JP2016226110A - Charging control device for vehicle - Google Patents

Charging control device for vehicle Download PDF

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JP2016226110A
JP2016226110A JP2015108585A JP2015108585A JP2016226110A JP 2016226110 A JP2016226110 A JP 2016226110A JP 2015108585 A JP2015108585 A JP 2015108585A JP 2015108585 A JP2015108585 A JP 2015108585A JP 2016226110 A JP2016226110 A JP 2016226110A
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charging
vehicle
contactor
voltage sensor
failure
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JP6503893B2 (en
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淑 佐々木
Yoshi Sasaki
淑 佐々木
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Mitsubishi Motors Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a charging control device of a vehicle for, even when a cell voltage sensor brakes down, enabling the vehicle to travel without the occurrence of over-discharge or over-charge.SOLUTION: The charging control device of a vehicle includes: a plurality of battery cells 6 configuring an on-vehicle battery unit 5; a charging circuit for connecting each battery cell 6 to a charging port; a contactor 2 for charging for switching the cut-off state and connection state of the charging circuit; a voltage sensor 10 for a contactor to be used for the failure detection of the contactor 2 for charging; a plurality of voltage sensors 7 for cells for measuring the voltage of each battery cell 6; and failure detection means for detecting the failure of each voltage sensor 7 for cells. When the failure of any voltage sensor 7 for cells is detected by the failure detection means, the contactor 2 for charging is turned on, and the voltage values of the plurality of battery cells 6 are measured by the voltage sensor 10 for the contactor, and the charging/discharging control of the battery unit 5 is performed on the basis of the measured values.SELECTED DRAWING: Figure 1

Description

本発明は、車両の充電制御装置に関する。   The present invention relates to a charging control device for a vehicle.

従来、急速充電用コネクタを備えたプラグインハイブリッド車両や電気自動車等において、電力を蓄えるための電池ユニットを備えた組電池が一般的に用いられている。電池ユニットは複数のセルと呼ばれる単位電池で構成されており、組電池にはセル毎に電圧を検知するセル電圧センサが設けられている。電池ユニットの充放電制御は、各セル電圧センサからの検知信号に基づいて制御手段であるＥＣＵが行っている。   Conventionally, an assembled battery including a battery unit for storing electric power is generally used in a plug-in hybrid vehicle, an electric vehicle, or the like provided with a quick charging connector. The battery unit is composed of unit batteries called a plurality of cells, and the assembled battery is provided with a cell voltage sensor that detects a voltage for each cell. The charge / discharge control of the battery unit is performed by an ECU as a control means based on a detection signal from each cell voltage sensor.

このような組電池の故障診断として、個別のセル電圧とセルの総電圧とに基づいて故障診断を行う技術が知られている（例えば「特許文献１」参照）。また、故障前のセル電圧分布と故障後のセル電圧分布とに基づいて電圧を推定する技術が知られている（例えば「特許文献２」参照）。   As such an assembled battery failure diagnosis, a technique for performing failure diagnosis based on individual cell voltages and total cell voltages is known (see, for example, “Patent Document 1”). Further, a technique for estimating a voltage based on a cell voltage distribution before a failure and a cell voltage distribution after a failure is known (see, for example, “Patent Document 2”).

特開２００３−１３４６７５号公報JP 2003-134675 A 特許第３６９８０８９号公報Japanese Patent No. 3698089

上述の構成において、セル電圧センサが故障するとそのセルの電圧が不明となるため、過充電によるバッテリパックの発火等の不具合発生を防止すべく充電を行うことが禁止される。そして、セル電圧センサの故障がユーザに報知され、故障を認識したユーザは放電のみが行われるバッテリパックによって、修理を行うべくディーラまで走行することとなる。しかし、残充電量が少なくなった場合にはディーラに到達できない場合がある。
本発明は上述の問題点を解決し、セル電圧センサが故障した場合であっても、過放電や過充電を発生させることなく車両を走行させることが可能な車両の充電制御装置の提供を目的とする。 In the above-described configuration, when the cell voltage sensor fails, the voltage of the cell becomes unclear, so that charging is prohibited to prevent problems such as ignition of the battery pack due to overcharging. Then, the user is notified of the failure of the cell voltage sensor, and the user who has recognized the failure travels to the dealer for repair using the battery pack that is only discharged. However, when the remaining charge amount decreases, the dealer may not be reached.
The present invention solves the above-described problems and provides a vehicle charge control device that can drive a vehicle without causing overdischarge or overcharge even when a cell voltage sensor fails. And

