JP2019092310A - Vehicle charging device - Google Patents

Abstract

To provide a vehicle charging device which receives power supply from the outside of a vehicle to charge a battery, in which it is possible to detect a failure of itself by performing self-diagnosis during travel of the vehicle.SOLUTION: A vehicle charging device is provided with: an AC charge connector; an AC-DC conversion part which generates DC voltage for charging a battery from AC voltage input to the AC charge connector; an AC input switch; and a failure diagnostic part. The AC input switch is provided between an output path of the AC voltage from an AC discharge part which receives power supply from the battery to generate the AC voltage to be output to the outside and an input path of the AC voltage from the AC charge connector to the AC-DC conversion part, and the failure diagnostic part inputs the AC voltage generated at the AC discharge part to the AC-DC conversion part, and performs failure diagnosis of an AC charge path from the AC-DC conversion part to the battery by switching the AC input switch from a cutoff state to a connected state.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a vehicle charging device that receives power supply from the outside of a vehicle and charges a battery.

  2. Description of the Related Art A vehicle equipped with a motor as a power source, such as an electric car or a hybrid car, is equipped with a charging device for receiving a power supply from an AC power supply outside the vehicle and charging a motor drive battery.

  Since a charging device of this type fails to charge the battery, it is designed to self-diagnose whether the battery can be charged normally when the battery is charged.

  By the way, if this self-diagnosis is performed when power is supplied to the charging device from an AC power supply outside the vehicle, when the abnormality of the charging path is diagnosed, the cause is that from the AC power supply to the charging device. It can not be specified whether it is in the power supply path or on the charging device side.

  On the other hand, in recent years, as described in, for example, Patent Document 1, an output connector of a DC-AC inverter mounted in a vehicle and a charging connector for receiving power supply from an AC power supply outside the vehicle are used for charging. Connecting via a cable and self-diagnosis have been proposed.

  That is, the DC-AC inverter receives an electric power supply from the battery to generate an alternating voltage and supplies it to the external load. Therefore, the proposed charging device operates the charging device to perform self-diagnosis by inputting the alternating voltage generated by the DC-AC inverter to the charging device.

  Therefore, according to the proposed charging device, it is possible to detect a failure of the charging device itself without being affected by the power supply path from the AC power supply outside the vehicle.

JP, 2017-070036, A

  However, in the above proposed charging device, when performing failure diagnosis of the charging device, it is necessary to connect the charging connector of the charging device and the output connector of the DC-AC inverter through the charging cable.

For this reason, in order to perform failure diagnosis of the charging device, it is necessary to stop the vehicle, and failure diagnosis can not be performed while the vehicle is traveling.
Therefore, for example, when the charging device breaks down while the vehicle is traveling, the fact is detected and the vehicle is run to a repair shop or the like until the battery is discharged and the motor can not be driven, and the charging device is It was not possible to repair.

  According to one aspect of the present disclosure, in a vehicle charging device that receives power supply from the outside of a vehicle to charge a battery, it is desirable that self diagnosis be performed while the vehicle is traveling to detect its own failure.

  A vehicle charging device according to one aspect of the present disclosure generates a DC voltage for battery charging from an AC voltage supplied to an AC charging connector (24) for receiving power supply from an AC power supply outside the vehicle and the AC charging connector. And an AC-DC converter (50). Therefore, the battery mounted on the vehicle can be charged with the AC power supplied from the AC power supply outside the vehicle.

  Also, in the vehicle charging device, an output path of the AC voltage from the AC discharge unit (62) that receives an electric power supply from the battery and generates an AC voltage and outputs the generated voltage to the outside And an AC input switch (S4) for connecting / disconnecting both of these paths.

  Then, while the vehicle is traveling, the failure diagnosis unit switches the AC input switch from the disconnection state to the connection state, thereby inputting the AC voltage generated by the AC discharge unit to the AC-DC conversion unit, thereby performing the AC-DC conversion. Perform fault diagnosis of the AC charge path from the converter to the battery.

  Therefore, according to the vehicle charging device of the present disclosure, failure diagnosis of the charging device can be performed while the vehicle is traveling, and even if the charging device malfunctions while the vehicle is traveling, this is promptly detected. It becomes possible.

  For this reason, it is possible to extend the time until the battery is discharged and it becomes difficult for the vehicle to travel after detecting the failure of the charging device, and the driver travels the vehicle to a repair shop etc within that time. It will be possible to repair the charging device.

  In the vehicle charging device according to the other aspect of the present disclosure, a DC power supply external to the vehicle for charging the battery separately from the AC charging connector (24) for receiving power supply from an AC power supply external to the vehicle. A DC charging connector (26) may be provided to receive a DC voltage.

And, in this case, a DC input switch (S6) may be provided in the DC charging path from the DC charging connector to the battery for conducting / blocking the path.
In this way, the failure diagnosis unit switches the DC input switch from the off state to the on state, thereby making it possible to perform failure diagnosis on the DC charge path from the DC charge connector to the battery.

  Further, in the vehicle charging device of another aspect of the present disclosure, the AC discharge unit (58) cooperates with a DC voltage generation unit (54, 56) that rectifies an AC voltage to generate a DC voltage for battery charging, It may be provided in the AC-DC conversion unit (52).

  In this case, the failure diagnosis unit operates the AC discharge unit of the AC-DC conversion unit to generate an AC voltage while the vehicle is traveling, and operates the DC voltage generation unit with the AC voltage to perform AC-DC. It becomes possible to perform failure diagnosis of the AC charge path from the converter to the battery.

  In addition, the reference numerals in the parentheses described in this column and the claims indicate the correspondence with specific means described in the embodiment described later as one aspect, and the technical scope of the present invention It is not limited.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic block diagram showing the structure of the whole charging device for vehicles of 1st Embodiment. It is a flowchart showing the charger diagnostic process performed by the control part of 1st Embodiment. It is a flowchart showing the diagnostic process performed when diagnosing an AC charge path | route, during vehicle travel. It is a flowchart showing the diagnostic process performed when diagnosing AC charge path | route and DC charge path | route, while driving | running | working of a vehicle. It is a flowchart showing the diagnostic process performed when diagnosing a DC charge path | route, during vehicle travel. It is a schematic block diagram showing the structure of the charging device for vehicles of 2nd Embodiment. It is a flowchart showing the diagnostic process performed when diagnosing an AC charge path | route, during vehicle travel by the control part of 2nd Embodiment. It is explanatory drawing showing the AC-DC-conversion part comprised so that it might diagnose using the charge of an internal capacitor | condenser. It is an explanatory view showing composition of a relay provided with resistance for rush current control.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.
First Embodiment
As shown in FIG. 1, the vehicle charging device 20 of the present embodiment is mounted on an electric vehicle or a hybrid vehicle and used to charge a battery 10 serving as a power source of a motor 16 serving as a motive power source of the vehicle. . In the following description, the vehicle charging device is also simply referred to as a charger.

  The charger 20 includes an AC charging connector 24 for inputting an AC voltage for charging from an AC power supply such as an AC charging stand 4 outside the vehicle, and a DC for charging from a DC power supply such as a DC charging stand 2 outside the vehicle. A DC charging connector 26 is provided for inputting a voltage.

In addition, the charger 20 is provided with an AC-DC conversion unit 50 that generates a DC voltage for charging the battery 10 from the AC voltage input to the AC charging connector 24.
The DC voltage for charging generated by the AC-DC conversion unit 50 or the DC voltage for charging input to the DC charging connector 26 is a switch via an AC charging path or a DC charging path, respectively. It is transmitted to S1.

  The switch S1 is a changeover switch for connecting / disconnecting the charging path from the charger 20 to the battery 10, and in the present embodiment, a pair of contacts for connecting / disconnecting the positive electrode side and the negative electrode side of the charging path, respectively. And a relay having the

  In the charger 20, switches S5 and S6 for disconnecting the AC charging path from the AC charging connector 24 to the switch S1 and the DC charging path from the DC charging connector 26 to the switch S1 from the switch S1 are provided. It is equipped.

