JP2017065340A - Power supply device for vehicle and method of detecting failure of the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve reliability in charging.SOLUTION: A power supply device for a vehicle comprises: an inlet 18 for connection with an external power source 11; an outlet 25 for connection with electric equipment 20; an on-vehicle charger 16 which is provided between the inlet 18 and a high-voltage battery 13 and converts alternating-current power to direct-current power; a V2L inverter 23 which is provided between the outlet 25 and the high-voltage battery 13 and converts direct-current power to alternating-current power; electric conduction lines 17a, 17b connecting the inlet 18 and the on-vehicle charger 16; electric conduction lines 24a, 24b connecting the outlet 25 and the V2L inverter 23; electric conduction lines 40a, 40b connecting the electric conduction lines 17a, 17b and the electric conduction lines 24a, 24b; a relay R3 which is provided on the electric conduction lines 40a, 40b and is switched between a conduction state and a cut-off state; and a controller 41 which switches the relay R3 to the conduction state and detects circuit failure.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle power supply device including an electricity storage device and a failure detection method thereof.

  As electric vehicles that can be charged by an external power source, there are not only electric vehicles that include only an electric motor as a power source, but also hybrid electric vehicles (so-called plug-in hybrid) that include an electric motor and an engine as power sources. These electric vehicles are equipped with on-vehicle chargers that convert AC power into DC power, and at the time of charging, electric power is supplied from an external power source to the electricity storage device via the on-vehicle charger (see Patent Documents 1 and 2). .

JP 2008-289307 A JP 2012-85432 A

  By the way, when a circuit failure such as disconnection, short circuit, charger failure, sensor failure, etc. has occurred in the charging path connecting the external power supply and the electricity storage device, it is difficult to properly charge with the external power supply. become. For this reason, it is required to improve reliability during charging by diagnosing and detecting a circuit failure before charging.

  An object of the present invention is to improve reliability during charging.

  The vehicle power supply device of the present invention is a vehicle power supply device including an electricity storage device, and when the electricity storage device is charged using an external power supply, the inlet to which the external power supply is connected, and the electricity storage device externally An outlet to which the external device is connected when power is supplied to the device; a first power converter provided between the inlet and the power storage device for converting AC power into DC power; and the outlet A second power converter provided between the power storage device and converting DC power into AC power; a first energization path connecting the inlet and the first power converter; the outlet and the second A second energization path connecting the power converter, a third energization path connecting the first energization path and the second energization path, and a conduction state provided in the third energization path; A circuit switch is switched to the disconnection state, switching the circuit switches to a conducting state, having a failure detection unit for detecting a circuit failure.

  A failure detection method for a vehicle power supply device according to the present invention is a failure detection method for a vehicle power supply device including an electricity storage device, and the vehicle power supply device uses an external power supply to charge the electricity storage device. An inlet connected to the external power source, and an outlet connected to the external device when supplying electric power from the power storage device to the external device, and provided between the inlet and the power storage device, A first power converter that converts DC power; a second power converter that is provided between the outlet and the power storage device and converts DC power to AC power; the inlet and the first power converter; A first energization path for connecting the outlet, a second energization path for connecting the outlet and the second power converter, and a third for connecting the first energization path and the second energization path. A power supply device for a vehicle having an electrical path and a circuit switch that is provided in the third energization path and can be switched between a conduction state and a cutoff state, and that detects a circuit failure by switching the circuit switch to a conduction state A detecting step.

  According to the present invention, since the circuit switch is switched to the conductive state, the first energization path and the second energization path can be connected via the third energization path. Thereby, before connecting an external power supply with respect to an inlet, a circuit failure can be detected and the reliability at the time of charge can be improved.

It is the schematic which shows the vehicle power supply device which is one embodiment of this invention. It is a flowchart which shows an example of the execution procedure of failure diagnosis control. It is a flowchart which shows an example of the execution procedure of failure diagnosis control. It is a flowchart which shows an example of the execution procedure of failure diagnosis control. It is a flowchart which shows an example of the execution procedure of failure diagnosis control. (A)-(d) is explanatory drawing which shows an example of a failure detection pattern. It is the schematic which shows the operating state of the vehicle power supply device in a 1st diagnostic process. It is a figure which shows an example of the diagnostic object and determination criterion in a 1st diagnostic process in list format. It is the schematic which shows the operating state of the vehicle power supply device in a 2nd diagnostic process. It is a figure which shows an example of the diagnostic object and determination criterion in a 2nd diagnostic process in list format. It is the schematic which shows the operating state of the vehicle power supply device in a 3rd diagnostic process. It is a figure which shows an example of the diagnostic object and determination criterion in a 3rd diagnostic process in list format. It is the schematic which shows the operation state of the vehicle power supply device in a 4th diagnostic process. It is a figure which shows an example of the diagnostic object and determination criterion in a 4th diagnostic process in list format. It is the schematic which shows the operating state of the vehicle power supply device in a 5th diagnostic process. It is a figure which shows an example of the diagnostic object and determination criterion in a 5th diagnostic process in list format. It is the schematic which shows the operating state of the vehicle power supply device in a 6th diagnostic process. It is a figure which shows an example of the diagnostic object and determination criterion in a 6th diagnostic process in list format. It is the schematic which shows the operating state of the vehicle power supply device in a 7th and 8th diagnostic process. It is a figure which shows an example of the diagnostic object and determination criterion in a 7th diagnostic process in list format. It is a figure which shows an example of the diagnostic object and determination criterion in an 8th diagnostic process in list format. It is a figure which shows the timing of the failure diagnosis regarding a sensor, a relay, a vehicle-mounted charger, and a V2L inverter in a list format.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing a vehicle power supply device 10 according to an embodiment of the present invention. Further, the vehicle power supply apparatus 10 shown in FIG. 1 executes a vehicle power supply apparatus failure detection method according to an embodiment of the present invention. The illustrated vehicle power supply device 10 is a vehicle power supply device 10 mounted on an electric vehicle 12 that can be charged by an external power supply 11. Examples of the electric vehicle 12 to which the vehicle power supply device 10 is applied include, for example, an electric vehicle having only an electric motor as a power source, or a hybrid electric vehicle (so-called plug-in hybrid) having an electric motor and an engine as power sources. Vehicle).