請求項１記載の発明は、車載の電池ユニットを構成する複数の電池セルと、外部電源に接続された充電コネクタが接続可能な車両側の充電口と、前記充電口と前記各電池セルとの間を接続する充電回路と、前記充電回路の遮断状態と接続状態とを切り替える充電用コンタクタと、前記充電用コンタクタの故障検出用に用いられるコンタクタ用電圧センサと、前記各電池セルに対応して設けられそれぞれ対応した前記電池セルの電圧を測定する複数のセル用電圧センサと、前記各セル用電圧センサの故障を検出する故障検出手段と、前記電池ユニットの充放電制御を行う制御手段とを備え、前記制御手段は、前記故障検出手段により何れかの前記セル用電圧センサの故障が検出された際に、前記充電回路が接続状態となるよう前記充電用コンタクタをオンさせて前記コンタクタ用電圧センサにより前記複数の電池セルの電圧値を測定し、この測定値に基づいて前記電池ユニットの充放電制御を行うことを特徴とする。   The invention described in claim 1 includes a plurality of battery cells constituting an in-vehicle battery unit, a vehicle-side charging port to which a charging connector connected to an external power source can be connected, the charging port, and each of the battery cells. A charging circuit that connects between the charging circuit, a contactor for charging that switches between a blocking state and a connecting state of the charging circuit, a voltage sensor for contactor that is used for detecting a failure of the charging contactor, and each battery cell A plurality of cell voltage sensors that measure the voltage of the corresponding battery cells provided, a failure detection unit that detects a failure of each of the cell voltage sensors, and a control unit that performs charge / discharge control of the battery unit. And the control means is configured to cause the charging circuit to be in a connected state when a failure of any of the cell voltage sensors is detected by the failure detection means. The motor turns on measuring the voltage values of the plurality of battery cells by a voltage sensor wherein the contactor, and performs charge and discharge control of the battery unit on the basis of the measured value.

請求項２記載の発明は、請求項１記載の車両の充電制御装置において、さらに前記セル用電圧センサの故障が検出された際、前記制御手段は前記充電用コンタクタのオンを前記車両が所定車速以上で走行中にのみ行うことを特徴とする。   According to a second aspect of the present invention, in the vehicle charging control apparatus according to the first aspect, when the failure of the voltage sensor for the cell is further detected, the control means turns on the contactor for charging and the vehicle has a predetermined vehicle speed. The above is performed only during traveling.

請求項３記載の発明は、請求項１または２記載の車両の充電制御装置において、さらに前記制御手段は、前記セル用電圧センサの故障が検出されて前記充電用コンタクタをオンした際に、正常な前記セル用電圧センサの測定値と前記コンタクタ用電圧センサで測定した複数の前記電池セルの総電圧値とにより故障が検出された前記セル用電圧センサの正常測定値を推定し、この推定値に基づいて前記充放電制御を行うことを特徴とする。   According to a third aspect of the present invention, in the vehicle charge control device according to the first or second aspect, the control means is normal when a failure of the cell voltage sensor is detected and the charge contactor is turned on. A normal measurement value of the cell voltage sensor in which a failure is detected is estimated based on the measured value of the cell voltage sensor and a total voltage value of the plurality of battery cells measured by the contactor voltage sensor. The charge / discharge control is performed based on the above.

請求項４記載の発明は、請求項１から３までの何れか一つに記載の車両の充電制御装置において、さらに前記制御手段は、さらに前記充電用コンタクタの抵抗値及び充電回路の抵抗値に基づいて前記充放電制御を行うことを特徴とする。   According to a fourth aspect of the present invention, in the vehicle charging control device according to any one of the first to third aspects, the control means further sets the resistance value of the charging contactor and the resistance value of the charging circuit. Based on this, the charge / discharge control is performed.

