JP2019122210A - Control device for on-vehicle charger - Google Patents

Abstract

To determine whether or not an abnormality occurs in a charge inhibition signal.SOLUTION: A control device for an on-vehicle charger is loaded on a vehicle together with the on-vehicle charger which includes: a power converter which converts a voltage of a power line, through which power from an external power supply is supplied, to supply to the power storage device, and stops driving by the input of a normal charge inhibition signal; and a smoothing capacitor which smooths the power line voltage, so as to control the power converter to charge the power storage device initiated by a current command. When there is a predetermined difference or larger in the absolute value of a difference between a first voltage, which is a smoothing capacitor voltage in a state that a current command has a value 0, and a second voltage, which is a smoothing capacitor voltage when a current command has the value larger than 0 in a state that the charge inhibition signal is input to the power conversion device, the control device determines that an abnormality occurs in the charge inhibition signal. Thus, it is possible to determine whether or not an abnormality occurs in the charge inhibition signal.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device for a car charger, and more particularly, a car charger mounted on a vehicle together with a car charger including a power converter and a smoothing capacitor for controlling the power converter of the car charger. Device control device.

  Conventionally, as a control device for this type of on-vehicle charger, one that controls an on-vehicle charger including a power converter and a smoothing capacitor has been proposed (see, for example, Patent Document 1). The power converter converts the voltage of the power line to which power from the external power supply connected to the inlet is supplied, and supplies it to the power storage device. The power converter stops the conversion of the voltage of the power line when the charge inhibition signal (charge enable signal of low level) is input. The smoothing capacitor smoothes the voltage of the power line. In this device, driving of the power converter is stopped when the charge inhibition signal is input. When the charge inhibition signal is input, the current sensor detects the current supplied from the external power supply to the power converter, and the detected current value exceeds a predetermined value near 0, the charger is abnormal. Is determined to have occurred.

JP, 2016-208663, A

  In the above-mentioned control device of the on-board charger, it is determined whether or not the charger has an abnormality, on the premise that the charge inhibition signal is normal. Therefore, when an abnormality occurs in the charge inhibition signal, it can not be determined whether the abnormality occurs in the charger. As a method of determining whether or not an abnormality occurs in the charge inhibition signal, a method of using a current supplied from an external power source detected by a current sensor to the power converter can be considered. However, in this method, when the allowable current of the external power supply is small, if the error of the current sensor for detecting the current supplied from the external power supply to the power converter is large, it is determined whether or not the charge inhibition signal is abnormal. It can not be determined.

  The control device for a vehicle-mounted charger according to the present invention has as its main object to determine whether or not an abnormality has occurred in the charge inhibition signal.

  The control device for an on-vehicle charger according to the present invention adopts the following means in order to achieve the above-mentioned main object.

The controller for a car charger according to the present invention is
A power converter that converts a voltage of a power line supplied with power from an external power supply and supplies it to a power storage device, and stops driving by the input of a normal charge inhibition signal;
A smoothing capacitor for smoothing the voltage of the power line;
A control device for an on-board charger that is mounted on a vehicle together with an on-board charger including the control unit and controls the power converter to charge the storage device with a current command,
The first voltage which is the voltage of the smoothing capacitor in a state where the current command has a value of 0, and the smoothing when the current command is larger than a value of 0 in a state where the charge inhibition signal is input to the power conversion device. When the absolute value of the difference between the voltage of the capacitor and the second voltage is equal to or greater than a predetermined difference, it is determined that the charge inhibition signal is abnormal.
Make it a gist.

  In the control device of the on-vehicle charger according to the present invention, the first voltage which is the voltage of the smoothing capacitor in the state where the current command has the value 0, and the current command in the state where the charge inhibition signal is output to the power conversion device. When the absolute value of the difference between the voltage of the smoothing capacitor and the second voltage when it is greater than 0 is equal to or greater than a predetermined difference, it is determined that the charge inhibition signal is abnormal. The power converter stops driving by the input of the charge inhibition signal when the charge inhibition signal is normal. Therefore, when the charge inhibition signal is normal, the voltage of the smoothing capacitor is considered to be substantially equal to the first voltage even if the current command is greater than 0. Therefore, the absolute value of the difference between the first voltage and the second voltage, which is the voltage of the smoothing capacitor when the current command is greater than 0 in a state where the charge inhibition signal is input to the power conversion device, is equal to or greater than a predetermined difference. When it is determined that the charge inhibition signal is abnormal, the current from the external power source detected by the current sensor is used to determine whether the charge inhibition signal is abnormal or not. Thus, it is possible to more properly determine whether or not an abnormality has occurred in the charge inhibition signal.

FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a controller for a vehicle-mounted charger as an embodiment of the present invention. It is a block diagram which shows the outline of a structure of the charger 60. FIG. FIG. 6 is an explanatory view showing an example of a signal abnormality determination routine executed by the charge ECU 63.

  Next, modes for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a control device of an on-board charger as an embodiment of the present invention. FIG. 2 is a schematic diagram showing the configuration of the charger 60. As shown in FIG. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, a charger 60, and a hybrid electronic control unit (hereinafter referred to as And 70).

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil or the like as a fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary for operation control of the engine 22 are input to the engine ECU 24 from the input port. The signals input to the engine ECU 24 include the crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 of the engine 22 and the throttle opening TH from the throttle valve position sensor that detects the position of the throttle valve. Can be mentioned.

  Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. Control signals output from the engine ECU 24 include control signals to the throttle motor for adjusting the position of the throttle valve, control signals to the fuel injection valve, control signals to the ignition coil integrated with the igniter, and so on. Various things can be mentioned.

  The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 according to a control signal from the HVECU 70, and outputs data regarding the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the number of rotations of the crankshaft 26, that is, the number of rotations Ne of the engine 22, based on the crank angle θcr from the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The rotor of the motor MG1 is connected to the sun gear of the planetary gear 30. The ring gear of the planetary gear 30 is connected to a drive shaft 36 connected to the drive wheels 38 a and 38 b via a differential gear 37. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30.

  The motor MG1 is configured, for example, as a synchronous generator motor, and as described above, the rotor is connected to the sun gear of the planetary gear 30. The motor MG2 is configured, for example, as a synchronous generator motor, and a rotor is connected to the drive shaft 36. The inverters 41 and 42 are connected to the battery 50 via the power line 54. The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as "motor ECU") 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary to drive and control the motors MG1 and MG2 are input to the motor ECU 40 via the input port. As signals input to the motor ECU 40, rotational positions θm1 and θm2 from the rotational position detection sensors 43 and 44 that detect rotational positions of the rotors of the motors MG1 and MG2 can be mentioned. The phase current from the current sensor that detects the current flowing in each phase of the motors MG1 and MG2 can also be mentioned.

  Switching control signals to the plurality of switching elements (not shown) of the inverters 41 and 42 are output from the motor ECU 40 via the output port. The motor ECU 40 is connected to the HVECU 70 via the communication port, controls driving of the motors MG1 and MG2 according to a control signal from the HVECU 70, and outputs data on the driving state of the motors MG1 and MG2 to the HVECU 70 as needed. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery. The battery 50 is connected to the inverters 41 and 42 via the power line 54 as described above. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor with a central CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. . Signals from various sensors necessary to manage the battery 50 are input to the battery ECU 52 through the input port. As a signal input to the battery ECU 52, the battery voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50 and the battery current Ib from the current sensor 51b attached to the output terminal of the battery 50 are attached to the battery 50 For example, the battery temperature Tb from the temperature sensor 51c can be mentioned.

  The battery ECU 52 is connected to the HVECU 70 via the communication port, and outputs data on the state of the battery 50 to the HVECU 70 as necessary. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib from the current sensor 51b. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50. Further, the battery ECU 52 calculates input / output limits Win and Wout based on the calculated storage ratio SOC and the battery temperature Tb from the temperature sensor 51c. The input limit Win is the maximum allowable power (negative value) at which the battery 50 may be charged, and the output limit Wout is the maximum allowable power (positive value) at which the battery 50 may be discharged.

