executes display control of the meter unit 8 based on these information and the like. The above-described ECUs 50, 70, 80, etc. are each configured as a microcomputer including a CPU (not shown).

  The hybrid vehicle 1 of the present embodiment is configured as a plug-in hybrid vehicle that can charge the battery 4 with electric power from an external charging device 100 installed in a so-called charging stand or parking lot. As shown in FIG. 1, a charging port 9 is provided on the side of the vehicle body of the hybrid vehicle 1. A charging lid (lid) 9 </ b> L is provided at the charging port 9, and a power receiving connector 90 is disposed and can be opened and closed. Is provided. When the charging lid 9L is closed, the power receiving connector 90 is covered with the charging lid 9L, thereby making it impossible to contact the power receiving connector 90 from the outside.

  As shown in FIG. 1, the power receiving connector 90 includes a positive terminal 91 connected to a positive charge power line (external charge power line) PLc and a negative electrode connected to a negative charge power line (external charge power line) NLc. It has a terminal 92 and a signal terminal 93 connected to the communication line. The positive side charging power line PLc connected to the positive terminal 91 has a positive side charging relay CHRB in the middle, and is connected to the positive side power line PL1 between the positive side system main relay SMRB and the PCU5. The negative charge power line NLc connected to the negative terminal 92 has a negative charge relay CHRG in the middle, and is connected to the negative power line NL1 between the negative system main relay SMRG and the PCU5. The Thus, positive and negative charge power lines PLc and NLc are connected to battery 4 in parallel with positive and negative power lines PL1 and NL1 via positive and negative system main relays SMRB and SMRG. The Furthermore, the communication line connected to the signal terminal 93 of the power receiving connector 90 is connected to the PM ECU 70 described above.

  Between the power receiving connector 90 and the positive charge relay CHRB and the negative charge relay CHRG, the voltage supplied from the power receiving connector 90 to the positive charge relay CHRB, that is, the positive charge power line PLc and the negative charge. A relay terminal voltage sensor 95 that detects a voltage between the power line NLc and the power line NLc is installed. In the present embodiment, the relay end voltage sensor 95 does not output an ON signal when the applied voltage is less than a predetermined ON threshold (for example, 50 to 60 V), and the applied voltage exceeds the ON threshold. In this case, an ON signal is output. However, the relay end voltage sensor 95 may be an analog sensor that outputs a voltage value between the positive side charging power line PLc and the negative side charging power line NLc.

  As shown in FIG. 1, the external charging apparatus 100 is connected to the power conversion apparatus 101, the control apparatus 105 that controls the power conversion apparatus 101, and the power conversion apparatus 101 and the control apparatus 105 via a power feeding cable. A power receiving connector 90 of the hybrid vehicle 1 and a power feeding connector 110 that can be detachably coupled are included. The power conversion device 101 includes a rectifier circuit, a transformer, a switching circuit, and the like, and converts AC power supplied from an AC power source such as a commercial power source into DC power. The control device 105 is configured as a microcomputer including a CPU (not shown).

  As shown in FIG. 1, the power supply connector 110 is connected to the positive terminal 111 connected to the positive power supply line of the power supply cable, the negative terminal 112 connected to the negative power supply line of the power supply cable, and the communication line of the power supply cable. And a signal terminal 113 to be connected. The communication line connected to the signal terminal 113 of the power supply connector 110 is connected to the control device 105 of the external charging device 100 as shown in the figure. In addition, the external charging device 100 has a voltage (voltage between the positive-side power supply line and the negative-side power supply line) supplied from the power conversion device 101 to the power supply connector 110, that is, the external charging device 100 (power conversion device 101). A voltage sensor 107 for detecting the supply voltage Vs and a current sensor 108 for detecting the current flowing through the positive-side power supply line, that is, the supply current Is of the external charging device 100 (power conversion device 101) are included. The voltage sensor 107 and the current sensor 108 provide detection values to the control device 105, respectively.

  The power supply connector 110 of the external charging device 100 as described above is coupled to the power receiving connector 90 of the hybrid vehicle 1 that is stopped, and the positive side and the negative side system main relays SMRB and SMRG are closed, and the positive side and the negative side When the side charging relays CHRB and CHRG are closed, the battery 4 can be charged with the electric power from the external charging device 100. In the present embodiment, charging of the battery 4 by the electric power from the external charging device 100 described above, that is, external charging is controlled and managed by the above-described PM ECU 70.