  As shown in FIG. 1, the vehicle power supply device 10 includes a high-voltage battery (power storage device) 13 that supplies power to a drive motor (not shown). An external charging system 14 that introduces power from the external power supply 11 is connected to the high voltage battery 13. The external charging system 14 includes an in-vehicle charger 16 connected to the high-voltage battery 13 via energization lines 15a and 15b, and an inlet 18 connected to the in-vehicle charger 16 via energization lines 17a and 17b. Have. When charging the high voltage battery 13 using the external power source 11, the connector 19a of the charging cable 19 is connected to the inlet 18 of the electric vehicle 12, and the plug 19b of the charging cable 19 is connected to the outlet 11a of the external power source 11. The And the alternating current power output from the external power supply 11 is supplied to the high voltage battery 13 via the vehicle-mounted charger 16 which is a 1st power converter. The on-vehicle charger 16 is a so-called AC / DC converter constituted by a plurality of switching elements and the like, and has a function of converting AC power into DC power.

  The high voltage battery 13 is connected to a power supply system 21 that supplies power to an external electrical device (external device) 20. The power supply system 21 includes a V2L inverter 23 connected to the high voltage battery 13 via energization lines 22a and 22c, and an outlet 25 connected to the V2L inverter 23 via energization lines 24a and 24b. ing. When power is supplied from the high voltage battery 13 to the electric device 20, the plug 20 a of the electric device 20 is connected to the outlet 25 of the electric vehicle 12. And the direct-current power output from the high voltage battery 13 is supplied to the electric equipment 20 via the V2L inverter 23 which is a 2nd power converter. The V2L inverter 23 is configured by a plurality of switching elements and the like, and has a function of converting DC power into AC power.

  As described above, the power supply system 21 incorporated in the electric vehicle 12 is called a V2L system or a V2H system. V2L is an abbreviation of “Vehicle to Load”, and means that electric power is supplied from the electric vehicle 12 to the external electric device 20. “V2H” is an abbreviation of “Vehicle to Home”, and means that electric power is supplied from the electric vehicle 12 to household electric appliances.

  Various sensors S1 to S8 are provided in the energization lines 15a, 15b, 17a, 17b, 22a, 22b, 24a, and 24b in order to grasp the operating status of the external charging system 14 and the power supply system 21. A voltage sensor S1 and a current sensor S2 are provided in energization lines (first energization paths) 17a and 17b that connect the inlet 18 and the in-vehicle charger 16. A voltage sensor S3 and a current sensor S4 are provided on the energization lines 15a and 15b connecting the in-vehicle charger 16 and the high voltage battery 13. The energization lines 15a and 15b are provided with a relay R1 that can be switched between a conduction state and a cutoff state. In addition, a voltage sensor S5 and a current sensor S6 are provided on the energization lines (second energization paths) 24a and 24b connecting the outlet 25 and the V2L inverter 23. A voltage sensor S7 and a current sensor S8 are provided on the energization lines 22a and 22c that connect the V2L inverter 23 and the high voltage battery 13. The energization lines 22a and 22c are provided with a relay R2 that can be switched between a conduction state and a cutoff state.

  The high voltage battery 13 has a plurality of battery packs (electric storage bodies) 30 and 31 connected in parallel to each other. A positive line 32 is connected to the positive terminal of each battery pack 30, 31, and a negative line 33 is connected to the negative terminal of each battery pack 30, 31. The positive electrode line 32 and the negative electrode line 33 are provided with a relay (separation switch) R4 that is switched between a conductive state and a cut-off state. The battery packs 30 and 31 are electrically connected by switching the relay R4 to the conductive state, while the battery packs 30 and 31 are electrically separated by switching the relay R4 to the cutoff state. That is, by switching relay R4 to the cut-off state, battery pack 30 connected to external charging system 14 and battery pack 31 connected to power supply system 21 are electrically separated. Further, the high voltage battery 13 includes a voltage sensor S9 that detects a battery voltage, and a current sensor S10 that detects a battery current.

  In order to diagnose a circuit failure in the external charging system 14 and the power supply system 21, the energization lines 17a and 17b of the external charging system 14 and the energization lines 24a and 24b of the power supply system 21 are connected to an energization line (third energization line). Route) 40a and 40b are connected to each other. The energization lines 40a and 40b are provided with a relay (circuit switch) R3 that can be switched between a conduction state and a cutoff state. By switching the relay R3 to the cut-off state, the input side of the in-vehicle charger 16 and the output side of the V2L inverter 23 can be electrically separated. On the other hand, by switching the relay R3 to the conductive state, the input side of the in-vehicle charger 16 and the output side of the V2L inverter 23 can be electrically connected.

  The vehicle power supply device 10 includes a controller (failure detection unit) 41 that performs failure diagnosis control of the external charging system 14 and the power supply system 21. The controller 41 has a function of outputting a control signal to the on-vehicle charger 16, the V2L inverter 23, the relays R1 to R4, and the like. The controller 41 is connected to various sensors S <b> 1 to S <b> 10 of the external charging system 14 and the power supply system 21. Further, a display 42 for notifying information to passengers and workers is connected to the controller 41, and an activation switch 43 that is operated by the driver when the traveling system is activated or stopped is connected. The controller 41 includes a microcomputer including a CPU, ROM, RAM, and the like, a drive circuit unit that generates control currents for various actuators, and the like.