  These switches S5 and S6 are for separating the AC charging path and the DC charging path from the switch S1 connected to the battery 10 so that it can be individually diagnosed whether or not each charging path is normal. is there. Each of the switches S5 and S6 is, like the switch S1, formed of a relay having a pair of contacts for respectively conducting and interrupting the positive electrode side and the negative electrode side of each charging path.

  Next, on the charging path between the switch S5 and the switch S1, a voltage sensor 44 for detecting the voltage V4 of the charging path is provided. Further, on the positive electrode side of the charge path, a current sensor 34 is provided which detects the current A4 flowing through the charge path.

  The switch S6 corresponds to the DC input switch of the present disclosure, and is connected to the charging path between the switch S5 and the switch S1. The positive-side contact of the switch S6 is connected to the upstream side of the current sensor 34, that is, the switch S5 side, in the positive-side charging path between the switch S5 and the switch S1. A current sensor 35 is provided between the connection point and the contact on the positive electrode side of the switch S6 to detect the current A5 flowing through the charging path between the switch S6 and the switch S1.

  Further, the DC charge path between the switch S6 and the DC charge connector 26 is provided with a voltage sensor 41 for detecting the voltage V1 of the DC charge path, and the DC charge path is provided on the positive side of the DC charge path. A current sensor 31 is provided to detect the current A1 flowing through the

  Further, in the AC charging path between the AC charging connector 24 and the AC-DC conversion unit 50, a current sensor 32 and a voltage sensor 42 for detecting the current A2 flowing through the path and the voltage V2 of the path are provided. There is.

  Further, in the AC charging path between the AC-DC conversion unit 50 and the switch S5, a current sensor 33 and a voltage sensor 43 which detect the current A3 flowing through the path and the voltage V3 of the path are provided.

  In addition, in the AC charging path between the AC-DC conversion unit 50 and the switch S5, a diode D1 for backflow prevention is provided to prevent current from flowing backward from the switch S5 toward the AC-DC conversion unit 50. It is provided.

  In addition, since an alternating voltage is applied to the AC charging path between the AC charging connector 24 and the AC-DC conversion unit 50 and an alternating current flows, the current sensor 32 and the voltage sensor 42 are configured to be alternating current and alternating current. A sensor for voltage detection is used.

  Further, a DC voltage is applied to an AC charging path from the AC-DC conversion unit 50 to the switch S1 and a DC charging path from the DC charging connector 26 to the switch S1, and a DC current flows. Therefore, DC current and DC voltage detection sensors are used as the current sensors 31, 33, 34, 35 and the voltage sensors 41, 43, 44.

  Next, in the battery 10, a main unit inverter 18 for driving the motor 16 and a bi-directional DCDC converter 14 for charging the auxiliary battery 12 serving as a power source of various electronic devices mounted on the vehicle are switches. Connected via 17 and 13.

  The auxiliary battery 12 is, for example, a 12 V battery and has a voltage lower than that of the battery 10. The bidirectional DC / DC converter 14 can charge the auxiliary battery 12 by converting the high voltage supplied from the battery 10 to 12 V and outputting the voltage to the auxiliary battery 12. The bidirectional DC / DC converter 14 can also convert the low voltage supplied from the auxiliary battery 12 into a high voltage corresponding to the battery 10 and supply it to the battery 10 side.

  The battery 10 can also be connected to a DC-AC inverter 62 that converts a DC voltage into an AC voltage via the switch S2. The DC-AC inverter 62 receives power supply from the battery 10 to generate an AC voltage for driving an external load, and supplies the AC voltage to the external load through the AC outlet 6. Function.

  The output path of the DC voltage from the battery 10 to the DC-AC inverter 62 and the output path of the AC voltage from the DC-AC inverter 62 to the AC outlet 6 are conductive and cut off the respective output paths. Switches S2 and S3 are provided.

  Further, between the output path of the AC voltage from the DC-AC inverter 62 to the switch S3 and the input path of the AC voltage from the AC charging connector 24 to the AC-DC conversion unit 50, both paths are connected / cut off A switch S4 is provided for this purpose.

  The switches S2, S3 and S4 are, similarly to the switches S1, S5 and S6, formed of relays having a pair of contacts for respectively connecting and disconnecting the two power supply lines constituting each path. . The switch S4 corresponds to the AC input switch of the present disclosure.

  Next, the charger 20, the switch 13, the bi-directional DC / DC converter 14, the switch 17, the main unit inverter 18, and the DC-AC inverter 62 operate in accordance with a command from the power supply ECU 70 that controls charging and discharging of the battery 10. The power supply ECU 70 is an electronic control unit mainly composed of a microcomputer.

  The power supply ECU 70 turns on the switch 13 to operate the bidirectional DC-DC converter 14 when the charging rate of the accessory battery 12, in other words, the remaining capacity decreases, thereby charging the accessory battery 12 from the battery 10 I do. Further, the power supply ECU 70 outputs a high voltage from the auxiliary battery 12 to the battery 10 via the bidirectional DC-DC converter 14 according to the remaining capacity of the battery 10 and the like.

  In addition, when another vehicle control device drives the motor 16 at the time of vehicle traveling, etc., the power supply ECU 70 turns on the switch 17 to supply the high voltage from the battery 10 to the main machine inverter 18, The motor 16 can be driven via 18. Further, when an AC voltage is supplied from the AC outlet 6 to the external load, the DC-AC inverter 62 is operated.

On the other hand, the switches S1 to S6 provided in the charger 20 and before and after the DC-AC inverter 62 are driven by the control unit 60 provided in the charger 20.
The control unit 60 is configured by a microcomputer, and controls the operation of the charger 20 according to a command from the power supply ECU 70 which is a higher-level control device, thereby charging the battery 10 and diagnosing a failure of the charger 20. , Etc.

  That is, for example, when the power supply connector of the AC power source such as the AC charging stand 4 is connected to the AC charging connector 24 and the battery 10 can be charged by the AC charging path, the control unit 60 indicates To notify.

  After that, when a charge command is input from the power supply ECU 70, the AC-DC conversion unit 50 is operated to turn on the switches S5 and S1 to start charging the battery 10. Further, when a charge stop command is input from the power supply ECU 70, the switches S5 and S1 are turned off to stop the operation of the AC-DC conversion unit 50.

  In addition, for example, when the power supply connector of the DC charging stand 2 is connected to the DC charging connector 26 and the battery 10 can be charged by the DC charging path, the control unit 60 notifies the power ECU 70 to that effect.

  After that, when the charge command is input from the power supply ECU 70, charging of the battery 10 is started by turning on the switches S6 and S1, and when the charge stop command is input from the power supply ECU 70, the switches S6 and S1 are set. It turns off to stop the operation of the AC-DC conversion unit 50.

  Further, when a discharge command is input from power supply ECU 70, control unit 60 turns on switches S2 and S3. As a result, DC power is supplied from the battery 10 to the DC-AC inverter 62, AC power is generated by the DC-AC inverter 62, and AC voltage is output from the AC outlet 6 to the external load.

  In addition, when charging the battery 10 through the AC charging path or the DC charging path, the control unit 60 monitors the detection current and the detection voltage by the current sensors 31 to 35 and the voltage sensors 41 to 44, and the abnormality is abnormal. At times, the power supply ECU 70 is notified of that and the charging is stopped.

  The control unit 60 also performs failure diagnosis of the charger 20 while the vehicle is traveling. That is, the control unit 60 turns on the switches S2 and S4 and inputs the AC voltage generated by the DC-AC inverter 62 to the AC-DC conversion unit 50, thereby performing failure diagnosis of the AC charging path, and the switch By turning on and off S6, failure diagnosis of the DC charge path is performed.

  Then, next, the charger diagnosis process executed to diagnose the failure of the charger 20 in the control unit 60 will be described along the flowcharts shown in FIGS. In addition, the control unit 60 functions as a failure diagnosis unit of the present disclosure by executing the charger diagnosis process.