本発明によって、電圧センサが故障した場合でも車両を安全に走行させることができると共に、過充電や過放電の発生による電池セルの故障を防止することができる。   According to the present invention, it is possible to drive the vehicle safely even when the voltage sensor fails, and to prevent a battery cell failure due to the occurrence of overcharge or overdischarge.

本発明の一実施形態に用いられる車両の充電制御装置の概略図である。It is the schematic of the charge control apparatus of the vehicle used for one Embodiment of this invention. 本発明の一実施形態に用いられるＥＣＵの制御ブロック図である。It is a control block diagram of ECU used for one Embodiment of this invention. 本発明の一実施形態における動作を説明するフローチャートである。It is a flowchart explaining the operation | movement in one Embodiment of this invention.

図１は、本発明の一実施形態に用いられる車両の充電制御装置を示す概略図である。本発明が適用可能な車両は、急速充電用コネクタ１を備えた電気自動車またはプラグインハイブリッド自動車である。充電コネクタとしての急速充電用コネクタ１は図示しない車体に設けられており、急速充電が行われる際に急速充電用プラグが装着される。急速充電用コネクタ１には急速充電用コンタクタ２が接続されており、急速充電用コンタクタ２は急速充電用コネクタ１に急速充電用プラグが装着された際にオンされる。急速充電用コンタクタ２は組電池３に接続されており、組電池３は車両のモータやインバータ等の駆動に基づいた高電圧負荷４に対して電力を供給する。   FIG. 1 is a schematic diagram showing a vehicle charge control device used in an embodiment of the present invention. The vehicle to which the present invention is applicable is an electric vehicle or a plug-in hybrid vehicle provided with the quick charging connector 1. The quick charging connector 1 as a charging connector is provided on a vehicle body (not shown), and a quick charging plug is attached when the quick charging is performed. A quick-charge contactor 2 is connected to the quick-charge connector 1, and the quick-charge contactor 2 is turned on when a quick-charge plug is attached to the quick-charge connector 1. The contactor 2 for quick charging is connected to an assembled battery 3, and the assembled battery 3 supplies electric power to a high voltage load 4 based on driving of a vehicle motor, an inverter, or the like.

組電池３は電池ユニット５が配設されることで構成され、電池ユニット５は複数の電池セルであるセル６と呼ばれる単位電池により構成されている。各セル６にはそれぞれ所定の電圧まで充電可能であり、この所定電圧（例えば５Ｖ）にセル数（例えば８０個）を乗じた値（４００Ｖ）が電池ユニット５の総電圧となる。各セル６には、それぞれ各セル６の電圧を検知するセル用電圧センサとしての電池電圧センサ７が接続されている。また組電池３には、電池ユニット５に接続され電池ユニット５の充放電制御を行うための複数のバッテリコンタクタ８及び電流センサ９が接続されている。さらに組電池３の内部には、本発明の特徴部である、コンタクタ用電圧センサである急速充電用コンタクタ２の故障検出用電圧センサ１０が配設されている。故障検出用電圧センサ１０は急速充電用コンタクタ２の端子に接続されており、急速充電用コンタクタ２がオンして閉じた際にその電圧を測定する。   The assembled battery 3 is configured by disposing a battery unit 5, and the battery unit 5 is configured by a unit battery called a cell 6 that is a plurality of battery cells. Each cell 6 can be charged up to a predetermined voltage, and a value (400 V) obtained by multiplying the predetermined voltage (for example, 5 V) by the number of cells (for example, 80) is the total voltage of the battery unit 5. Each cell 6 is connected to a battery voltage sensor 7 as a cell voltage sensor for detecting the voltage of each cell 6. The battery pack 3 is connected to a plurality of battery contactors 8 and a current sensor 9 that are connected to the battery unit 5 and perform charge / discharge control of the battery unit 5. Further, a failure detection voltage sensor 10 of the rapid charging contactor 2 which is a contactor voltage sensor, which is a feature of the present invention, is disposed inside the assembled battery 3. The failure detection voltage sensor 10 is connected to the terminal of the quick charge contactor 2 and measures its voltage when the quick charge contactor 2 is turned on and closed.