[Fault diagnosis control]
Next, failure diagnosis control for detecting a circuit failure in the external charging system 14 and the power supply system 21 will be described. In addition, the circuit failure of the external charging system 14 and the power supply system 21 includes not only the failure of the various sensors S1 to S8 and the relays R1 to R3 but also the failure of the in-vehicle charger 16 and the V2L inverter 23. Moreover, as a circuit failure of the external charging system 14 and the power supply system 21, there are failures such as disconnection and short circuit that may occur in the energization lines 15a, 15b, 17a, 17b, 22a, 22b, 24a, and 24b. 2 to 5 are flowcharts showing an example of the execution procedure of the fault diagnosis control. In the flowcharts of FIGS. 2 to 5, they are connected to each other at locations A to D. 2 to 5, the operating state of the in-vehicle charger 16 and the V2L inverter 23 is described as “ON”, and the stopped state of the in-vehicle charger 16 and the V2L inverter 23 is described as “OFF”. Moreover, in FIGS. 2-5, the conduction | electrical_connection state of relay R1-R4 is described as "CLOSE", and the interruption | blocking state of relay R1-R4 is described as "OPEN". Furthermore, in the following description, the closed state of the relays R1 to R4 is described as “closed”, and the disconnected state of the relays R1 to R4 is described as “open”.

  As shown in FIG. 2, in step S10, it is determined whether or not the start switch 43 has been turned OFF. In step S10, when it is determined that the start switch 43 is turned off, that is, when it is determined that the traveling system of the electric vehicle 12 is stopped, the process proceeds to step S11 and the in-vehicle charger 16 is stopped. It is determined whether it is in the middle. If it is determined in step S11 that the on-vehicle charger 16 is stopped, that is, if it is determined that the external charging system 14 is stopped, the process proceeds to step S12, and the V2L inverter 23 is stopped. It is determined whether or not. If it is determined in step S12 that the V2L inverter 23 is stopped, that is, if it is determined that the power supply system 21 is stopped, the process proceeds to step S13, and the external charging system 14 and the power supply are performed. Fault diagnosis of the system 21 is started.

  And in step S13, the connection prohibition process of the charging cable 19 is performed in preparation for failure diagnosis. In step S13, for example, an electromagnetic lock is applied to the inlet cover 44, thereby prohibiting the connection work of the charging cable 19 to the inlet 18. As described above, when the connection work of the charging cable 19 is prohibited, the process proceeds to step S14, and a first diagnosis process described later is started. If it is determined in step S10 that the start switch 43 is ON, or if it is determined in step S11 that the in-vehicle charger 16 is operating, the failure diagnosis is not started. Exit the routine. Similarly, if it is determined in step S12 that the V2L inverter 23 is operating, the routine is exited without starting the failure diagnosis.

[Fault detection pattern]
In the following, failure detection patterns for various sensors S1 to S8, relays R1 to R3, etc. will be described in preparation for the description of failure diagnosis. 6A to 6D are explanatory diagrams illustrating an example of a failure detection pattern. In FIGS. 6A to 6C, the normal sensor characteristics are indicated by solid lines. As shown in FIG. 6A, when a disconnection, a power fault, or a ground fault occurs in the sensor circuit, the sensor output is out of the normal range. For this reason, when the sensor output is out of the normal range, it is determined that the sensor circuit is abnormal because the sensor circuit is disconnected.

  As shown by the alternate long and short dash line and broken line in FIG. 6B, the situation in which the sensor output deviates up and down with respect to the normal sensor characteristics is a situation in which the detection accuracy of the voltage sensor or current sensor is reduced. is there. For this reason, when the sensor output exceeds a predetermined value and deviates up and down with respect to the normal sensor characteristic, it is determined that the sensor characteristic abnormality is an offset type.

  As shown by the one-dot chain line and the broken line in FIG. 6C, the situation in which the slope of the sensor characteristic changes greatly with respect to the normal sensor characteristic is a situation in which the detection accuracy of the voltage sensor or current sensor is reduced. It is. For this reason, when the inclination of the sensor characteristic exceeds or exceeds a predetermined value with respect to the normal sensor characteristic, it is determined that the sensor characteristic is abnormal with respect to linearity.

  As shown in FIG. 6D, by comparing the voltage and current between the input side and the output side of the relay based on the control signal from the controller 41, the malfunction of the relay, that is, OFF sticking, ON sticking, etc. Can be detected. For example, after the controller 41 outputs a control signal for switching the relay to the conductive state, if the voltage between the input side and the output side is greatly deviated, it is determined that the relay is fixed in the OFF state where the relay is fixed in the disconnected state. The Similarly, after the control signal for switching the relay to the cut-off state is output from the controller 41, when the voltages on the input side and the output side match, it is determined that the relay is ON-fixed so that the relay is fixed in the conductive state. The

[First diagnosis process]
Subsequently, the first diagnosis process executed in step S14 will be described. Here, FIG. 7 is a schematic diagram showing an operating state of the vehicle power supply device 10 in the first diagnosis process. FIG. 8 is a diagram showing, in a list format, an example of diagnosis targets and determination criteria in the first diagnosis process. First, as shown in FIG. 7, in the first diagnosis process, the relays R1 to R3 are opened and the relay R4 is closed. In the first diagnosis process, the on-vehicle charger 16 is stopped and the V2L inverter 23 is stopped. The operation state of each of these components is an initial state of the vehicle power supply device 10 in the failure diagnosis control.