The charger diagnosis process is intermittently performed in the control unit 60 at predetermined time intervals, for example, every five minutes.
As shown in FIG. 2, in the charger diagnosis process, first, at S110, a so-called self check is performed to determine whether all the components of the microcomputer constituting the control unit 60 are normal. Then, if all parts of the microcomputer are normal, the process proceeds to S130, and if there is an abnormality in the microcomputer, the abnormality of the microcomputer is notified to the power supply ECU 70 in S120, and the process proceeds to S110.

  At S130, based on the outputs from the current sensors 31 to 35 and the voltage sensors 41 to 44 or the past diagnosis results, it is determined whether all the respective sensors are normal. If the current sensors 31 to 35 and the voltage sensors 41 to 44 are all normal, the process proceeds to S150. If not, the process proceeds to S140 to notify the sensor abnormality to the power supply ECU 70, and the process proceeds to S110. .

  In S150, it is determined whether all the switches S1 to S6 are normal based on the operating states of the switches S1 to S6 or the past diagnosis results. If all the switches S1 to S6 are normal, the process proceeds to S170. If not, the process proceeds to S160 to notify the power supply ECU 70 of the switch abnormality, and the process proceeds to S110.

  In S170, in the charger 20, it is determined whether or not the charging path currently subjected to failure diagnosis is only the AC charging path. Then, if the target of the failure diagnosis is only the AC charging path, the process proceeds to S180, and if not, the process proceeds to S210.

  The determination process in S170 is performed based on the diagnosis command from the power supply ECU 70, the specification of the charger 20 to which the control unit 60 is assembled, or the like. That is, in S170, when the diagnosis command of the AC charge path is input from the power supply ECU 70, or the charger 20 is provided with only the AC charge path including the AC charge connector 24, and the DC charge path is provided. If not, it is determined that the target of failure diagnosis is the AC charge path.

  Next, in S180, information indicating the operating state of the DC-AC inverter 62 is acquired from the power supply ECU 70, and based on the information, it is determined whether the DC-AC inverter 62 is normal. And if it is judged that the DC-AC inverter 62 is normal, it will transfer to S190, otherwise, will transfer to S110.

  In S190, whether or not the AC power supply connector such as the AC charging stand 4 is connected to the AC charging connector 24, in other words, the charger 20 can charge the battery 10 via the AC charging path. Determine if it is or not. Note that this determination is performed by, for example, determining whether the AC charging connector 24 is turned on by connecting the power supply connector.

  Then, if the power supply connector is connected to the AC charging connector 24 and the battery 10 can be charged via the AC charging path, the process proceeds to S200, and the pre-charger charger diagnosis process is executed, End the charger diagnostic process.

  In addition, when the power supply connector is not connected to the AC charging connector 24, failure diagnosis of the AC charging path can not be performed using the AC voltage input to the AC charging connector 24, so the process proceeds to S300. , Executes charger diagnostic processing while traveling on AC charging path. Then, when the charger diagnosis process during traveling of the AC charge path is completed in S300, the charger diagnosis process is ended.

  On the other hand, if it is determined in S170 that the charging path currently subjected to failure diagnosis is not the AC charging path, the process proceeds to S210 and is currently subjected to failure diagnosis. The charging path determines whether it is both an AC charging path and a DC charging path. The determination process in S210 is performed based on the diagnosis command from the power supply ECU 70, the specification of the charger 20 to which the control unit 60 is assembled, or the like, as in S170.

  When it is determined in S210 that the charging path currently subject to failure diagnosis is both the AC charging path and the DC charging path, the process proceeds to S220, otherwise, the process proceeds to S240. Do.

  In S220, similarly to S180, information representing the operating state of the DC-AC inverter 62 is acquired from the power supply ECU 70, and based on the information, it is determined whether the DC-AC inverter 62 is normal. And if it is judged that the DC-AC inverter 62 is normal, it will transfer to S230, otherwise, will transfer to S110.

  In S230, it is determined whether the power supply connector of the AC power supply such as the AC charging stand 4 or the DC power supply connector such as the DC charging stand 2 is connected to the AC charging connector 24 or the DC charging connector 26.

  When the power supply connector is connected to the AC charging connector 24 or the DC charging connector 26 and the charger 20 can charge the battery 10 via the AC charging path or the DC charging path, S200. Migrate to

  When it is determined that the power supply connector is not connected to the AC charging connector 24 and the DC charging connector 26 in S230, the process proceeds to S500, and the AC charging path and the DC charging path are traveling. Execute the charger diagnostic process. Then, when the charger diagnostic process during traveling of the AC charge path and the DC charge path is completed in S500, the charger diagnostic process is ended.

  Next, in S240, since the charging path currently subject to failure diagnosis is a DC charging path, is it possible to connect a DC power supply connector such as a DC charging stand 2 to the DC charging connector 26? Decide whether or not.

Then, when the power supply connector is connected to the DC charging connector 26 and the charger 20 can charge the battery 10 via the DC charging path, the process proceeds to S200.
When it is determined in S240 that the power supply connector is not connected to the DC charge connector 26, the process proceeds to S700, and the charger diagnosis process is performed during traveling of the DC charge path. Then, at S700, when the charger diagnosis process during traveling of the DC charge path is completed, the charger diagnosis process is ended.

  Here, the pre-charge charger diagnostic process executed in S200 can charge the battery 10 using AC or DC power supplied from an external power supply such as the AC charging stand 4 or the DC charging stand 2 Sometimes it is a process to perform a fault diagnosis of the charging path.

  Therefore, in S200, when the switch S5 or S6 and the switch S1 are turned on to charge the battery 10 from the AC or DC charging path, the current and voltage detected by each of the above sensors are normal. By determining whether or not there is a failure diagnosis of the charge path is performed.

  Since such failure diagnosis before charging is generally performed in the conventional apparatus, detailed description is omitted in the present specification, and then, while traveling is performed in S300, S500, and S700. The charger diagnosis process will be described.

  As shown in FIG. 3, in the traveling battery charger diagnosis process of the AC charging path executed in S300, first, in S310, all the switches S1 to S6 are turned off, and the voltage V4 is changed via the voltage sensor 44. measure.

  Then, in S320 that follows, it is determined whether or not the measured voltage V4 is within a predetermined voltage range "0 V ± d V1" centered on 0 V, thereby the charge path between the switch S5 and the switch S1. It is determined whether or not the voltage is normal.

  In addition, dV1 which prescribes | regulates a voltage range is the tolerance | permissible_range of voltage V4, and is preset. Further, dV2 to dV9 used in the following description are also within the allowable fluctuation range of the measurement voltage and are set in advance.

  If it is determined in S320 that voltage V4 is not within the predetermined voltage range "0 V ± dV1", it is determined that the contact of switch S1 is welded and that a DC voltage is applied to voltage sensor 44, Transfer to S322. Then, at S322, the power supply ECU 70 is notified of the switch abnormality, and the traveling battery charger diagnosis process is ended.

  Next, when it is determined in S320 that the voltage V4 is within the predetermined voltage range “0 V ± dV1”, the process shifts to S330, switches the switch S1 to the ON state, and the voltage via the voltage sensor 44 Measure V4.

  Then, in the subsequent S340, the switch S1 can be turned on by determining whether or not the voltage V4 measured in S330 is within the predetermined voltage range “VB ± dV2” centered on the voltage VB of the battery 10. Determine if it was.

  If it is determined in S340 that the voltage V4 is not within the predetermined voltage range “VB ± dV2”, the switch S1 is switched to the OFF state in S342, and then the process proceeds to S344. Then, in S344, the power supply ECU 70 is notified that the switch S1 is broken, and the traveling battery charger diagnosis process is ended.