図２は、本発明の一実施形態に用いられる、図１に示した車両の充電制御装置における電池ユニット５の充放電制御を行うための制御手段であるＥＣＵのブロック図を示している。図示しないＣＰＵ、ＲＯＭ、ＲＡＭ等を有する周知のマイクロコンピュータからなるＥＣＵ１１は図示しない車体に設けられている。ＥＣＵ１１には、上述した急速充電用コンタクタ２、各電池電圧センサ７、各バッテリコンタクタ８、故障検知用電圧センサ１０の他、車両が走行中であるのか停止しているのかを判断するための車速センサ１２が接続されている。   FIG. 2 shows a block diagram of an ECU, which is a control means for performing charge / discharge control of the battery unit 5 in the vehicle charge control apparatus shown in FIG. 1 used in one embodiment of the present invention. ECU11 which consists of a well-known microcomputer which has CPU, ROM, RAM, etc. which are not shown in figure is provided in the vehicle body which is not shown in figure. The ECU 11 includes a vehicle speed for determining whether the vehicle is running or stopped in addition to the above-described rapid charging contactor 2, each battery voltage sensor 7, each battery contactor 8, and the failure detection voltage sensor 10. A sensor 12 is connected.

上述した構成における本発明の動作を、図３に示すフローチャートに基づいて説明する。
先ず、ＥＣＵ１１は電池電圧センサ７が故障であると判断すると（ＳＴ０１）、車速センサ１２からの情報に基づいて車両が走行中であるか否かを判断する（ＳＴ０２）。電池電圧センサ７が故障であるか否かの判断は、各セル６の電圧が設定された値に達していない場合にその達していないセル６に対応した電池電圧センサ７を故障と見なす。ここでは、1個の電池電圧センサ７に故障が生じていると判断されるものとする。そして車両が走行中である場合、ＥＣＵ１１は急速充電用コンタクタ２に動作指令を送りこれを強制的にオンさせる（ＳＴ０３）。急速充電用コンタクタ２がオンされると、故障検出用電圧センサ１０により組電池３の総電圧が検出可能となり、ＥＣＵ１１はこの総電圧を読み取る（ＳＴ０４）と共に各電池電圧センサ７により計測された各セル６の電圧を読み取る（ＳＴ０５）。 The operation of the present invention in the above configuration will be described based on the flowchart shown in FIG.
First, when the ECU 11 determines that the battery voltage sensor 7 is malfunctioning (ST01), it determines whether or not the vehicle is running based on information from the vehicle speed sensor 12 (ST02). The determination as to whether or not the battery voltage sensor 7 is faulty is considered that the battery voltage sensor 7 corresponding to the cell 6 that has not reached the failure when the voltage of each cell 6 has not reached the set value. Here, it is assumed that a failure has occurred in one battery voltage sensor 7. When the vehicle is running, the ECU 11 sends an operation command to the quick charge contactor 2 to forcibly turn it on (ST03). When the quick charge contactor 2 is turned on, the total voltage of the assembled battery 3 can be detected by the failure detection voltage sensor 10, and the ECU 11 reads the total voltage (ST04) and measures each of the battery voltage sensors 7 to measure each voltage. The voltage of the cell 6 is read (ST05).