  As shown in FIG. 7, in the first diagnosis process, since the relays R <b> 1 and R <b> 2 are opened, both the external charging system 14 and the power supply system 21 are disconnected from the high voltage battery 13. Further, the charging cable 19 is not connected to the inlet 18. That is, in the first diagnosis process, the voltage applied to the external charging system 14 and the power supply system 21 is 0 [V], and the current supplied to the external charging system 14 and the power supply system 21 is 0 [A]. It is.

  For this reason, as shown in FIG. 8, it is determined that the voltage sensors S1, S3, S5, and S7 are normal when the respective detected voltages are 0 [V]. On the other hand, when each detected voltage exceeds 0 [V], it is determined that the sensor characteristic abnormality is an offset type. Similarly, the current sensors S2, S4, S6, and S8 are determined to be normal when the respective detected currents are 0 [A]. On the other hand, when each detected current exceeds 0 [A], it is determined that the sensor characteristic abnormality is an offset type.

  When the detection voltage of the voltage sensor S3 is 0 [V], it is determined that the relay R1 is functioning normally because the relay R1 is open. On the other hand, when the detection voltage of the voltage sensor S3 matches the battery voltage, it is determined that the relay R1 is stuck on because the relay R1 to be opened is closed. Similarly, when the detection voltage of the voltage sensor S7 is 0 [V], it is determined that the relay R2 is functioning normally because the relay R2 is opened. On the other hand, when the detection voltage of the voltage sensor S7 matches the battery voltage, it is determined that the relay R2 is stuck on because the relay R2 to be opened is closed. As described above, in the first diagnosis process, failure diagnosis of the voltage sensors S1, S3, S5, S7, the current sensors S2, S4, S6, S8, and the relays R1, R2 is performed.

  As shown in FIG. 2, when the first diagnosis process is completed in step S14, the process proceeds to step S15, and it is determined whether there is an abnormality related to the sensors S1 to S8 and the relays R1 and R2. If an abnormality has occurred in at least one of the sensors S1 to S8 and the relays R1 and R2, the process proceeds to step S100 as shown in FIG. 5, and a failure code corresponding to each abnormality is stored. Then, it progresses to step S101 and the fail safe control corresponding to each abnormality is performed.

  For example, if an abnormality has occurred in the sensor or the like constituting the external charging system 14, fail safe control for prohibiting the opening of the inlet cover 44 is executed in step S101. Further, if an abnormality has occurred in the sensor or the like constituting the power supply system 21, fail safe control for prohibiting the opening of the outlet cover 45 is executed in step S101. Furthermore, in the fail-safe control in step S101, when the use of the external charging system 14 or the power supply system 21 is prohibited, the prohibited content is displayed on the display 42 in order to notify the occupant or the operator of the prohibited content.

[Second diagnosis process]
If it is determined in step S15 that the sensors S1 to S8 and the relays R1 and R2 are normal, the process proceeds to step S16, the relay R4 is opened, and the process proceeds to step S17, where the relay R2 is closed. Thus, when relay R4 is opened and relay R2 is closed, it progresses to step S18 and a 2nd diagnostic process is performed. Here, FIG. 9 is a schematic view showing an operating state of the vehicle power supply device 10 in the second diagnosis process. FIG. 10 is a diagram illustrating an example of a diagnosis target and a determination criterion in the second diagnosis process in a list format. First, as shown in FIG. 9, in the second diagnosis process, the relays R1, R3, R4 are opened, and the relay R2 is closed. Thus, in the second diagnosis process, since the battery pack 31 of the high voltage battery 13 is connected to the V2L inverter 23, the voltage of the battery pack 31 is applied to the V2L inverter 23.

  For this reason, as shown in FIG. 10, when the detection voltage of the voltage sensor S7 matches the battery voltage, it is determined that the voltage sensor S7 is normal. On the other hand, when the detection voltage of the voltage sensor S7 is out of the battery voltage, it is determined that a sensor characteristic abnormality related to linearity has occurred in the voltage sensor S7. Further, when the detection voltage of the voltage sensor S7 matches the battery voltage, it is determined that the relay R2 is functioning normally because the relay R2 is closed. On the other hand, when the detected voltage of the voltage sensor S7 is 0 [V], it is determined that the relay R2 is stuck OFF because the relay R2 to be closed is opened. Thus, in the second diagnosis process, failure diagnosis of the voltage sensor S7 and the relay R2 is performed.

  Then, as shown in FIG. 2, when the second diagnosis process is completed in step S18, the process proceeds to step S19, and it is determined whether there is an abnormality related to the voltage sensor S7 and the relay R2. If an abnormality has occurred in at least one of the voltage sensor S7 and the relay R2, the process proceeds to step S100 as described above, the failure code corresponding to each abnormality is stored, and the process proceeds to step S101. Fail-safe control corresponding to the abnormality is executed.

[Third diagnosis process]
If it is determined in step S19 that the voltage sensor S7 or the relay R2 is normal, the process proceeds to step S20, the V2L inverter 23 is driven while raising or lowering the V2L command voltage within a predetermined range, and the process proceeds to step S21. 3 Diagnosis processing is executed. The V2L command voltage is a control target value of the output voltage transmitted from the controller 41 to the V2L inverter 23.

  Here, FIG. 11 is a schematic view showing an operating state of the vehicle power supply device 10 in the third diagnosis process. FIG. 12 is a diagram showing, in a list format, an example of diagnosis targets and determination criteria in the third diagnosis process. First, as shown in FIG. 11, in the third diagnosis process, the relay R2 is closed and the V2L inverter 23 is driven. Thus, in the third diagnosis process, since the V2L inverter 23 is driven with the relay R2 closed, the output voltage of the V2L inverter 23 is applied to the voltage sensor S5.