The processes of S310 to S344 are similarly performed as the failure determination process of the switch S1 in the on-travel charger diagnosis process executed in S500 and S700.
Then, the control unit 60 monitors the currents A4 and A5 detected by the current sensors 34 and 35 during failure determination processing of the switch S1, and when the current value exceeds the threshold value for overcurrent determination, the charge path The power supply ECU 70 is notified that an overcurrent fault has occurred in the power supply ECU 70. In addition, after the notification of the overcurrent failure, the in-travel charger diagnosis process is ended.

  Next, at S340, if it is determined that voltage V4 is within the predetermined voltage range “VB ± dV2” and switch S1 is not broken, the process proceeds to S350 and switch S1 is returned to the off state. The voltages V2, V3 and V4 are measured via the voltage sensors 42, 43 and 44, respectively.

  Then, in S360, the voltage of the AC charge path is determined by determining whether at least one of the measured voltages V2 to V4 falls within a predetermined voltage range "0 V ± dV3" centered on 0 V. Determine whether it is normal.

  If it is determined in S360 that at least one of the voltages V2 to V4 is not within the predetermined voltage range "0 V ± dV3", one of the contacts of the switches S1 to S5 is welded, and the voltage in the AC charging path Is determined to be applied, and the process proceeds to S362. Then, in S362, the power supply ECU 70 is notified of the switch abnormality, and the traveling battery charger diagnosis process is ended.

  Next, when it is determined in S360 that all the voltages V2 to V4 are within the predetermined voltage range "0 V ± dV3", the process proceeds to S370, the switch S2 is turned on, and the power supply ECU 70 receives DC-AC. The operation of the inverter 62 is started. As a result, the DC-AC inverter 62 receives power supply from the battery 10 to generate an AC voltage.

  Therefore, in the subsequent S380, the switch S4 is turned on to input the AC voltage generated by the DC-AC inverter 62 to the AC-DC conversion unit 50, and the voltage via the voltage sensor 42. Measure V2.

  Then, in S390, it is determined whether the voltage V2 measured in S380 falls within a predetermined voltage range centered on the AC voltage generated by the DC-AC inverter 62, for example, "AC 100 V ± d V4". to decide.

  If it is determined in S390 that the voltage V2 is not within the predetermined voltage range “AC 100 V ± dV4”, the process proceeds to S392, switches the switch S4 to the off state, and stops the operation of the DC-AC inverter 62, The switch S2 is switched to the off state.

  That is, when the voltage V2 is not within the predetermined voltage range “AC 100 V ± dV4”, it is determined that any one of the switches S2, S4 and the DC-AC inverter 62 is broken or the paths before and after the DC-AC inverter 62 are It is considered to be broken.

  Therefore, in S392, the switch S4, the DC-AC inverter 62, and the switch S2 are sequentially switched to the original state, thereby blocking the discharge path by the DC-AC inverter 62.

  Then, in the subsequent S394, the power supply ECU 70 is notified that the switches S2, S4 and the DC-AC inverter 62 are broken or broken as a diagnosis result, and the traveling battery charger diagnosis process is ended.

  Next, when it is determined in S390 that voltage V2 is within the predetermined voltage range “AC 100 V ± dV4”, the AC voltage is properly input from AC-DC inverter 62 from DC-AC inverter 62. Because, it moves to S400.

  Then, in S400, the target voltage of the DC voltage generated by AC-DC conversion unit 50 is set based on the traveling state of the vehicle and the charge rate of battery 10 (hereinafter referred to as SOC). AC-DC conversion unit 50 The AC-DC conversion unit 50 is operated so that the output from the signal is the target voltage.

That is, in the traveling battery charger diagnosis process, it is not necessary to charge the battery 10 with the DC voltage generated by the AC-DC conversion unit 50.
Therefore, if the target voltage of the AC-DC conversion unit 50 is set to a voltage value lower than that of the battery 10, the amount of power consumption of the battery 10 consumed by executing the traveling battery charger diagnosis process is suppressed. It can prevent affecting the running of the vehicle.

  However, when performing failure diagnosis by operating the AC-DC conversion unit 50, the target voltage of the AC-DC conversion unit 50 is set to the SOC of the battery 10 so that diagnosis can be performed in a wide range within the drivable range of the charger 20. It is desirable to approach it.

Therefore, in S400, the target voltage of the AC-DC conversion unit 50 is set based on the traveling state of the vehicle and the SOC of the battery 10.
Specifically, when the motor 16 is driven to drive the vehicle, a voltage drop occurs due to the driving of the motor 16. Therefore, the target voltage is set to, for example, a voltage value corresponding to “SOC × 0.7”. .

  At the time of deceleration of the vehicle, etc., at the time of regeneration where the motor 16 is rotated by the rotation of the wheels and power is regenerated to the battery 10 side, the battery voltage is higher than at the time of powering. Set the voltage value corresponding to 0.9 ".

Further, when the vehicle is at a stop, the battery voltage is stable. Therefore, by setting the target voltage to, for example, “SOC × 0.8”, it is set to an intermediate voltage value between powering and regeneration. Do.
Note that since an AC voltage is input from an external AC power supply to the AC charging connector 24 and a target voltage for charging the battery 10 is required to flow charging current to the battery 10 side, for example, “SOC × 1.2 The voltage value is set to be higher than the battery voltage.

As described above, when the AC-DC conversion unit 50 is operated in S400, the process proceeds to S410, and the voltage V3 which is an output from the AC-DC conversion unit 50 is measured via the voltage sensor 43.
Then, in S420, it is determined whether the voltage V3 measured in S410 is within a predetermined voltage range "target voltage ± dV5" centered on the target voltage set in S400.

  If it is determined in S420 that the voltage V3 is not within the predetermined voltage range "target voltage ± dV5", it is considered that the AC-DC conversion unit 50 is broken, so the process proceeds to S422, and AC-DC The operation of the conversion unit 50 is stopped.

  Further, in S422, after the operation of the AC-DC conversion unit 50 is stopped, the switch S4 is sequentially switched to the OFF state, the operation of the DC-AC inverter 62 is stopped, and the switch S2 is switched to the OFF state. The discharge path by the inverter 62 is shut off.

Then, in the subsequent S424, the power supply ECU 70 is notified of the failure of the AC-DC conversion unit 50 as a diagnosis result, and the traveling battery charger diagnosis process is ended.
When it is determined in S420 that the voltage V3 is within the predetermined voltage range “target voltage ± dV5”, the AC-DC conversion unit 50 is operating normally, so the process proceeds to S430. The same processing as S422 is performed.

  That is, in S430, the operation of the AC-DC conversion unit 50 is stopped, and then the switch S4 is turned off, the operation of the DC-AC inverter 62 is stopped, and the switch S2 is turned off. Cut off the discharge path.

  Then, in S440 that follows, the power supply ECU 70 is notified that the AC charge path including the discharge path by the DC-AC inverter 62 is normal as a diagnosis result, and the traveling battery charger diagnosis process is ended.

  When the failure determination processing of the switch S1 by S310 to S344 ends while the above-described charger diagnosis processing of the AC charge path is being executed, the control unit 60 is detected by the current sensors 32, 33, 34 and 35. Monitor the current A2, A3, A4, A5.

  Then, when at least one of the current values of the currents A2, A3, A4, and A5 exceeds the threshold value for determining the overcurrent, it is determined that an overcurrent failure has occurred in the AC charge path, and the effect is determined by the power supply ECU 70. And the battery charger diagnosis process is terminated.

  Next, as shown in FIG. 4, in the charger diagnosis process during traveling of the AC and DC charge path executed in S500, first, in S510, the switch is performed in the same procedure as S310 to S344 shown in FIG. The failure determination process of S1 is executed.

  Then, if it is determined that the switch S1 is normal in the failure determination process of S510, the process proceeds to S520, where the switch S1 is returned to the off state, and the voltages V1, V4 via the voltage sensors 41, 42, 43, 44. Measure V2, V3 and V4.

  In S530, it is determined whether or not at least one of the measured voltages V1 to V4 falls within a predetermined voltage range "0 V ± d V3" centered on 0 V, to thereby determine the AC charge path and the DC charge path. It is determined whether the voltage is normal.