  Charger 60 is connected to power line 54 via charge relay (CHR) 62, and when power plug 61 is connected to external power supply EPS such as a household power supply, power from external power supply EPS is The battery 50 can be used to charge it. As shown in FIG. 2, the charger 60 includes a noise filter NF, a power factor improvement circuit 60 a, a smoothing capacitor C, a DC / DC converter 60 b, a transformer 60 c, and an interface CPU (hereinafter “IF CPU”). 60 d and a charge CPU 60 e.

  The noise filter NF is configured as a known noise filter that suppresses the inflow of noise from the external power supply EPS and the outflow of noise to the external power supply EPS.

  The smoothing capacitor C smoothes the voltage of the power line PL connecting the power factor correction circuit 60a and the DC / DC converter 60b. The DC / DC converter 60 b is configured as a converter that converts direct current power into direct current power with different voltages. The DC / DC converter 60 b is configured to stop driving when the charge inhibition signal CHEN is input. The power factor improvement circuit 60a and the DC / DC converter 60b constitute a known two-stage converter, and convert AC power from the noise filter NF into DC power of an arbitrary voltage.

  The transformer 60 c is connected between the DC / DC converter 60 b and the CHR 62.

  The IF CPU 63 is configured as a known CPU. The IF CPU 63 outputs a charge inhibition signal CHEN for stopping the driving of the DC / DC converter 60b, and exchanges signals with the charge CPU 60e.

  The charge CPU 60 e is configured as a known CPU. Signals from various sensors are input to the charge CPU 60e. As a signal input to the charge CPU 60e, a capacitor current from the voltage sensor 60g that detects the power supply current Ieps from the current sensor 60f that detects the current input to or output from the external power supply EPS to the noise filter NF, and a voltage of the smoothing capacitor C Vc can be mentioned. A control signal to the power factor correction circuit 60a and a control signal to the DC / DC converter 60b are output from the charge CPU 60e. The charge CPU 60 e exchanges signals with the charge electronic control unit (hereinafter referred to as “charge ECU”) 63 via the IF CPU 60 d, and the power factor improvement circuit 60 a and the DC / DC converter 60 b are controlled by the control signal from the charge ECU 63. In addition to drive control, signals from various sensors are output to the charge ECU 63 as necessary.

  When the power supply plug 61 is connected to the external power supply EPS and the CHR 62 is turned on, the battery charger 60 includes the power factor correction circuit 60a and the DC / DC converter 60b by the charging ECU 63 via the IF CPU 60d and the charging CPU 60e. Is controlled to supply power from the external power supply EPS to the battery 50 to charge the battery 50. Upon receiving the charge inhibition signal CHEN from the charge ECU 63, the charger 60 inputs the charge inhibition signal CHEN to the DC / DC converter 60b via the IFCPU 60d to stop the driving of the DC / DC converter 60b, whereby the external power supply EPS is received. Power supply to the battery 50 to stop charging the battery 50.

  The charge ECU 63 is not shown, but is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary to control the power factor improvement circuit 60a and the DC / DC converter 60b are input to the charge ECU 63 through the input port. As a signal inputted to charge ECU 63, power supply current Ieps from current sensor 60f, capacitor voltage Vc from voltage sensor 60g, etc. can be mentioned.

  The charge ECU 63 prohibits control signals to the power factor correction circuit 60a and the DC / DC converter 60b, control signals to the CHR 62 for connecting and disconnecting the charger 40 and the power line 54, and charging by the charger 40. A charge inhibition signal CHEN or the like for output is output via the output port. The charge ECU 63 is connected to the HVECU 70 via the communication port, and controls the power factor improvement circuit 60a and the DC / DC converters 60b and CHR 62 according to a control signal from the HVECU 70.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. Signals from various sensors are input to the HVECU 70 through input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the vehicle speed V from the vehicle speed sensor 88. In addition, the accelerator opening Acc from the accelerator pedal position sensor 84 for detecting the depression amount of the accelerator pedal 83 and the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85 can also be mentioned.

  Control signals to the charger 60 and the like are output from the HVECU 70 via the output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the charge ECU 63 through the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. .

In the hybrid vehicle 20 of the embodiment configured as described above, the vehicle travels by hybrid travel (HV travel) or travels by motor travel (EV travel). In the HV traveling, the vehicle travels with the operation of the engine 22. In the EV travel, the engine 22 is stopped to travel.
It is determined that the dynamic condition is established, and the engine 22 is started to shift to traveling in HV traveling.