  Therefore, as shown in FIG. 12, when the detected voltage of the voltage sensor S5 matches the V2L command voltage, it is determined that the voltage sensor S5 is normal. On the other hand, when the detected voltage of the voltage sensor S5 deviates from the V2L command voltage, it is determined that a sensor characteristic abnormality related to linearity has occurred in the voltage sensor S5. When the detection voltage of the voltage sensor S1 is 0 [V], it is determined that the relay R3 is functioning normally because the relay R3 is open. On the other hand, when the detection voltages of the voltage sensor S1 and the voltage sensor S5 match each other and the detection signal of the voltage sensor S1 matches the V2L command voltage, the relay R3 to be opened is closed. It is determined that ON sticking occurs in R3. Thus, in the third diagnosis process, failure diagnosis of the voltage sensor S7 and the relay R2 is performed.

  As shown in FIG. 3, when the third diagnosis process is completed in step S21, the process proceeds to step S22, and it is determined whether or not there is an abnormality related to the voltage sensor S5 and the relay R3. If an abnormality has occurred in at least one of the voltage sensor S5 and the relay R3, as described above, the process proceeds to step S100, the failure code corresponding to each abnormality is stored, and the process proceeds to step S101. Fail-safe control corresponding to the abnormality is executed.

[Fourth diagnosis process]
In step S22, when it is determined that the voltage sensor S5 and the relay R3 are normal, the process proceeds to step S23, the V2L inverter 23 is stopped, and the process proceeds to step S24, where the relay R3 is closed. In step S25, the V2L inverter 23 is driven while raising or lowering the V2L command voltage within a predetermined range. In the subsequent step (failure detection step) S26, the fourth diagnosis process is executed. Here, FIG. 13 is a schematic view showing an operating state of the vehicle power supply device 10 in the fourth diagnosis process. FIG. 14 is a diagram showing, in a list format, an example of diagnosis targets and determination criteria in the fourth diagnosis process. First, as shown in FIG. 13, in the fourth diagnosis process, the relays R2 and R3 are closed and the V2L inverter 23 is driven. Thus, in the fourth diagnosis process, the V2L inverter 23 is driven with the relay R3 closed, so that the output voltage of the V2L inverter 23 is applied to the voltage sensors S1 and S5.

  For this reason, as shown in FIG. 14, when the detection voltages of the voltage sensor S1 and the voltage sensor S5 match each other and the detection signal of the voltage sensor S1 matches the V2L command voltage, the voltage sensor S1 is normal. It is determined that there is. On the other hand, when the detection voltages of the voltage sensor S1 and the voltage sensor S5 are different, or when the detection signal of the voltage sensor S1 deviates from the V2L command voltage, a sensor characteristic abnormality related to linearity has occurred in the voltage sensor S1. It is determined.

  Similarly, when the detection voltages of voltage sensor S5 and voltage sensor S1 match each other and the detection signal of voltage sensor S5 matches the V2L command voltage, it is determined that voltage sensor S5 is normal. On the other hand, when the detection voltages of the voltage sensor S5 and the voltage sensor S1 are different, or when the detection signal of the voltage sensor S5 deviates from the V2L command voltage, a sensor characteristic abnormality related to linearity has occurred in the voltage sensor S5. It is determined.

  Further, when the detection voltages of the voltage sensor S1 and the voltage sensor S5 match each other, or when the detection signal of the voltage sensor S1 matches the V2L command voltage, the relay R3 is closed, so that the relay R3 is It is determined that it is functioning normally. On the other hand, when the detection voltage of the voltage sensor S1 is 0 [V] and the detection signal of the voltage sensor S5 coincides with the V2L command voltage, the relay R3 to be closed is opened. It is determined that OFF sticking has occurred. Thus, in the fourth diagnosis process, failure diagnosis of the voltage sensors S1, S5 and the relay R3 is performed.

  Then, as shown in FIG. 3, when the fourth diagnosis process is completed in step S26, the process proceeds to step S27, and it is determined whether there is an abnormality in the voltage sensors S1, S5 and the relay R3. If an abnormality has occurred in at least one of the voltage sensors S1 and S5 and the relay R3, as described above, the process proceeds to step S100, the failure code corresponding to each abnormality is stored, and the process proceeds to step S101. Fail-safe control corresponding to each abnormality is executed.

[Fifth diagnosis process]
If it is determined in step S27 that the voltage sensors S1 and S5 and the relay R3 are normal, the process proceeds to step S28, and the on-vehicle charger 16 is driven while raising and lowering the charger command voltage within a predetermined range. (Failure detection step) The process proceeds to S29 and the fifth diagnosis process is executed. The charger command voltage is a control target value of the output voltage transmitted from the controller 41 to the in-vehicle charger 16.

  Here, FIG. 15 is a schematic view showing an operating state of the vehicle power supply device 10 in the fifth diagnosis process. FIG. 16 is a diagram showing, in a list form, an example of diagnosis targets and determination criteria in the fifth diagnosis process. First, as shown in FIG. 15, in the fifth diagnosis process, the relays R2 and R3 are closed, and the V2L inverter 23 and the in-vehicle charger 16 are driven. Thus, in the fifth diagnosis process, since both the V2L inverter 23 and the in-vehicle charger 16 are driven with the relay R3 closed, the output of the in-vehicle charger 16 with respect to the voltage sensor S3. A voltage is applied.

  For this reason, as shown in FIG. 16, when the detection signal of the voltage sensor S3 matches the charger command voltage, it is determined that the voltage sensor S3 is normal. On the other hand, when the detection signal of the voltage sensor S3 deviates from the charger command voltage, it is determined that a sensor characteristic abnormality related to linearity has occurred in the voltage sensor S3. Thus, in the fifth diagnosis process, a failure diagnosis of the voltage sensor S3 is performed.