次にＥＣＵ１１は、読み取った総電圧から組電池３の総電圧を推定（ここでは読み取った総電圧＝組電池３の推定総電圧とする）する。そしてＥＣＵ１１は、この推定総電圧値に基づき、電池ユニット5の充放電制御を行う。具体的には、ＥＣＵ１１は、この推定総電圧から各電池電圧センサ７により計測された電圧の合計を差し引く。例えば推定総電圧が４００Ｖであって各電池電圧センサ７により計測された電圧の合計である実測総電圧が３９５Ｖの場合には、実測総電圧が推定総電圧に対して５Ｖ足りないことから、故障した電池電圧センサ7に対応したセル６の正常に測定された場合の正常測定値は５Ｖであると推定できる（ＳＴ０６）。このように電池電圧センサ７が故障している場合には、ＥＣＵ１１は実測総電圧に対して推定された正常測定値の５Ｖを上乗せした形で電池ユニット５の充放電制御を行う（ＳＴ０７）と共に、推定した正常測定値及び故障が検出されない電池電圧センサ7の実測値に基づき各セル６に対する個々の充放電制御を行う。また、図示しないディスプレイに組電池3に異常があることを表示させる。これにより運転者に不具合が報告されて運転者がディーラへと向かう際に、ＥＣＵ１１が充放電制御を行うことで過充電や過放電の発生が防止され、運転者は車両を安全に走行させることができる。   Next, the ECU 11 estimates the total voltage of the assembled battery 3 from the read total voltage (here, the read total voltage = the estimated total voltage of the assembled battery 3). Then, the ECU 11 performs charge / discharge control of the battery unit 5 based on the estimated total voltage value. Specifically, the ECU 11 subtracts the total voltage measured by each battery voltage sensor 7 from the estimated total voltage. For example, when the estimated total voltage is 400 V and the measured total voltage, which is the total of the voltages measured by the battery voltage sensors 7, is 395 V, the measured total voltage is less than 5 V with respect to the estimated total voltage, so that It can be estimated that the normal measurement value of the cell 6 corresponding to the battery voltage sensor 7 measured normally is 5 V (ST06). Thus, when the battery voltage sensor 7 is out of order, the ECU 11 performs charge / discharge control of the battery unit 5 in the form of adding 5V of the normal measurement value estimated with respect to the measured total voltage (ST07). Then, individual charge / discharge control for each cell 6 is performed based on the estimated normal measurement value and the actual measurement value of the battery voltage sensor 7 in which no failure is detected. In addition, a display (not shown) displays that the assembled battery 3 is abnormal. As a result, when the malfunction is reported to the driver and the driver goes to the dealer, the ECU 11 performs charge / discharge control to prevent overcharge and overdischarge, and the driver can drive the vehicle safely. Can do.

上記実施形態において、各セル６に対応した複数個の電池電圧センサ７が故障している場合には、ＥＣＵ１１はその個数に応じて安全性を考慮して充放電制御を行う。例えば実測総電圧が３７０Ｖで６個の電池電圧センサ７が故障していると判断された場合には、ＥＣＵ１１は８０個の各セル６に対して５Ｖの６０〜８０％程度である３〜４Ｖの電圧となるように充放電制御を行う。すなわち、総電圧が４００Ｖの６０〜８０％である２４０Ｖ〜３２０Ｖとなるように充放電制御を行う。これにより、各セル６が過充電となることを確実に防止することができる。   In the above embodiment, when a plurality of battery voltage sensors 7 corresponding to each cell 6 are out of order, the ECU 11 performs charge / discharge control in consideration of safety in accordance with the number. For example, when it is determined that the measured total voltage is 370 V and the six battery voltage sensors 7 are out of order, the ECU 11 sets 3 to 4 V, which is about 60 to 80% of 5 V for each of the 80 cells 6. Charge / discharge control is performed so that That is, charge / discharge control is performed so that the total voltage is 240V to 320V, which is 60% to 80% of 400V. Thereby, each cell 6 can be reliably prevented from being overcharged.

次に、ＥＣＵ１１は車両が停止したか否かを車速センサ１２からの情報に基づいて判断する（ＳＴ０８）。そして、車両が完全に停止したと判断されると、急速充電用コンタクタ２をオフさせて（ＳＴ０９）一連の動作を完了する。   Next, the ECU 11 determines whether or not the vehicle has stopped based on information from the vehicle speed sensor 12 (ST08). When it is determined that the vehicle has completely stopped, the quick charge contactor 2 is turned off (ST09) to complete a series of operations.

上述の構成によれば、電池電圧センサ７が故障した際にＥＣＵ１１が急速充電用コンタクタ２をオンさせて総電圧値を推定し、この推定値に基づいて電池ユニット５の充放電制御を行う。これにより、過充電や過放電の発生を防止して車両を安全に走行させることができると共に、電池ユニット５の故障を防止することができる。   According to the above configuration, when the battery voltage sensor 7 fails, the ECU 11 turns on the quick charge contactor 2 to estimate the total voltage value, and performs charge / discharge control of the battery unit 5 based on the estimated value. Accordingly, it is possible to prevent the overcharge and overdischarge from occurring and to drive the vehicle safely, and to prevent the battery unit 5 from malfunctioning.