  In the hybrid vehicle 20 of the embodiment, when the connection detection signal is input from the connection detection sensor (when the power plug 61 is connected to the external power supply EPS), the HVECU 70 receives the connection detection signal from the connection detection sensor while the system is off at home or at a preset charging point. ), After confirming that the charge inhibition signal CHEN is normal, the charger 40 is controlled so that the battery 50 is in a full charge state or a predetermined charge state slightly lower than that using power from the external power supply EPS. . In the control of the charger 40, first, the power command Pch * of the charger 60 is set and transmitted to the charge ECU 63 so that the battery 50 is in a predetermined charge state in which the battery 50 is fully charged or slightly lower. Charging ECU 63 receiving power command Pch * is output voltage Vdc of DC / DC converter 60b (power line connecting DC / DC converter 60b and CHR 62 connected between power command Pch * detected by a voltage sensor not shown). The current command Ich * is set by dividing it by the voltage, and the set current command Ich * is transmitted to the charging CPU 60 e via the IF CPU 60 d of the charger 60. The charge CPU 60e that has received the current command Ich * controls the DC / DC converter 60b such that the current supplied from the DC / DC converter 60b via the CHR 62 becomes the current command Ich *. By such control, the battery 50 is charged using the power from the external power supply EPS. Then, when the system is started with the CHR 62 turned off after the battery 50 is charged, the storage ratio SOC of the battery 50 is maintained until the storage ratio SOC of the battery 50 reaches a threshold Shv (for example, 25%, 30%, 35%, etc.) The vehicle travels in the CD mode (Charge Depleting mode) where priority is given to reduction and after the storage ratio SOC of the battery 50 reaches the threshold Shv or less, the vehicle travels in the CS mode (Charge Sustaining mode) that holds the storage ratio SOC of the battery 50 .

  In the hybrid vehicle 20 of the embodiment, when charging the battery 50 using the power from the external power supply EPS, when the HVECU 70 detects that an abnormality has occurred, the HVECU 70 sends the charge inhibition signal CHEN to the charge ECU 63. Send. The charge ECU 63 that has received the charge inhibition signal CHEN outputs the charge inhibition signal CHEN to the DC / DC converter 60b via the IFCPU 60d and turns the CHR 62 off. The DC / DC converter 60b to which the normal charge inhibition signal CHEN is input stops driving even when the current command Ich * is larger than the value 0. By such control, charging of the battery 50 using the power from the external power supply EPS is stopped.

  The operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation at the time of determining the abnormality of the charge inhibition signal CHEN will be described. FIG. 3 is an explanatory view showing an example of a signal abnormality determination routine executed by the charge ECU 63. As shown in FIG. This routine is performed when the power supply plug 61 is connected to the external power supply EPS and the connection detection signal is input from the HVECU 70 while the system is off at home or at a preset charging point, and the HVECU 70 receives the connection detection signal from the external power supply EPS. It is performed prior to controlling the charger 40 so that the power is used to bring the battery 50 to a predetermined or fully charged state.

  When this routine is executed, the charge ECU 63 executes a process of transmitting the current command Ich * of the value 0 to the charge CPU 60e via the IF CPU 60d (step S100). The charge CPU 60e which receives the current command Ich * of value 0 controls the DC / DC converter 60b so that the current output from the DC / DC converter 60b becomes value 0, that is, driving of the DC / DC converter 60b Stop it.

  Next, the capacitor voltage Vc from the voltage sensor 60g is input (step S110), and the input capacitor voltage Vc is set to the first voltage Vc1 (step S120). Now, since the DC / DC converter 60b has stopped driving, the first voltage Vc1 is a voltage (external power supply EPS) about the output voltage from the power factor correction circuit 60a (effective value of AC voltage of external power supply EPS) Is 100 V when it is an AC power supply of 100 V system).