  That is, PM ECU 70 controls opening and closing of positive and negative charge relays CHRB and CHRG in addition to positive and negative system main relays SMRB and SMRG. When the positive and negative charge relays CHRB and CHRG are closed by the PM ECU 70 with the positive and negative system main relays SMRB and SMRG closed (on), the battery 4 and the power receiving connector 90 are connected. Is done. Further, when both relays CHRB and CHRG are opened (turned off), the connection between the battery 4 side and the power receiving connector 90 is released.

  Further, the PM ECU 70 inputs an ON signal from the relay terminal voltage sensor 95 during the execution of the external charging, and communicates with the control device 105 of the external charging device 100 via the communication line connected to the power receiving connector 90 and the power feeding connector 110. Exchanges command signals and various information. In the present embodiment, the charging port 9 of the hybrid vehicle 1 is provided with a sensor for detecting the open / closed state of the charging lid 9L and a sensor for detecting the coupling state between the power receiving connector 90 and the power feeding connector 110 ( (All are not shown). The PM ECU 70 also receives detection signals from these sensors, and sets a charging lid flag indicating the open / closed state of the charging lid 9L and a connector coupling flag indicating the coupling state between the power receiving connector 90 and the power supply connector 110 based on the input signals. To do. The charging lid flag is set to a value of 1 when the charging lid 9L is opened, and is set to a value of 0 when the charging lid 9L is closed. The connector coupling flag is set to a value of 1 when the power feeding connector 110 is coupled to the power receiving connector 90, and is set to a value of 0 when the power feeding connector 110 is not coupled to the power receiving connector 90.

  FIG. 2 is a flowchart illustrating an example of an external charge control routine executed by the PM ECU 70 of the hybrid vehicle 1. The PM ECU 70 is coupled to the power receiving connector 90 of the hybrid vehicle 1 in which the power feeding connector 110 of the external charging device 100 is stopped. When the positive side and negative side system main relays SMRB and SMRG are closed, the external charging shown in FIG. Start execution of the control routine. At the start of the external charge control routine, the PM ECU 70 first gives a closing command (ON command) to the positive and negative charge relays CHRB and CHRG (step S100), and further, the positive and negative charge relays CHRB and CHRG. The charging relay connection flag Fdc indicating the open / closed state is set to a value 1 (step S110).

  Next, the PM ECU 70 sets a current command value according to the state of the battery 4 (SOC, allowable charging power Win, etc.) using a map or the like created in advance, and the current command value is a vehicle that indicates the state of the hybrid vehicle 1. It transmits to the control apparatus 105 of the external charging device 100 with a status signal (step S120). The control device 105 of the external charging device 100 that has received the current command value or the like from the PM ECU 70 controls the power conversion device 101 so as to output a direct current corresponding to the current command value. As a result, a direct current corresponding to a current command value from the PM ECU 70 is supplied from the power conversion device 101 of the external charging device 100 to the power receiving connector 90 coupled to the power feeding connector 110, and the battery 4 is charged. . As described above, by allowing the external charging device 100 to request an appropriate current value corresponding to the state of the battery 4 from the hybrid vehicle 1 side, the battery 4 can be quickly charged while protecting the battery 4. It becomes.

  After transmitting the current command value or the like in step S120, the PM ECU 70 determines whether or not the SOC of the battery 4 has reached a predetermined target value (for example, 70 to 80%) and charging of the battery 4 has been completed. Determination is made (step S130). PM ECU 70 repeats the processes of steps S120 and S130 until it is determined in step S130 that charging of battery 4 has been completed. When it is determined in step S130 that the charging of the battery 4 is completed, the PM ECU 70 transmits a power supply stop command to the control device 105 of the external charging device 100 and opens both the positive side and negative side charging relays CHRB and CHRG. A command is given (step S140), and external charging of the battery 4 is terminated. In step S140, the PM ECU 70 sets the charging relay connection flag Fdc to the value 0.

  When external charging of the battery 4 is completed in this way, the PM ECU 70 executes failure diagnosis (step S150) of the positive side negative electrode side charging relays CHRB and CHRG. In step S150, the PM ECU 70 first gives a closing command only to the positive charge relay CHRB and determines whether or not a signal from the relay end voltage sensor 95 is input. When the PM ECU 70 that has given a closing command only to the positive charge relay CHRB inputs a signal from the relay end voltage sensor 95, the battery 4 is connected to the relay end voltage sensor 95 via the positive and negative charge relays CHRB and CHRG. The high voltage of is applied. Therefore, in this case, the PM ECU 70 determines that the negative charge relay CHRG is closed due to welding or the like.