また上述の構成によれば、さらに故障が検出された電池電圧センサ７に対応したセル６の正常測定値を推定し、推定した正常測定値及び故障が検出されない電池電圧センサ7の実測値に基づき各セル６に対する個々の充放電制御を行うことができるので、電池電圧センサ７の故障時であっても充放電制御の精度低下を防止することができる。   Further, according to the above-described configuration, the normal measurement value of the cell 6 corresponding to the battery voltage sensor 7 in which a failure is further detected is estimated, and based on the estimated normal measurement value and the actual measurement value of the battery voltage sensor 7 in which no failure is detected. Since individual charge / discharge control for each cell 6 can be performed, it is possible to prevent a decrease in accuracy of the charge / discharge control even when the battery voltage sensor 7 is in failure.

上記実施形態では、図３のステップＳＴ０３において、単に車両が走行中である場合に急速充電用コンタクタ２をオンさせているが、車両が低速で移動している場合には急速充電用コンタクタ２に誤って接触することで感電する虞がある。そこで、本発明の変形例として、車両が所定車速である例えば２０ｋｍ／ｈ以上の速度で走行中にのみ急速充電用コンタクタ２をオンさせる構成とすることにより、上述した問題点の発生を確実に防止することができる。   In the above embodiment, in step ST03 of FIG. 3, the quick charge contactor 2 is turned on only when the vehicle is running. However, when the vehicle is moving at a low speed, the quick charge contactor 2 is turned on. There is a risk of electric shock from accidental contact. Therefore, as a modified example of the present invention, the configuration in which the contactor 2 for rapid charging is turned on only while the vehicle is traveling at a predetermined vehicle speed, for example, at a speed of 20 km / h or more, ensures the occurrence of the above-described problems. Can be prevented.

上記実施形態では、急速充電用コンタクタ２の抵抗値及び充電回路の抵抗値を考えずにＥＣＵ１１が電池ユニット５の充放電制御を行う例を示した。しかし、急速充電用コンタクタ２の抵抗値及び充電回路の抵抗値をそれぞれ予め実測しておき、これを考慮して補正を掛けた上でＥＣＵ１１が電池ユニット５の充放電制御を行うことにより、さらに正確な充放電制御を行うことができる。   In the above embodiment, an example in which the ECU 11 performs charge / discharge control of the battery unit 5 without considering the resistance value of the quick charge contactor 2 and the resistance value of the charging circuit has been described. However, when the resistance value of the contactor 2 for quick charging and the resistance value of the charging circuit are respectively measured in advance and corrected in consideration of this, the ECU 11 performs charge / discharge control of the battery unit 5. Accurate charge / discharge control can be performed.

具体的には、上記実施形態では故障検出用電圧センサ１０で測定した測定値を組電池３の総電圧として推定したが、これに限られず、故障検出用電圧センサ１０で測定した測定値に対し、急速充電用コンタクタ２の抵抗値及び充電回路の抵抗値に応じた補正を行い、当該補正後の値を組電池３の総電圧として推定する構成としてもよい。これにより、過充電や過放電の発生をより一層防止して車両を安全に走行させることができると共に、電池ユニット５の故障を確実に防止することができる。   Specifically, in the above embodiment, the measurement value measured by the failure detection voltage sensor 10 is estimated as the total voltage of the assembled battery 3, but the measurement value is not limited to this, and the measurement value measured by the failure detection voltage sensor 10 is The correction may be performed in accordance with the resistance value of the quick charging contactor 2 and the resistance value of the charging circuit, and the corrected value may be estimated as the total voltage of the assembled battery 3. Thereby, the occurrence of overcharge and overdischarge can be further prevented to allow the vehicle to travel safely, and failure of the battery unit 5 can be reliably prevented.