  Then, as shown in FIG. 4, when the fifth diagnosis process is completed in step S29, the process proceeds to step S30, and it is determined whether there is an abnormality related to the voltage sensor S3. If an abnormality has occurred in the voltage sensor S3, as described above, the process proceeds to step S100, the failure code corresponding to the abnormality in the voltage sensor S3 is stored, and the process proceeds to step S101 to deal with the abnormality in the voltage sensor S3. Fail-safe control is performed.

[Sixth diagnosis process]
In step S30, when it is determined that the voltage sensor S3 is normal, the process proceeds to step S31, and the output voltage of the in-vehicle charger 16 is controlled toward the battery voltage. Thus, when the voltage difference before and after the relay R1 is eliminated by adjusting the output voltage of the on-vehicle charger 16, the process proceeds to step S32 and the relay R1 is closed. In step S33, the on-vehicle charger 16 is stopped. In step S34, the V2L inverter 23 is stopped. In step (failure detection step) S35, the sixth diagnosis process is executed.

  Here, FIG. 17 is a schematic view showing an operating state of the vehicle power supply device 10 in the sixth diagnosis process. FIG. 18 is a diagram showing an example of diagnosis targets and determination criteria in the sixth diagnosis process in a list format. First, as shown in FIG. 17, in the sixth diagnosis process, the relay R1 is closed, and the voltage of the battery pack 30 is applied to the voltage sensor S3. For this reason, as shown in FIG. 18, when the detection signal of the voltage sensor S3 matches the battery voltage, it is determined that the relay R1 is functioning normally because the relay R1 is closed. On the other hand, when the detection voltage of the voltage sensor S3 is 0 [V], it is determined that the relay R1 is stuck OFF because the relay R1 to be closed is opened. Thus, in the sixth diagnosis process, failure diagnosis of the relay R1 is performed.

  Then, as shown in FIG. 4, when the sixth diagnosis process is completed in step S35, the process proceeds to step S36, and it is determined whether there is an abnormality related to the relay R1. If an abnormality has occurred in the relay R1, as described above, the process proceeds to step S100, the failure code corresponding to the abnormality in the relay R1 is stored, and the process proceeds to step S101, where the fail safe corresponding to the abnormality in the relay R1 is stored. Control is executed.

[Seventh diagnosis process]
If it is determined in step S36 that the relay R1 is normal, the process proceeds to step S37, the V2L inverter 23 is driven, and the process proceeds to step S38, where the on-vehicle charger 16 is driven, and step (failure detection step) S39. Then, the seventh diagnosis process is executed. Here, FIG. 19 is a schematic view showing an operating state of the vehicle power supply device 10 in the seventh and eighth diagnostic processes. FIG. 20 is a diagram showing an example of diagnosis targets and determination criteria in the seventh diagnosis process in a list format. First, as shown in FIG. 19, in the seventh diagnosis process, the relays R1 to R3 are closed, and both the V2L inverter 23 and the in-vehicle charger 16 are driven. Thus, in the seventh diagnosis process, since both the V2L inverter 23 and the in-vehicle charger 16 are driven with the relay R3 closed, the V2L inverter 23 and the in-vehicle charger 16 from the battery pack 31 are driven. Through this, power can be supplied to the battery pack 30. That is, a current can flow from the power supply system 21 to the external charging system 14.

  For this reason, as shown in FIG. 20, when the detected currents of the current sensor S2 and the current sensor S6 match each other, it is determined that the current sensors S2 and S6 are normal. On the other hand, when the detected currents of the current sensor S2 and the current sensor S6 are different, it is determined that a sensor characteristic abnormality related to linearity has occurred in the current sensors S2 and S6. Further, when the current detected by the current sensor S4 matches the battery current, it is determined that the current sensor S4 is normal. On the other hand, when the detected current of the current sensor S4 deviates from the battery current, it is determined that a sensor characteristic abnormality related to linearity has occurred in the current sensor S4.

  When the input power and the output power of the V2L inverter 23 match, it is determined that the current sensor S8 is normal. On the other hand, when the input power and the output power of the V2L inverter 23 are different, it is determined that a sensor characteristic abnormality related to linearity has occurred in the current sensor S8. Note that the input power of the V2L inverter 23 is obtained by multiplying the detection voltage of the voltage sensor S7 and the detection current of the current sensor S8, and the output power of the V2L inverter 23 is the detection voltage of the voltage sensor S5 and the current sensor S6. It is obtained by multiplying by the detected current. Thus, in the seventh diagnosis process, failure diagnosis of the current sensors S2, S4, S6, and S8 is performed.

  Then, as shown in FIG. 5, when the seventh diagnosis process is completed in step S39, the process proceeds to step S40, and it is determined whether there is an abnormality related to the current sensors S2, S4, S6, S8. If an abnormality has occurred in at least one of the current sensors S2, S4, S6, and S8, as described above, the process proceeds to step S100, the failure code corresponding to each abnormality is stored, and the process proceeds to step S101. Fail-safe control corresponding to each abnormality is executed.

[Eighth diagnostic process]
In step S40, when it is determined that the current sensors S2, S4, S6, and S8 are normal, the process proceeds to step (failure detection step) S41 and the eighth diagnosis process is executed. Here, FIG. 21 is a diagram showing, in a list form, an example of a diagnosis target and a determination criterion in the eighth diagnosis process. Similar to the seventh diagnosis process described above, in the eighth diagnosis process, the relays R1 to R3 are closed, and both the V2L inverter 23 and the in-vehicle charger 16 are driven. Thus, in the eighth diagnosis process, since both the V2L inverter 23 and the in-vehicle charger 16 are driven with the relay R3 closed, the battery pack 31 to the V2L inverter 23 and the in-vehicle charger 16 are driven. Through this, power can be supplied to the battery pack 30. That is, power can be supplied from the power supply system 21 to the external charging system 14.