  If it is determined in S530 that at least one of the voltages V1 to V4 is not within the predetermined voltage range "0 V ± dV3", any one of the contacts of the switches S1 to S6 is welded, and the AC charging path or DC It is determined that the voltage is applied to the charging path, and the process proceeds to S522. Then, in S522, the power supply ECU 70 is notified of the switch abnormality, and the traveling battery charger diagnosis process is ended.

  When it is determined in S530 that all the voltages V1 to V4 are within the predetermined voltage range “0 V ± dV3”, the process proceeds to S540, and switches are performed in the same procedure as S310 to S344 shown in FIG. A failure / breaking determination process of S2, S4 or the DC-AC inverter 62 is executed.

  If it is determined that the switches S2 and S4 and the DC-AC inverter 62 are normal and disconnection is not performed in the failure / breakage determination process of S540, the process proceeds to S550, and the procedure similar to S400 to S424 shown in FIG. Then, failure determination processing of the AD-DC conversion unit 50 is performed.

  When it is determined in S550 that the AD-DC conversion unit 50 is operating normally, the process proceeds to S560, the switch S5 is turned on, and the switches S5 and S1 are switched via the voltage sensor 44. Measure the voltage V4 of the charge path between

Next, in S570, it is determined whether the voltage V4 measured in S560 is within a predetermined voltage range "target voltage ± dV6" centered on the target voltage of the AC-DC conversion unit 50.
If it is determined in S570 that the voltage V4 is not within the predetermined voltage range "target voltage ± dV6", it is considered that the switch S5 is broken, so the flow proceeds to S572, and the switch S5 is turned off And stop the operation of the AC-DC converter 50.

  Further, in S572, after the operation of the AC-DC conversion unit 50 is stopped, the switch S4 is sequentially switched to the OFF state, the operation of the DC-AC inverter 62 is stopped, and the switch S2 is switched to the OFF state. The discharge path by the inverter 62 is shut off.

Then, in the subsequent S574, the power supply ECU 70 is notified that the switch S5 is broken as a diagnosis result, and the traveling battery charger diagnosis process is ended.
If it is determined in S570 that the voltage V4 is within the predetermined voltage range "target voltage ± dV6", then the flow shifts to S580. Then, in S580, the switch S6 is turned on, and the voltage V1 of the DC charging path between the switch S6 and the DC charging connector 26 is measured via the voltage sensor 41.

Next, in S590, it is determined whether the voltage V1 measured in S580 is within a predetermined voltage range "target voltage ± dV7" centered on the target voltage of the AC-DC conversion unit 50.
Then, when the voltage V1 is not within the predetermined voltage range “target voltage ± dV7”, the switch S6 is broken or the DC charge path is broken, so the process proceeds to S592 and switches S6 and S5 The turn-off is sequentially made to stop the operation of the AC-DC conversion unit 50.

  Further, in S592, after the operation of the AC-DC conversion unit 50 is stopped, the switch S4 is sequentially switched to the OFF state, the operation of the DC-AC inverter 62 is stopped, and the switch S2 is switched to the OFF state. The discharge path by the inverter 62 is shut off.

  Then, in the subsequent S594, the power supply ECU 70 is notified as a diagnosis result that the switch S6 is broken or the DC charge path is broken, and the traveling battery charger diagnosis process is ended.

  When it is determined in S590 that the voltage V1 is within the predetermined voltage range "target voltage ± dV7", the switch S6 is normal, so the process proceeds to S600 and the same processing as S592 is performed. Do.

  That is, in S600, the switches S6 and S5 are sequentially turned off to stop the operation of the AC-DC conversion unit 50. Thereafter, the switch S4 is turned off, the operation of the DC-AC inverter 62 is stopped, and the switch S2 is turned off, whereby the discharge path by the DC-AC inverter 62 is cut off.

  Then, in S610, it is determined that the AC charging path including the discharging path by the DC-AC inverter 62 and the DC charging path are all normal, and that effect is notified to the power supply ECU 70 as a diagnosis result. End the charger diagnostic process.

  When the failure determination processing of the switch S1 in S510 is completed in the above-described charger diagnosis processing of the AC and DC charging paths, the control unit 60 is detected by the current sensors 31, 32, 33, 34 and 35. Monitor the current A1, A2, A3, A4 and A5.

  Then, when at least one of the current values of the currents A1, A2, A3, A4 and A5 exceeds the threshold value for overcurrent determination, it is determined that an overcurrent fault has occurred in the AC charging path or the DC charging path, That is notified to the power supply ECU 70, and the traveling battery charger diagnosis process is ended.

  Next, as shown in FIG. 5, in the traveling battery charger diagnosis process of the DC charging path executed in S700, first, in S710, the switch S1 is switched in the same procedure as S310 to S344 shown in FIG. Execute failure determination processing.

  When the switch S1 is determined to be normal in the failure determination process of S710, the process proceeds to S720, the switch S1 is returned to the off state, and the voltage V1 of the DC charge path is measured via the voltage sensor 41. Do.

  Next, in S730, the voltage of the DC charge path is normal by determining whether or not the voltage V1 measured in S720 is within the predetermined voltage range "0 V ± dV3" centered on 0 V. Determine if it is or not.

  If it is determined in S730 that voltage V1 is not within the predetermined voltage range "0 V ± dV3", any one of the contacts of switches S1 to S6 is welded, and a voltage is applied to the DC charge path. It decides and, it moves to S732. Then, at S732, the power supply ECU 70 is notified of the switch abnormality, and the traveling battery charger diagnosis process is ended.

  Next, when it is determined that the voltage V1 is within the predetermined voltage range “0 V ± dV3” in S730, the process proceeds to S740 to turn on the switches S1 and S6 in order, and via the voltage sensor 41. , And measure the voltage V1 of the DC charging path.

Then, in S750, it is determined whether or not the voltage V1 measured in S740 is within a predetermined voltage range "battery voltage ± dV8" centered on the voltage of the battery 10.
Then, if the voltage V1 is not within the predetermined voltage range “battery voltage ± dV8”, the switch S1 or S6 is broken or the DC charging path is broken, so the process proceeds to S752, and the switch S6, S1 is sequentially switched to the off state, and the process proceeds to S754.

  In S754, the power supply ECU 70 is notified as a diagnosis result that the switch S1 or S6 is broken or the DC charge path is broken, and the traveling battery charger diagnosis process is ended.

  When it is determined in S750 that voltage V1 is within the predetermined voltage range "battery voltage ± dV8", the DC charging path including switch S1 or S6 is normal, so the process proceeds to S760. , Switches S1 and S6 are turned off, and the process proceeds to S770.

Then, in S770, the power supply ECU 70 is notified that the DC charge path is normal as a diagnosis result, and the traveling battery charger diagnosis process is ended.
When the failure determination processing of the switch S1 in S710 ends in the above-described charger diagnosis processing of the DC charging path, the control unit 60 monitors the currents A1 and A5 detected by the current sensors 31 and 35. .

  Then, when at least one of the current values of the currents A1 and A5 exceeds the threshold value for determining the overcurrent, it is determined that an overcurrent failure has occurred in the DC charge path, and the power ECU 70 is notified of this. The battery charger diagnosis process is ended during the traveling.

  As described above, the vehicle charging apparatus (charger) 2 of the present embodiment is provided with the control unit 60 for controlling the output voltage and the like of the AC-DC conversion unit 50 provided in the AC charging path. ing.

  Control unit 60 is supplied with power from the external power supply through AC charging connector 24 or DC charging connector 26 and fails in the charging path not only when the battery 10 can be charged, but also while the vehicle is traveling. Make a diagnosis.

  Then, at the time of failure diagnosis during traveling of the vehicle, the control unit 60 operates the DC-AC inverter 62 to cause the DC-AC inverter 62 to convert the DC voltage supplied from the battery 10 into an AC voltage.