上記実施形態では、車両の充電装置を急速充電回路に適用した例を示したが、本発明はこれに限定されず、普通充電回路に適用することも可能である。普通充電回路に適用した場合、車両の充電装置は、外部電源に接続された充電コネクタが接続可能な車両側の普通充電口と、普通充電口と複数の電池セルとの間を接続する普通充電回路と、普通充電回路の遮断状態と接続状態とを切り替える普通充電用コンタクタと、普通充電用コンタクタの故障検出用に用いられるコンタクタ用電圧センサと、各電池セルに対応して設けられそれぞれ対応した電池セルの電圧を測定する複数のセル用電圧センサと、各セル用電圧センサの故障を検出する故障検出手段と、電池ユニットの充放電制御を行う制御手段とを備えることとなる。   In the said embodiment, although the example which applied the charging device of the vehicle to the quick charging circuit was shown, this invention is not limited to this, It is also possible to apply to a normal charging circuit. When applied to a normal charging circuit, the vehicle charging device is connected to a normal charging port on the vehicle side to which a charging connector connected to an external power source can be connected, and a normal charging that connects between the normal charging port and a plurality of battery cells. A normal charging contactor for switching between a circuit, a normal charging circuit cut-off state and a connection state, a contactor voltage sensor used for detecting a failure of the normal charging contactor, and corresponding to each battery cell. A plurality of cell voltage sensors that measure the voltage of the battery cell, a failure detection unit that detects a failure of each cell voltage sensor, and a control unit that performs charge / discharge control of the battery unit are provided.

そしてさらに、普通充電口と複数の電池セルとの間に交流電流を直流電流に変換する電力変換装置を備えることになる。従って、セル用電圧センサの故障が検出された際に、普通充電用コンタクタをオンさせてコンタクタ用電圧センサにより複数の電池セルの電圧値を推定する場合は、電力変換装置に印加される電圧を考慮する必要がある。一方、急速充電回路の場合は回路上に電力変換装置が介装されないため、セル用電圧センサの故障が検出された際にはコンタクタ用電圧センサにより簡単に電池セルの電圧値を推定することができる。   Furthermore, a power conversion device that converts alternating current into direct current is provided between the normal charging port and the plurality of battery cells. Accordingly, when a failure of the cell voltage sensor is detected, when the contactor voltage sensor is turned on and the voltage values of a plurality of battery cells are estimated by the contactor voltage sensor, the voltage applied to the power converter is It is necessary to consider. On the other hand, in the case of a quick charging circuit, since a power conversion device is not interposed on the circuit, when a failure of the cell voltage sensor is detected, the voltage value of the battery cell can be easily estimated by the contactor voltage sensor. it can.

上記実施形態では、制御手段として機能するＥＣＵ１１を一つのみ示した。しかし、本発明の実施形態において、制御手段として機能するＥＣＵは、例えば組電池内ＥＣＵ、充電器システム内ＥＣＵ等、複数設けてもよく、ＥＣＵの数は一つには限定されない。   In the above embodiment, only one ECU 11 that functions as a control unit is shown. However, in the embodiment of the present invention, a plurality of ECUs functioning as control means may be provided, for example, an in-battery ECU, a charger system ECU, etc., and the number of ECUs is not limited to one.

以上、本発明の好ましい実施の形態について説明したが、本発明は上述した特定の実施形態に限定されるものではなく、上述の説明で特に限定していない限り、特許請求の範囲に記載された本発明の趣旨の範囲内において、種々の変形・変更が可能である。本発明の実施の形態に記載された効果は本発明から生じる最も好適な効果を列挙したに過ぎず、本発明による効果は本発明の実施の形態に記載されたものに限定されるものではない。   The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the specific embodiments described above, and is described in the claims unless specifically limited by the above description. Various modifications and changes can be made within the scope of the present invention. The effects described in the embodiments of the present invention are only the most preferable effects resulting from the present invention, and the effects of the present invention are not limited to those described in the embodiments of the present invention. .