  Next, the PM ECU 70 gives an opening command to the positive charging relay CHRB, and then gives a closing command only to the negative charging relay CHRB, and determines whether or not a signal from the relay end voltage sensor 95 is input. When the PM ECU 70 that has given a closing command only to the negative side charging relay CHRG receives a signal from the relay end voltage sensor 95, the battery 4 is connected to the relay end voltage sensor 95 via the positive side and negative side charging relays CHRB and CHRG. The high voltage of is applied. Therefore, in this case, the PM ECU 70 determines that the positive charge relay CHRB is closed due to welding or the like.

  The PM ECU 70 executes the process as described above in step S150, and determines whether at least one of the positive electrode side and negative electrode side charging relays CHRB and CHRG has a closed failure (step S160). When it is determined that at least one of the positive and negative charge relays CHRB and CHRG has a closed failure, the PM ECU 70 executes a fail-safe process and issues a warning display command to turn on a predetermined warning lamp. Is transmitted to the meter ECU 80 (step S170). If it is determined in step S170 that both the positive and negative charge relays CHRB and CHRG are closed, the PM ECU 70 prohibits the hybrid vehicle 1 from traveling for fail-safe. Further, in step S170, when it is determined that either one of the positive electrode side and negative electrode side charge relays CHRB and CHRG is closed, PM ECU 70 may fail to secure the safety of the user in advance because of fail-safe. The hybrid vehicle 1 is prohibited from traveling under defined conditions. After the processing of step S170, the PM ECU 70 sets the charging relay connection flag Fdc to a value 1 (step S180), and ends this routine.

  When it is determined in step S160 that both the positive and negative charge relays CHRB and CHRG are normal, the PM ECU 70 gives an opening command to the positive and negative charge relays CHRB and CHRG, and at the same time the charge relay connection flag Fdc. Is set (maintained) to 0 (step S190), and this routine is terminated. Thereby, when the external charging of the battery 4 is completed and the failure diagnosis of the positive and negative charging relays CHRB and CHRG is normally executed and it is determined that both the relays CHRB and CHRG are normal, the charging is performed. The relay connection flag Fdc is set to the value 0.

  As described above, if failure diagnosis of the positive and negative charge relays CHRB and CHRG is performed after the external charging of the battery 4 is completed, a large current is supplied from the external charging device 100 so that the positive and negative charge relays are supplied. Even if a closed failure due to welding or the like occurs in at least one of CHRB and CHRG, the closed failure can be promptly detected and a fail-safe process can be performed to further improve the safety of the hybrid vehicle 1. However, even after the external charging of the battery 4 with the electric power from the external charging device 100 is completed, after that, for example, a voltage drop of the auxiliary battery, a communication abnormality, at least one of the positive and negative system main relays SMRB and SMRG Such an abnormality may occur. When such an abnormality occurs, it is also assumed that failure diagnosis of the positive and negative charge relays CHRB and CHRG to be executed after completion of external charging, that is, the processing of steps S150 to S190 is not completed normally. The And when the closed failure by welding etc. has generate | occur | produced in at least any one of the positive electrode side and negative electrode side charge relay CHRB, CHRG, the high voltage from the battery 4 may be supplied to the power receiving connector 90, It is not always preferable in terms of safety that the hybrid vehicle 1 starts to travel without such a state being grasped.

  Based on this, in the hybrid vehicle 1, when the brake pedal (not shown) is depressed by the driver and the start switch 71 is operated and the system start signal is output, the PM ECU 70 performs the system start-up control routine shown in FIG. Executed. When the start switch 71 is operated and a system activation signal is output, the PM ECU 70 starts execution of the system activation time control routine of FIG. At the start of the system startup control routine, the PM ECU 70 acquires the value of the above-described charging relay connection flag Fdc (step S200) and determines whether or not the charging relay connection flag Fdc is a value 1 (step S210). .

  If the charge relay connection flag Fdc is 1, the process of step S180 in the charge control routine of FIG. 2 is not executed, and the failure diagnosis of the positive and negative charge relays CHRB and CHRG is not completed normally. Become. For this reason, if it is determined in step S210 that the charge relay connection flag Fdc is a value 1, the PM ECU 70 is in a state in which the hybrid vehicle 1 can execute a failure diagnosis of the positive and negative charge relays CHRB and CHRG. It is determined whether or not (step S220). In step S220, the PM ECU 70 can execute the failure diagnosis based on the charge lid flag indicating the open / closed state of the charge lid 9L and the value of the connector connection flag indicating the connection state between the power receiving connector 90 and the power supply connector 110. It is determined whether or not.