  In addition, the control unit 60 turns on the switch S4 to input the AC voltage output from the DC-AC inverter 62 to the AC-DC conversion unit 50, and operates the AC-DC conversion unit 50.

Then, by judging whether or not the DC voltage is normally output from the AC-DC conversion unit 50, failure diagnosis of the AC charging path is performed.
Further, in this state, the control unit 60 turns on the switch S6 to input the DC voltage generated by the AC-DC conversion unit 50 to the DC charge path, and diagnose the failure of the DC charge path. Do.

  Therefore, according to the vehicle charging device (charger) 2 of the present embodiment, failure diagnosis of the AC charging path and the DC charging path is performed using the DC-AC inverter 62 mounted on the vehicle while the vehicle is traveling. Will be able to do.

For this reason, even if the charger 20 breaks down while the vehicle is traveling, it is possible to promptly detect that and notify the power supply ECU 70.
Therefore, the driver of the vehicle can run the vehicle to a repair shop or the like to repair the charger 20 until the battery 10 is discharged and the traveling of the vehicle becomes difficult. It is possible to suppress the inability to run the vehicle without being able to charge 10.

  Also, in the AC charging path from AC charging connector 24 to battery 10, the DC charging path from DC charging connector 26 to battery 10, and the discharging path from battery 10 through DC-AC inverter 62 to the AC charging path , And a plurality of switches S1 to S6 are provided.

  Then, at the time of failure diagnosis, the control unit 60 switches the on / off states of the switches S1 to S6 in a predetermined order, and confirms changes in the voltages V1 to V4 detected by the voltage sensors 41 to 44. The failure location is identified and notified to the power supply ECU 70 as a diagnosis result.

For this reason, on the power supply ECU 70 side, based on the diagnosis result notified from the control unit 60, it is possible to identify the failure location of the charger 20 and to prompt the user to repair.
Further, based on the diagnosis result notified from control unit 60, power supply ECU 70 can operate the vehicle in the low power consumption mode so that the amount of power consumption of battery 10 is reduced when charger 20 is broken.

  That is, for example, stopping or suppressing the operation of the electronic device that operates by receiving power supply from the auxiliary battery 12 and the operation of the air conditioner driven by the motor 16 or suppressing the output of the motor 16 Then, the power consumption of the battery 10 is suppressed.

  In this way, when the charger 20 breaks down, the discharge power from the battery 10 is suppressed, and the time until the battery 10 needs to be charged is lengthened, and the range of the vehicle is extended. it can.

  Next, in the present embodiment, when performing failure diagnosis by operating the AC-DC conversion unit 50 when the vehicle is traveling, the target voltage of the DC voltage generated by the AC-DC conversion unit 50 is It sets according to the charge rate of the battery 10.

  Therefore, as compared with the case where the target voltage of the AC-DC conversion unit 50 is set to a constant voltage value lower than that of the battery 10, the failure diagnosis of the charger 20 is within the drivable range of the charger 20. Can be implemented in a wide range, and diagnostic accuracy can be improved while the vehicle is traveling.

  Further, in the present embodiment, when the following diagnosis prohibition conditions 1) to 6) are satisfied by the processes of S110 to S190 and S210 to S240 shown in FIG. Failure diagnosis processing is not performed.

1) When an abnormality occurs in the microcomputer.
2) When at least one of the voltage sensors 41 to 44 or the current sensors 31 to 35 is broken.

3) When at least a part of the switches S1 to S6 is broken.
4) When the DC-AC inverter 62 is broken.
5) When an external power supply is connected to the AC charging connector when diagnosing the AC charging path.

6) When an external power supply is connected to the DC charge connector when diagnosing the DC charge path.
For this reason, according to the present embodiment, it is possible to accurately and safely perform failure diagnosis of the charger 20 even while the vehicle is traveling.
Second Embodiment
Next, a second embodiment of the present disclosure will be described.

  As shown in FIG. 6, in the vehicle charging device 22 of the present embodiment, a DC voltage for charging using an AC voltage input from an external power supply via the AC charging connector 24 as a charging path to the battery 10 An AC charging path provided with an AC-DC converter 52 for generating

  Then, the AC charging path is provided with the switch S1 connected to the battery 10 and the switch S5 provided between the AC-DC conversion unit 52 and the switch S1, as in the above embodiment. .

  Further, similarly to the above embodiment, in the charging path between the AC charging connector 24 and the AC-DC converting unit 52, between the AC-DC converting unit 52 and the switch S5, and between the switch S5 and the switch S1. Are provided with current sensors 32-34 and voltage sensors 42-44.

  In order to generate a DC voltage for charging, the AC-DC conversion unit 52 performs a full-wave rectification on the AC voltage input from the AC charging connector 24 and outputs the PFC unit 54 and the output from the PFC unit 54. A DC-DC conversion unit 56 is provided which converts a DC voltage for battery charging. PFC represents Power Factor Correction, and PFC unit 54 is a known power factor correction circuit.

  The AC-DC conversion unit 52 is also provided with an AC discharge unit 58 that receives power supply from the battery 10 and generates an AC voltage for driving an external AC load. The AC discharge unit 58 functions in the same manner as the DC-AC inverter 62 of the above embodiment.

  That is, in the vehicle charging device (charger) 22 of the present embodiment, the AC-DC conversion unit 52 performs AC discharge in addition to the conversion function as the DC voltage generation unit by the PFC unit 54 and the DCDC conversion unit 56. A discharge function by the unit 58 is provided.

  For this reason, according to the charger 22 of the present embodiment, there is no need to separately provide the DC-AC inverter 62 in order to output an AC voltage to an external device using the power of the battery 10, and charging is performed during vehicle travel. It is not necessary to provide the switches S2 to S4 in order to make a failure diagnosis of the unit 22.

Next, the charger 22 is provided with a control unit 62 that controls the AC-DC conversion unit 52.
The control unit 62 is configured by a microcomputer, and controls the PFC unit 54 and the DCDC conversion unit 56 when charging the battery 10 according to a command from the power supply ECU 70 which is a higher-level control device. Control 58

  Further, the control unit 62 diagnoses the failure of the charge path when charging the battery 10 or traveling the vehicle. For this reason, switches S1 and S5, current sensors 32-34 and voltage sensors 42-44 provided on the charging path are also connected to the control unit 62.

  The charger diagnosis process in the control unit 62 is performed substantially the same as in FIG. 2, and it is determined that the diagnosis prohibition condition is not established by the processes of S110 to S180, and an external power supply is connected to the AC charge connector 24. Sometimes, the pre-charger diagnostic process of S200 is performed.

  In addition, when it is determined that the diagnosis prohibition condition is not established by the processing of S110 to S180, and the external power supply is not connected to the AC charge connector 24, the charger diagnosis processing during traveling of the AC charge path is performed.

Since the battery charger diagnosis process during traveling is slightly different from the procedure shown in FIG. 3, the difference from the above embodiment will be mainly described using the flowchart shown in FIG.
As shown in FIG. 7, in the traveling battery charger diagnosis process of the present embodiment, first, in S315, the switches S1 and S5 are turned off, and the voltage V4 is measured via the voltage sensor 44, and then S320 to S344. Then, the failure determination processing of the switch S1 is executed.

  If it is determined in this failure determination process that switch S1 is not broken, switch S1 is returned to the OFF state in S350, voltages V2, V3, and V4 are measured, and the measured voltage is measured in S360. It is determined whether V2 to V4 are within the predetermined voltage range "0 V ± dV3".

  When it is determined in S360 that at least one of the voltages V2 to V4 is not within the predetermined voltage range "0 V ± dV3", the switch abnormality is notified to the power supply ECU 70 in S362, and the battery charger while traveling End the diagnostic process.

  On the other hand, when it is determined in S360 that all the voltages V2 to V4 are within the predetermined voltage range "0 V ± dV3", the process shifts to S375 to turn on the switches S1 and S5. Then, in S385, the AC discharge unit 58 of the AC-DC conversion unit 52 is operated to measure the voltage V2 through the voltage sensor 42.