  For this reason, as shown in FIG. 21, when the output power of the vehicle-mounted charger 16 matches the control target value, it is determined that the vehicle-mounted charger 16 is functioning normally. On the other hand, when the output power of the in-vehicle charger 16 deviates from the control target value, it is determined that a malfunction has occurred in the in-vehicle charger 16. The output power of the in-vehicle charger 16 is obtained by multiplying the detection voltage of the voltage sensor S3 and the detection current of the current sensor S4, and the control target value of the in-vehicle charger 16 is a charger command transmitted from the controller 41. It is obtained by multiplying the power and the preset efficiency of the on-vehicle charger 16. The charger command power is a control target value of output power transmitted from the controller 41 to the in-vehicle charger 16.

  In addition, when the output power of the V2L inverter 23 matches the control target value, it is determined that the V2L inverter 23 is functioning normally. On the other hand, when the output power of the V2L inverter 23 deviates from the control target value, it is determined that a functional abnormality has occurred in the V2L inverter 23. The output power of the V2L inverter 23 is obtained by multiplying the detected voltage of the voltage sensor S5 and the detected current of the current sensor S6, and the control target value of the V2L inverter 23 is determined in advance by the V2L command power transmitted from the controller 41 and It is obtained by multiplying the efficiency of the V2L inverter 23 to be set. The V2L command power is a control target value of output power transmitted from the controller 41 to the V2L inverter 23. Thus, in the eighth diagnosis process, failure diagnosis of the in-vehicle charger 16 and the V2L inverter 23 is performed.

  Then, as shown in FIG. 5, when the eighth diagnosis process is completed in step S41, the process proceeds to step S42, and it is determined whether there is an abnormality related to the in-vehicle charger 16 and the V2L inverter 23. If an abnormality has occurred in at least one of the in-vehicle charger 16 and the V2L inverter 23, as described above, the process proceeds to step S100, the failure code corresponding to each abnormality is stored, and the process proceeds to step S101. Fail-safe control corresponding to each abnormality is executed.

  On the other hand, when it is determined in step S42 that the in-vehicle charger 16 and the V2L inverter 23 are normal, the fault diagnosis regarding the sensors S1 to S8, the relays R1 to R3, the in-vehicle charger 16 and the V2L inverter 23 is completed. Therefore, according to the procedure after step S43, the vehicle power supply device 10 is returned to the initial state before failure diagnosis. In step S43, the output voltage of the in-vehicle charger 16 is controlled toward the battery voltage. Thus, when the voltage difference before and after the relay R1 is eliminated by the in-vehicle charger 16, the process proceeds to step S44, the relay R1 is opened, the process proceeds to step S45, the in-vehicle charger 16 is stopped, and the process proceeds to step S46. The V2L inverter 23 is stopped. In subsequent step S47, relay R3 is opened, in steps S48, relays R1 and R2 are opened, and in step S49, relay R4 is closed.

[Summary]
FIG. 22 is a diagram showing, in a list format, failure diagnosis timings related to sensors S1 to S8, relays R1 to R3, on-vehicle charger 16, and V2L inverter 23. As described above, by performing the first to eighth diagnosis processes by the failure diagnosis control, the sensor circuit abnormality and sensor characteristic abnormality relating to the voltage sensors S1, S3, S5, S7 and the current sensors S2, S4, S6, S8 are detected. It is possible to detect the abnormalities of the relays R1 to R3, the on-vehicle charger 16, and the V2L inverter 23. As described above, by executing the failure diagnosis control, it is possible to detect a circuit failure in the external charging system 14 or the power supply system 21 and to improve the reliability of the vehicle power supply device 10. That is, the reliability at the time of charging when the external charging system 14 is energized can be improved, and the reliability at the time of discharging when the power supply system 21 is energized can be improved.

  As shown in FIG. 13, in the fourth diagnosis process, the relay R3 is closed, so that the output side of the V2L inverter 23 and the input side of the in-vehicle charger 16 can be connected. That is, by driving the V2L inverter 23, the V2L inverter 23 can function as a power source for the in-vehicle charger 16. Thereby, before the charging cable 19 is connected to the inlet 18 or before the external electric device 20 is connected to the outlet 25, a voltage can be applied to the energization lines 17a and 24a. For this reason, before using the external charging system 14 or the power supply system 21, it is possible to detect a circuit failure in the external charging system 14 or the power supply system 21.

  As shown in FIG. 19, in the seventh and eighth diagnostic processes, both the V2L inverter 23 and the in-vehicle charger 16 are driven with the relay R3 closed. As a result, before the charging cable 19 is connected to the inlet 18 or before the external electric device 20 is connected to the outlet 25, a current is allowed to flow from the power supply system 21 to the external charging system 14. it can. For this reason, before using the external charging system 14 or the power supply system 21, it is possible to detect a circuit failure in the external charging system 14 or the power supply system 21.

  As shown in FIG. 13, FIG. 19, etc., in the failure diagnosis control, the relay R4 incorporated in the high voltage battery 13 is opened. That is, in the failure diagnosis control, the battery pack 30 connected to the external charging system 14 and the battery pack 31 connected to the power supply system 21 are electrically separated. Thus, by separating the battery pack 30 that is charged at the time of failure diagnosis from the battery pack 31 that is discharged at the time of failure diagnosis, the voltages of the battery packs 30 and 31 can be stabilized, and the diagnosis accuracy of the circuit failure can be improved. Can be improved.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. Although a battery is employed as the power storage device, the present invention is not limited to this, and a capacitor may be employed as the power storage device. In the above description, relays R3 and R4 having mechanical contacts are used as circuit switches and separation switches. However, the present invention is not limited to this, and a semiconductor switch having no mechanical contacts is used. It may be adopted. In the above description, the relay R4 is incorporated in the high voltage battery 13. However, the present invention is not limited to this, and the relay R4 may be reduced from the high voltage battery 13. When the relay R4 is reduced from the high-voltage battery 13, power is circulated between the external charging system 14 and the power supply system 21 when the failure diagnosis control is executed.