  Here, as described above, when the charging lid 9L is closed, the power receiving connector 90 is covered with the charging lid 9L, thereby making it impossible to contact the power receiving connector 90 from the outside. Therefore, if the charging lid 9L is closed, the user is unlikely to touch the power receiving connector 90 (the positive terminal 91 and the negative terminal 92) to which a high voltage from the battery 4 may be applied. Further, even when the power receiving connector 90 and the power feeding connector 110 are coupled, the user touches the power receiving connector 90 (the positive terminal 91 and the negative terminal 92) to which a high voltage from the battery 4 may be applied. There is very little fear. Conversely, when the charging lid 9L is opened and the power feeding connector 110 is not coupled to the power receiving connector 90, the user touches the power receiving connector 90 (the positive terminal 91 and the negative terminal 92) exposed to the outside. There is a fear.

  Therefore, the PM ECU 70 has a case where the charge lid flag is a value 1 and a connector coupling flag is a value 0, that is, the charging lid 9L is opened and the power supply connector 110 is not coupled to the power receiving connector 90. Then, it is determined that hybrid vehicle 1 is not in a state in which failure diagnosis of positive and negative charge relays CHRB and CHRG can be executed (step S230). Then, the PM ECU 70 transmits a guidance display command to the meter ECU 80 in order to notify the user so as to form a state in which contact with the power receiving connector 90 is impossible (step S240). In response to the guidance display command from the PM ECU 70, the meter ECU 80 displays a warning message (guidance display) such as “Please close the charging lid or connect the power supply connector” at a predetermined location of the meter unit 8. In step S240, after the guidance display command is once transmitted to the meter ECU 80, the PM ECU 70 determines whether or not failure diagnosis of the positive side and negative side charging relays CHRB and CHRG can be executed (step S250). The processes in steps S220 to S240 are repeated until the diagnosis can be executed. If it is determined in step S230 that the charging lid 9L is closed or the power feeding connector 110 is coupled to the power receiving connector 90, the processes in steps S240 and S250 are skipped.

  If PM ECU 70 determines in step S230 or step S250 that hybrid vehicle 1 is in a state in which it is possible to perform failure diagnosis of positive and negative charge relays CHRB and CHRG, failure of positive and negative charge relays CHRB and CHRG. A diagnostic process is executed (step S260). In step S260, the PM ECU 70 performs a process similar to step S150 of FIG. 2 described above after giving closing commands (ON commands) to the positive and negative system main relays SMRB and SMRG. Further, after executing the process of step S260, PM ECU 70 determines whether at least one of the positive electrode side and negative electrode side charge relays CHRB and CHRG has a closed failure (step S270).

  If it is determined in step S270 that at least one of the positive and negative charge relays CHRB and CHRG has a closed failure, the PM ECU 70 performs fail-safe processing in the same manner as in step S170 of FIG. At the same time, a warning display command is transmitted to the meter ECU 80 to turn on a predetermined warning lamp (step S280). That is, also in step S280, when it is determined that both the positive electrode side and negative electrode side charging relays CHRB and CHRG are closed, PM ECU 70 prohibits the traveling of hybrid vehicle 1 for fail-safe. Further, in step S280, when it is determined that either one of the positive electrode side and negative electrode side charging relays CHRB and CHRG has a closed failure, the PM ECU 70 may fail to secure the safety of the user in advance because of failsafe. The hybrid vehicle 1 is prohibited from traveling under defined conditions. Further, after the process of step S280, PM ECU 70 determines whether or not to shift hybrid vehicle 1 to the travelable state according to the result of the failure diagnosis in steps S270 and S280 (step S290). If it is determined in step S270 that both the positive and negative charge relays CHRB and CHRG are normal, the processes in steps S280 and S290 are skipped.

  If it is determined in step S270 that both the positive and negative charge relays CHRB and CHRG are normal, or if it is determined in step S290 that the hybrid vehicle 1 can be shifted to a travelable state, the PM ECU 70 After the opening command is given to the positive and negative charge relays CHRB and CHRG (step S300), the charge relay connection flag Fdc is set to 0 (step S310). Then, the PM ECU 70 transmits a READY lamp lighting command to the meter ECU 80 to indicate that the hybrid vehicle 1 is ready to travel (step S320), and ends this routine. In response to the READY lamp lighting command from the PM ECU 70, the meter ECU 80 lights the READY lamp of the meter unit 8, thereby enabling the hybrid vehicle 1 to travel.