１・・・充電コネクタ（急速充電用コネクタ）、２・・・急速充電用コンタクタ、５・・・電池ユニット、６・・・セル（電池セル）、７・・・セル用電圧センサ（電池電圧センサ）、１０・・・コンタクタ用電圧センサ（故障検出用電圧センサ）、１１・・・制御手段（ＥＣＵ） DESCRIPTION OF SYMBOLS 1 ... Charging connector (rapid charging connector), 2 ... Contact for quick charging, 5 ... Battery unit, 6 ... Cell (battery cell), 7 ... Voltage sensor for cells (battery voltage) Sensor), 10 ... voltage sensor for contactor (voltage sensor for failure detection), 11 ... control means (ECU)

Claims (4)

車載の電池ユニットを構成する複数の電池セルと、外部電源に接続された充電コネクタが接続可能な車両側の充電口と、前記充電口と前記各電池セルとの間を接続する充電回路と、前記充電回路の遮断状態と接続状態とを切り替える充電用コンタクタと、前記充電用コンタクタの故障検出用に用いられるコンタクタ用電圧センサと、前記各電池セルに対応して設けられそれぞれ対応した前記電池セルの電圧を測定する複数のセル用電圧センサと、前記各セル用電圧センサの故障を検出する故障検出手段と、前記電池ユニットの充放電制御を行う制御手段とを備え、
前記制御手段は、前記故障検出手段により何れかの前記セル用電圧センサの故障が検出された際に、前記充電回路が接続状態となるよう前記充電用コンタクタをオンさせて前記コンタクタ用電圧センサにより前記複数の電池セルの電圧値を測定し、この測定値に基づいて前記電池ユニットの充放電制御を行う車両の充電制御装置。 A plurality of battery cells constituting an in-vehicle battery unit, a vehicle-side charging port to which a charging connector connected to an external power source can be connected, a charging circuit that connects between the charging port and each of the battery cells; A contactor for charging that switches between a disconnected state and a connected state of the charging circuit, a voltage sensor for a contactor used for detecting a failure of the contactor for charging, and the battery cell corresponding to each of the battery cells. A plurality of cell voltage sensors for measuring the voltage of the cell, failure detection means for detecting a failure of each cell voltage sensor, and control means for performing charge / discharge control of the battery unit,
The control means turns on the charging contactor so that the charging circuit is connected when the failure detecting means detects a failure of any one of the cell voltage sensors, and the contactor voltage sensor A vehicle charge control device that measures voltage values of the plurality of battery cells and performs charge / discharge control of the battery unit based on the measured values. 請求項１記載の車両の充電制御装置において、
前記セル用電圧センサの故障が検出された際、前記制御手段は前記充電用コンタクタのオンを前記車両が所定車速以上で走行中にのみ行うことを特徴とする車両の充電制御装置。 The vehicle charging control device according to claim 1,
When a failure of the cell voltage sensor is detected, the control means turns on the charging contactor only while the vehicle is traveling at a predetermined vehicle speed or higher. 請求項１または２記載の車両の充電制御装置において、
前記制御手段は、前記セル用電圧センサの故障が検出されて前記充電用コンタクタをオンした際に、正常な前記セル用電圧センサの測定値と前記コンタクタ用電圧センサで測定した複数の前記電池セルの総電圧値とにより故障が検出された前記セル用電圧センサの正常測定値を推定し、この推定値に基づいて前記充放電制御を行うことを特徴とする車両の充電制御装置。 In the vehicle charging control device according to claim 1 or 2,
When the failure of the cell voltage sensor is detected and the charging contactor is turned on, the control means has a normal measured value of the cell voltage sensor and a plurality of the battery cells measured by the contactor voltage sensor. A vehicle charge control device that estimates a normal measurement value of the cell voltage sensor in which a failure is detected based on the total voltage value and performs the charge / discharge control based on the estimated value. 請求項１から３までの何れか一つに記載の車両の充電制御装置において、
前記制御手段は、さらに前記充電用コンタクタの抵抗値及び充電回路の抵抗値に基づいて前記充放電制御を行うことを特徴とする車両の充電制御装置。 In the charging control apparatus for a vehicle according to any one of claims 1 to 3,
The vehicle charging control apparatus according to claim 1, wherein the control unit further performs the charge / discharge control based on a resistance value of the charging contactor and a resistance value of the charging circuit.
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