  In the above description, a voltage sensor and a current sensor are provided in each energization line, but the present invention is not limited to this. For example, at least one of the voltage sensor S1 and the current sensor S2 may be reduced from the energization lines 17a and 17b connected to the input side of the in-vehicle charger 16. You may reduce at least any one of voltage sensor S3 and current sensor S4 from electricity supply line 15a, 15b connected to the output side of the vehicle-mounted charger 16. FIG. Further, at least one of the voltage sensor S5 and the current sensor S6 may be reduced from the energization lines 24a and 24b connected to the output side of the V2L inverter 23. At least one of the voltage sensor S7 and the current sensor S8 may be reduced from the energization lines 22a and 22c connected to the input side of the V2L inverter 23.

  In the above description, a failure of the sensors S1 to S8, the relays R1 to R3, etc. is detected as a circuit failure, but the present invention is not limited to this. For example, disconnection or short circuit of the energization lines 15a, 15b, 17a, 17b, 33a, 22b, 40a, 40b may be detected as a circuit failure based on the detection voltage of the voltage sensor, the detection current of the current sensor, or the like. In the above description, when charging the high voltage battery 13 using the external power source 11, the charging cable 19 is connected to the inlet 18 of the electric vehicle 12. However, the present invention is not limited to this. For example, when charging the high voltage battery 13 using the external power supply 11, a charging cable provided in the electric vehicle may be connected to the external power supply 11. In this case, the charging cable provided in the electric vehicle functions as an inlet to which the external power supply 11 is connected.

DESCRIPTION OF SYMBOLS 10 Vehicle power supply device 11 External power supply 13 High voltage battery (electric storage device)
16 On-vehicle charger (first power converter)
17a, 17b energization line (first energization path)
18 Inlet 20 Electrical equipment (external equipment)
23 V2L inverter (second power converter)
24a, 24b energization line (second energization path)
25 Outlet 30 Battery pack (power storage unit)
31 Battery pack (electric storage unit)
40a, 40b energization line (third energization path)
41 Controller (Failure detection unit)
R3 relay (circuit switch)
R4 relay (separate switch)
S26 step (failure detection step)
S29 step (failure detection step)
S35 step (failure detection step)
S39 step (failure detection step)
S41 step (failure detection step)

Claims (9)

A power supply device for a vehicle including an electricity storage device,
When charging the power storage device using an external power source, an inlet to which the external power source is connected;
When supplying power from the power storage device to the external device, an outlet to which the external device is connected;
A first power converter that is provided between the inlet and the power storage device and converts AC power into DC power;
A second power converter provided between the outlet and the electricity storage device, for converting DC power into AC power;
A first energization path connecting the inlet and the first power converter;
A second energization path connecting the outlet and the second power converter;
A third energization path connecting the first energization path and the second energization path;
A circuit switch provided in the third energization path and switched between a conduction state and a cutoff state;
A fault detection unit that switches the circuit switch to a conductive state and detects a circuit fault;
A vehicle power supply device. The vehicle power supply device according to claim 1,
The failure detection unit switches the circuit switch to a conductive state and activates the second power converter when detecting a circuit failure. The vehicle power supply device according to claim 1 or 2,
When detecting a circuit failure, the failure detection unit switches the circuit switch to a conductive state and activates the first power converter and the second power converter. In the vehicle power supply device according to any one of claims 1 to 3,
A power supply device for a vehicle, wherein at least one of a current sensor and a voltage sensor is provided in at least one of the first energization path and the second energization path. In the vehicle power supply device according to any one of claims 1 to 4,
The power storage device includes a plurality of power storage units connected in parallel to each other, and a separation switch that is switched to a cut-off state that electrically separates the plurality of power storage units,
By switching the separation switch to a cut-off state, the plurality of power storage units are separated into a power storage unit connected to the first power converter and a power storage unit connected to the second power converter. Vehicle power supply device. The vehicle power supply device according to claim 5,
The failure detection unit switches the separation switch to a cut-off state when detecting a circuit failure. A failure detection method for a vehicle power supply device including an electricity storage device,
The vehicle power supply device comprises:
When charging the power storage device using an external power source, an inlet to which the external power source is connected;
When supplying power from the power storage device to the external device, an outlet to which the external device is connected;
A first power converter that is provided between the inlet and the power storage device and converts AC power into DC power;
A second power converter provided between the outlet and the electricity storage device, for converting DC power into AC power;
A first energization path connecting the inlet and the first power converter;
A second energization path connecting the outlet and the second power converter;
A third energization path connecting the first energization path and the second energization path;
A circuit switch provided in the third energization path and switched between a conduction state and a cutoff state;
A power supply device for a vehicle having
A failure detection method for a vehicle power supply device, comprising: a failure detection step of switching the circuit switch to a conductive state and detecting a circuit failure. The failure detection method for a vehicle power supply device according to claim 7,
A failure detection method for a vehicle power supply device, wherein in the failure detection step, the circuit switch is switched to a conductive state and the second power converter is operated. The failure detection method for a vehicle power supply device according to claim 7 or 8,
A failure detection method for a vehicle power supply device, wherein, in the failure detection step, the circuit switch is switched to a conductive state and the first power converter and the second power converter are operated.

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