  On the other hand, when it is determined in step S290 that the hybrid vehicle 1 cannot be shifted to the travelable state, the PM ECU 70 ends this routine without executing the processes of steps S300 to S320. In this case, the hybrid vehicle 1 shifts to the travel prohibited state. If it is determined in step S210 that the charge relay connection flag Fdc is 0 and the failure diagnosis of the positive and negative charge relays CHRB and CHRG is normally completed after the external charging of the battery 4 is completed, The PM ECU 70 transmits a READY lamp lighting command to the meter ECU 80 without executing the processing of steps S220 to S310 (step S320), and ends this routine.

  When the system startup control routine as described above is executed, in the hybrid vehicle 1, failure diagnosis of the positive side and negative side charging relays CHRB and CHRG is not normally completed after external charging of the battery 4 is completed. When the start switch 71 is turned on and a system activation command is issued, failure diagnosis of the positive side and negative side charge relays CHRB and CHRG is executed on condition that contact with the power receiving connector 90 is impossible. Is done. As a result, even if a high voltage from the battery 4 is supplied to the power receiving connector 90 at the time of failure diagnosis due to at least one of the positive side and negative side charging relays CHRB and CHRG being closed, the user or the like touches the power receiving connector 90. Can be prevented. Furthermore, the hybrid vehicle 1 shifts to a travelable state or a travel prohibited state according to the result of the fault diagnosis executed in response to the system activation command. As a result, it is possible to avoid starting the traveling of the hybrid vehicle 1 in an abnormal state, that is, in a state where the positive side and negative side charging relays CHRB and CHRG have failed.

  As described above, the hybrid vehicle 1 includes the battery 4, the power receiving connector 90 that is disposed in the charging port 9 provided in the vehicle body and can be coupled to the power feeding connector 110 of the external charging device 100, and the battery 4 and power receiving connector. 90, positive charge side and negative charge power lines PLc, NLc as external charge power lines connecting to 90, a positive charge relay CHRB provided on the positive charge power line PLc, and a negative charge power line NLc. Negative electrode side charging relay CHRG and PMECU 70 as failure diagnosis means for executing failure diagnosis (steps S150 to S170 in FIG. 2) of positive electrode side and negative electrode side charging relays CHRB and CHRG after completion of external charging of battery 4 are included. Further, when the failure diagnosis (steps S150 to S170) of the positive side and negative side charging relays CHRB and CHRG is not normally completed after the external charging of the battery 4 is completed, the PM ECU 70 receives a system start command. On the condition that contact with the power receiving connector 90 is impossible (steps S220 to S250 in FIG. 3), failure diagnosis (steps S260 to S290 in FIG. 3) is executed. Then, the PM ECU 70 shifts the hybrid vehicle 1 to a travelable state or a travel prohibited state according to the result of the failure diagnosis (steps S290 to S320 in FIG. 3). Thereby, it is possible to further improve the safety of the hybrid vehicle 1 equipped with the battery 4 that can be charged by the electric power from the external charging device 100.

  Moreover, in the hybrid vehicle 1, when the system activation command is issued, the failure diagnosis of the positive side and negative side charging relays CHRB and CHRG is not normally completed after the external charging of the battery 4 is completed, and the power receiving connector When the contact with the power receiving connector 90 is possible, a warning message (guidance display) is displayed on the meter unit 8 by the PM ECU 70 and the meter ECU 80 to notify the user to form a state in which the contact with the power receiving connector 90 is impossible. Is displayed. Accordingly, it is possible to more reliably secure a failure diagnosis execution opportunity for the positive side and negative side charging relays CHRB and CHRG so that a state incapable of contacting the power receiving connector 90 is more reliably formed.

  Depending on the configuration of the charging port 9 and the charging lid 9L, a sensor that detects the open / closed state of the charging lid 9L may be omitted. Therefore, in steps S230 and S250 of FIG. 3, even when it is determined that the failure diagnosis of the positive and negative charge relays CHRB and CHRG can be executed only when the power receiving connector 90 and the power supply connector 110 are coupled. Good.

  The hybrid vehicle 1 is a so-called two-motor hybrid vehicle, but it goes without saying that the present invention can be applied to a one-motor hybrid vehicle, a series hybrid vehicle, and an electric vehicle. Furthermore, in the hybrid vehicle 1, the external charging of the battery 4 by the electric power from the external charging device 100 is controlled and managed by the PM ECU 70, but is not limited thereto. That is, the processing related to external charging of the battery 4 including the failure diagnosis of the positive and negative charge relays CHRB and CHRG may be executed by a dedicated ECU other than the PM ECU 70, and is executed in cooperation with the PM ECU 70 and another ECU. May be. In the hybrid vehicle 1, either the positive charge relay CHRB of the positive charge power line PLc or the negative charge relay CHRG of the negative charge power line NLc may be omitted.