  That is, when the AC discharge unit 58 is operated, it receives power supply from the battery 10 to generate an AC voltage. Therefore, the AC voltage V2 generated by the AC discharge unit 58 via the voltage sensor 42. Measure.

  Then, in S390, it is determined whether the measured voltage V2 is within a predetermined voltage range centered on the AC voltage generated by the AC discharge unit 58, for example, “AC 100 V ± dV4”.

  If it is determined in S390 that the voltage V2 is not within the predetermined voltage range “AC 100 V ± dV4”, the process proceeds to S 396 to stop the operation of the AC discharge unit 58, whereby the AC-DC conversion unit 52 is Stop the discharge function. After that, in S396, the switches S1 and S5 are switched to the OFF state, and the process shifts to S398.

Then, in S398, the power supply ECU 70 is notified as a diagnosis result that the discharge function of the AC-DC conversion unit 52 is broken, and the traveling battery charger diagnosis process is ended.
Next, when it is determined in S390 that voltage V2 is within the predetermined voltage range “AC 100 V ± dV4”, AC discharge unit 58 operates normally, and AC voltage is not supplied to PFC unit 54. Since the data is properly input, the process proceeds to S405.

  Then, in S405, the target voltage of the DC voltage to be generated by the AC-DC conversion unit 52 is set based on the traveling state of the vehicle and the SOC of the battery 10 as in S400 of the above embodiment. The operation of generating the DC voltage by the conversion unit 52 is started.

  That is, in S405, the PFC unit 54 and the DCDC conversion unit 56 of the AC-DC conversion unit 52 are operated to control these units so that the target voltage is output from the DCDC conversion unit 56.

  Thus, when the PFC unit 54 and the DCDC conversion unit 56 are operated in S405, the process proceeds to S410, and the voltage V3 is measured via the voltage sensor 43. Then, in S420, it is determined whether or not the conversion function of the AC-DC conversion unit 52 is normal by determining whether or not the measured voltage V3 is within the predetermined voltage range “target voltage ± dV5”. To judge.

  If it is determined in S420 that the voltage V3 is not within the predetermined voltage range "target voltage ± dV5", the conversion function of the AC-DC conversion unit 52 is broken, so the process proceeds to S426, AC-DC The conversion function of the DCDC conversion unit 56 and the PFC unit 54 of the conversion unit 52 is stopped.

  Further, in S426, after stopping the conversion function of the AC-DC conversion unit 52, the switch S5 is sequentially switched to the off state, the operation of the AC discharge unit 58 is stopped, and the switch S1 is switched to the off state. The connection between the charger 22 and the battery 10 is cut off.

Then, in the subsequent S428, the power supply ECU 70 is notified that the conversion function of the AC-DC conversion unit 52 is broken as a diagnosis result, and the traveling battery charger diagnosis process is ended.
When it is determined in S420 that voltage V3 is within the predetermined voltage range "target voltage ± dV5", both the discharge function and the conversion function of AC-DC conversion unit 52 function normally. Therefore, the process proceeds to S435, and the same processing as S426 is performed.

  That is, in S435, the conversion function of the AC-DC conversion unit 52 is stopped, the switch S5 is switched to the OFF state, the operation of the AC discharging unit 58 is stopped, and the switch S1 is switched to the OFF state. Disconnect the connection with the battery 10.

  Then, in S440 that follows, the power supply ECU 70 is notified as a diagnosis result that the AC charge path including the discharge path by the AC discharge portion 58 in the AC-DC conversion portion 52 is normal, and the battery charger diagnosis process during traveling is performed. finish.

  The control unit 60 monitors the current A4 detected by the current sensor 34 during execution of the failure determination process of the switch S1 by S315 to S344, and during the process of S350 and later, the current sensors 32, 33 and The currents A2, A3 and A5 detected at 34 are monitored.

  Then, when at least one of the current values under monitoring exceeds the threshold value for overcurrent determination, it is determined that an overcurrent fault has occurred in the AC charge path, and the power ECU 70 is notified of that and the traveling End the medium charger diagnostic process.

  As described above, in the charger 22 of the present embodiment, the AC discharge unit 58 is incorporated in the AC-DC conversion unit 52, and an AC voltage is generated by the AC-DC conversion unit 52, and an AC charging connector is generated. It is possible to discharge from 24 to the outside.

  Then, while the vehicle is traveling, the AC discharge unit 58 is operated, the AC voltage generated by the AC discharge unit 58 is input to the PFC unit 54, and functions as a DC voltage generation unit in the AC-DC conversion unit 52. By operating the PFC unit 54 and the DCDC conversion unit 56, failure diagnosis is performed.

  Therefore, also in the charger 22 of the present embodiment, it is possible to detect a failure of the charger 22 while the vehicle is traveling and to notify the power supply ECU 70, which is a higher control device, as in the above embodiment. You can get the effect.

  Further, in the charger 22 of the present embodiment, since the failure diagnosis can be performed by the charger 22 alone without providing the DC-AC inverter 62 and the switches S2 to S4, the diagnostic function of the charger 22 can be improved. It is possible to configure the charging system having it more easily.

As mentioned above, although the form for implementing this invention was demonstrated, this invention can be variously deformed and implemented, without being limited to the above-mentioned embodiment.
[Modification 1]
In the first embodiment and the second embodiment, the DC voltage is input from the battery 10 to the DC-AC inverter 62 outside the charger 20 or the AC discharge unit 58 in the charger 22 so that the chargers 20 and 22 can be used. It has been described that the fault diagnosis of the charging path of

  However, since a capacitor is provided in the charging path of charger 20 to suppress fluctuations in charging voltage, the DC power stored in this capacitor is input to DC-AC inverter 62 or AC discharging unit 58. Thus, failure diagnosis of the charging path may be performed.

  For example, as shown in FIG. 8, in the AC-DC conversion unit 53, a DC voltage is input to the DC-AC inverter 59 from the capacitor C1 provided in the charge path between the PFC unit 54 and the DC-DC conversion unit 56. Alternatively, an alternating voltage may be generated.

  When the AC-DC conversion unit 53 is configured in this way, the PFC unit 54 is operated with the AC voltage generated by the DC-AC inverter 59 while the vehicle is traveling, and charging before and after the PFC unit 54 is performed. It is possible to make a fault diagnosis of the route. Further, with regard to the charge path in the rear stage from the DCDC conversion unit 56 to the switch S1, failure diagnosis can be performed by operating the DCDC conversion unit 56 using the DC power stored in the capacitor C1.

  Then, since it becomes possible to perform failure diagnosis of the charging route without using the power of the battery 10 while the vehicle is traveling, the charging rate of the battery 10 is lowered by the failure diagnosis. Can be suppressed.

As described above, when performing failure diagnosis of the charge path using the power stored in the capacitor, the charge amount stored in the capacitor is measured, and the charge amount is used for failure diagnosis. It is preferable to set that the required charge amount has been reached as the diagnosis execution condition.
[Modification 2]
Next, in the above embodiment, the switches S1 to S6 are described as being configured by relays, but some or all of the switches S1 to S6 may be semiconductor switches such as FETs instead of the relays. You may use and comprise.

  Further, when the switches S1 to S6 are configured by relays, as shown in FIG. 9, the conduction paths to be turned on / off are divided into two, and contacts S11 and S12 for switching on / off are provided on each path. The resistor R1 may be provided in one of the current-carrying paths to provide a current path for suppressing inrush current.

In this case, when the conduction path is made conductive, first, the contact S11 of the path provided with the resistor R1 is made conductive, and then the other contact 12 is made conductive after a predetermined time has elapsed. In this way, it is possible to suppress welding of the contacts S11 and S12 due to a large inrush current flowing through the contacts S11 and S12 of the relay.
[Modification 3]
Next, in the above embodiment, the control units 60 and 62 as the failure diagnosis unit are described as performing the charger diagnosis process intermittently at predetermined time intervals. However, in this case, it is conceivable that the power consumption of the battery 10 while the vehicle is traveling increases and the battery 10 is discharged faster.

  Therefore, as an execution condition of the charger diagnosis process while the vehicle is traveling, more severe diagnosis execution condition may be set instead of every predetermined time so that the battery is not excessively discharged by the failure diagnosis.

  Specifically, for example, the charger diagnosis process during traveling is performed when the SOC of the battery 10 decreases to a lower limit value, for example, 20%, at which the vehicle can be moved to a repair shop or the like, The diagnosis execution condition may be set.

  In this way, after the failure of the charging path is diagnosed in the diagnosis processing, the vehicle can be made to travel to the repair shop etc., and the consumption of the battery 10 can be suppressed while suppressing the inability to travel the vehicle. Power can be reduced.

  Also, in this case, while the vehicle is traveling, measure the distance of the nearest repair plant by using the navigation device mounted on the vehicle, and set the lower limit value of the SOC that is the diagnosis execution condition based on the distance. You may do so.

  In addition, in order to suppress consumption of battery power by the battery charger diagnosis process during traveling, traveling is performed when electric power is regenerated from the motor 16 to the battery 10, not when the SOC of the battery 10 decreases. The middle charger diagnosis process may be executed.

  And in order to do this, for example, the SOC of the battery 10 is 100%, that is, it is fully charged, the vehicle is decelerating, and that the electric power is generated by the regenerative brake, the condition for executing diagnosis It may be set as

  In addition, while the vehicle is traveling, the downhill traveling period of the vehicle is predicted using the navigation device mounted on the vehicle, and when the traveling period is longer than the set period, the charger diagnosis processing is performed during the traveling period. May be implemented.

Even in this case, the power generation by the regenerative brake can be used to perform the charger diagnosis process during traveling, and the power consumption of the battery 10 can be suppressed.
Next, even if the plurality of functions of one component in the above embodiment are realized by a plurality of components or one function of one component is realized by a plurality of components. Good. Also, a plurality of functions possessed by a plurality of components may be realized by one component, or one function realized by a plurality of components may be realized by one component. In addition, part of the configuration of the above embodiment may be omitted. In addition, at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other above embodiment. In addition, all the aspects contained in the technical thought specified only by the words described in the claim are an embodiment of the present invention.

  DESCRIPTION OF SYMBOLS 2 ... DC charge stand, 4 ... AC charge stand, 6 ... AC outlet, 10 ... battery, 20, 22 ... Vehicle charging device (charger), 24 ... AC charge connector, 26 ... DC charge connector, 31-35 ... Current sensor, 41 to 44 voltage sensor, S1 to S6 switch, 50, 52, 53 AC-DC converting unit 54 PFC unit 56 DCDC converting unit 58 AC discharging unit 59, 62 DC -AC inverter, 60, 62 ... control unit, 70 ... power supply ECU, C1 ... capacitor, D1 ... diode, R1 ... resistance.

Claims (11)

A vehicle charging device for charging a battery mounted on a vehicle, comprising:
AC charging connector (24) for receiving power supply from AC power supply outside the vehicle,
An AC-DC conversion unit (50) that generates a DC voltage for battery charging from the AC voltage input to the AC charging connector;
An output path of an AC voltage from an AC discharge unit (62) that receives an electric power supply from the battery and generates an AC voltage and outputs the generated voltage to the outside, and an input path of an AC voltage from the AC charging connector to the AC-DC conversion unit And an AC input switch (S4) for connecting and disconnecting these two paths,
By switching the AC input switch from the disconnection state to the connection state while the vehicle is traveling, the AC voltage generated by the AC discharge unit is input to the AC-DC conversion unit, and from the AC-DC conversion unit A fault diagnostic unit (60) for performing fault diagnosis on an AC charge path leading to the battery;
, A vehicle charging device. A vehicle charging device for charging a battery mounted on a vehicle, comprising:
AC charging connector (24) for receiving power supply from AC power supply outside the vehicle,
An AC-DC conversion unit (50) that generates a DC voltage for battery charging from the AC voltage input to the AC charging connector;
An output path of an AC voltage from an AC discharge unit (62) that receives an electric power supply from the battery and generates an AC voltage and outputs the generated voltage to the outside, and an input path of an AC voltage from the AC charging connector to the AC-DC conversion unit And an AC input switch (S4) for connecting and disconnecting these two paths,
A DC charging connector (26) for receiving a DC voltage for charging the battery from a DC power supply external to the vehicle;
A DC input switch (S6) provided in a DC charging path from the DC charging connector to the battery, for conducting / blocking the DC charging path;
By switching the AC input switch from the disconnection state to the connection state while the vehicle is traveling, the AC voltage generated by the AC discharge unit is input to the AC-DC conversion unit, and from the AC-DC conversion unit Failure diagnosis unit that performs failure diagnosis of an AC charge path leading to the battery, and further switches the DC input switch from a cutoff state to a conduction state, and performs failure diagnosis of a DC charge path from the DC charge connector to the battery (60),
, A vehicle charging device. A vehicle charging device for charging a battery mounted on a vehicle, comprising:
AC charging connector (24) for receiving power supply from AC power supply outside the vehicle,
An AC-DC converter (52) for generating a DC voltage for battery charging from the AC voltage input to the AC charging connector;
A failure diagnosis unit (62) that performs failure diagnosis on an AC charge path from the AC-DC conversion unit to the battery;
Equipped with
The AC-DC conversion unit rectifies the AC voltage to generate a DC voltage for charging the battery, and the DC voltage generation unit (54, 56) receives an electric power supply from the battery to generate an AC voltage and externally And an AC discharge unit (58) for outputting
The failure diagnosis unit operates the AC discharge unit of the AC-DC conversion unit to generate an AC voltage while the vehicle is traveling, and operates the DC voltage generation unit with the AC voltage. A vehicle charging device configured to perform failure diagnosis of an AC charge path from a DC conversion unit to the battery. The AC charging path from the AC-DC converting portion including the input path of the AC voltage from the AC discharging portion to the battery includes a plurality of switches for conducting and blocking the AC charging path, and before and after the switch A plurality of sensors for detecting at least one of voltage and current at
The failure diagnosis unit causes the plurality of switches to be turned on / off in a predetermined order, and monitors a voltage or a current detected by the sensor to cause a failure of the AC charge path including the switch and the sensor. The vehicle charging device according to any one of claims 1 to 3, which is configured to detect and identify the failure point.   The vehicle charging device according to claim 4, wherein at least a part of the switch is configured by a relay, and the relay is provided with a current path for suppressing inrush current.   The vehicle charging device according to claim 4 or 5, wherein at least a part of the switch is formed of a semiconductor switch.   The failure diagnosis unit sets a target voltage of the DC voltage generated by the AC-DC conversion unit according to a charging rate of the battery when performing a failure diagnosis of the charging path while the vehicle is traveling. The vehicle charging device according to any one of claims 1 to 6, which is configured as follows.   The failure diagnosis unit determines whether or not the vehicle charging device is capable of executing the failure diagnosis based on a preset diagnosis prohibition condition, and the diagnosis prohibition condition is set in the vehicle charging device. The vehicle charge according to any one of claims 1 to 7, wherein failure diagnosis of the charge path is performed when the failure diagnosis can not be performed. apparatus.   The failure diagnosis unit is configured to perform the failure diagnosis when a diagnosis execution condition set in advance is established so as not to discharge the battery excessively by the failure diagnosis of the charge path. The vehicle charging device according to any one of claims 1 to 8.   The vehicle charging device according to any one of claims 1 to 9, wherein the failure diagnosis unit is configured to notify a vehicle control device of a diagnosis result of the failure diagnosis of the charging path.   The fault diagnosis unit according to claim 1, wherein the fault diagnosis unit is configured to perform the fault diagnosis using charge stored in an internal capacitor of the vehicle charging device instead of the battery. The vehicle charging device according to any one of the preceding claims.

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