  And this invention is not limited to the said embodiment at all, and it cannot be overemphasized that a various change can be made within the range of the extension of this invention. Furthermore, the mode for carrying out the invention described above is merely a specific embodiment of the invention described in the column for solving the problem, and is described in the column for means for solving the problem. It is not intended to limit the elements of the invention.

  INDUSTRIAL APPLICABILITY The present invention can be used in the manufacturing industry of vehicles equipped with a battery that can be charged with electric power from an external charging device.

  DESCRIPTION OF SYMBOLS 1 Hybrid vehicle, 2 Engine, 3 Planetary gear, 4 Battery, 5 Electric power control unit (PCU), 6 Air conditioning apparatus, 8 Meter unit, 9 Charging port, 9L Charging lid, 41, 57, 59, 107 Voltage sensor, 42, 108 current sensor, 50 MGECU, 51, 52 inverter, 53 voltage conversion module, 54 DC / DC converter, 56 filter capacitor, 58 smoothing capacitor, 70 PM ECU, 71 start switch, 80 meter ECU, 90 power receiving connector, 91, 111 positive electrode Terminal, 92, 112 Negative terminal, 93, 113 Signal terminal, 95 Relay terminal voltage sensor, 100 External charging device, 101 Power conversion device, 105 Control device, 110 Power supply connector, CHRB Positive side charging relay, CHRG Negative side charging , DS drive shaft, DW wheel, HPL high voltage power line, MG1, MG2 motor, NL1 negative power line, NLc negative charge power line (external charge power line), PL1 positive power line, PLc positive charge power line (External charging power line), SMRB positive system main relay, SMRG negative system main relay.

Claims (7)

A battery, a power receiving connector disposed in a charging port provided in the vehicle body and connectable to a power feeding connector of an external charging device, an external charging power line connecting the battery and the power receiving connector, and the external charging power line In a vehicle comprising: a charging relay provided; and a failure diagnosing unit that performs failure diagnosis of the charging relay after completion of external charging for charging the battery with electric power from the external charging device,
The failure diagnosing means is in a state in which contact with the power receiving connector is impossible when a system activation command is issued when the failure diagnosis of the charging relay is not normally completed after completion of the external charging. The vehicle is characterized in that the failure diagnosis is executed on the condition that the vehicle is in the state, and the vehicle is shifted to a travelable state or a travel prohibited state according to a result of the failure diagnosis. The vehicle according to claim 1,
When the system activation command is issued, the failure diagnosis means is in a state where failure diagnosis of the charging relay is not normally completed after completion of the external charging and contact with the power receiving connector is possible. In some cases, the vehicle is notified to the user so as to form a state in which contact with the power receiving connector is impossible. The vehicle according to claim 1 or 2,
When the power feeding connector is coupled to the power receiving connector, the vehicle cannot contact the power receiving connector. In the vehicle according to any one of claims 1 to 3,
A lid that can be opened and closed provided at the charging port so as to cover the power receiving connector;
When the lid is closed, contact with the power receiving connector becomes impossible. In the vehicle according to any one of claims 1 to 4,
An electric motor capable of outputting driving power and regenerative braking force;
A driving device for driving the electric motor;
A power line connecting the battery and the driving device;
The external charging power line is connected to the battery in parallel with the power line. In the vehicle according to any one of claims 1 to 4,
The external charging device supplies a direct current corresponding to a current command value from the vehicle side to the power receiving connector coupled to the power feeding connector. A battery, a power receiving connector disposed in a charging port provided in the vehicle body and connectable to a power feeding connector of an external charging device, an external charging power line connecting the battery and the power receiving connector, and the external charging power line A vehicle control method comprising a charging relay provided,
(A) performing failure diagnosis of the charging relay after completion of external charging for charging the battery with electric power from the external charging device;
(B) When the failure diagnosis of the charging relay is not normally completed after the completion of the external charging, when the system start command for the vehicle is issued, the contact with the power receiving connector is impossible. Executing the fault diagnosis on the condition of the condition, and shifting the vehicle to a travelable state or a travel prohibition state according to a result of the fault diagnosis;
A method for controlling a vehicle including:

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