  Subsequently, the charge inhibition signal CHEN is transmitted to the DC / DC converter 60b through the IFCPU 60d (step S130), and the current command Ich * of a predetermined value (for example, 1mA, 2mA, 3mA, etc.) larger than 0 is transmitted through the IFCPU 60d. It transmits to the charging CPU 60e (step S140). The charge CPU 60e, which has received the current command Ich * having a predetermined value larger than the value 0, controls the DC / DC converter 60b such that the current supplied from the DC / DC converter 60b via the CHR 62 becomes the current command Ich *. Such control can drive the DC / DC converter 60b.

  Then, the capacitor voltage Vc is input in the same process as steps S110 and S120 (step S160), and the capacitor voltage Vc input in step S160 is set to the second voltage Vc2 (step S170).

  Subsequently, it is determined whether the absolute value | Vc1-Vc2 | of the value obtained by subtracting the second voltage Vc2 from the first voltage Vc1 is larger than the threshold Vref (step S180). The threshold Vref is set to the value 0 or a value slightly larger than the value 0. When the charge inhibition signal CHEN is normal, when the charge inhibition signal CHEN is sent to the DC / DC converter 60b in step S130, the DC / DC converter 60b stops driving even if the DC / DC converter 60b is driven in step S140. Maintain the state. At this time, since the second voltage Vc2 is the same as the first voltage Vc1 or a voltage near the first voltage Vc, the value obtained by subtracting the second voltage Vc2 from the first voltage Vc1 becomes the value 0 or a value near 0. . If an abnormality occurs in the charge inhibition signal CHEN, even if the charge inhibition signal CHEN is sent to the DC / DC converter 60b in step S130, the DC / DC converter 60b is driven in step S140, and the capacitor voltage Vc decreases. Therefore, since the second voltage Vc2 is lower than the first voltage Vc1, the absolute value | Vc1-Vc2 | of the value obtained by subtracting the second voltage Vc2 from the first voltage Vc1 is higher than zero. Therefore, step S180 is processing to determine whether or not an abnormality has occurred in the charge inhibition signal CHEN.

  When the absolute value | Vc1-Vc2 | is smaller than the threshold Vref in step S180, it is determined that the charge inhibition signal CHEN is normal (step S190), and the present routine is ended. When the charge inhibition signal CHEN is normal, the charge ECU 63 transmits a signal indicating that the charge inhibition signal CHEN is normal to the HVECU 70. Then, the HVECU 70 that has received the signal controls the charger 40 using the power from the external power supply EPS so that the battery 50 is in a full charge state or a predetermined charge state slightly lower than that.

  When the absolute value | Vc1-Vc2 | exceeds the threshold value Vref in step S180, it is determined that the charge inhibition signal CHEN is abnormal (step S200), and the present routine is ended. When the charge inhibition signal CHEN has an abnormality, the charge ECU 63 transmits a signal indicating that the charge inhibition signal CHEN has an abnormality to the HVECU 70. The HVECU 70 having received the signal performs a predetermined operation (for example, charging of the battery 50 by the charger 40 using power from the external power supply EPS) predetermined as an operation when an abnormality occurs in the charge inhibition signal CHEN. Perform ban etc.).

  According to the hybrid vehicle 20 of the embodiment described above, the state where the first voltage Vc1 which is the capacitor voltage Vc in the state where the current command Ich * is the value 0 and the charge inhibition signal CHEN are inputted to the DC / DC converter 60b. When the absolute value | Vc1-Vc2 | of the difference between the second voltage Vc2 which is the capacitor voltage Vc when the current command Ich * is made larger than the value 0 and the second voltage Vc2 | By determining that it has occurred, it can be determined whether or not an abnormality has occurred in the charge inhibition signal.

  In the hybrid vehicle 20 of the embodiment, the DC / DC converter 60b stops driving when the charge inhibition signal is input. The charge inhibition signal may be, for example, a signal having two voltage levels of high and low, and the DC / DC converter 60b may stop driving when the charge inhibition signal is at a low level.

  In the hybrid vehicle 20 of the embodiment, the power command Idc * for controlling the DC / DC converter 60b from the charge ECU 63 and the charge inhibition signal CHEN are input to the DC / DC converter 60b via the IF CPU 60d and the charge CPU 60e. However, assuming that the IF CPU 60 d and the charging CPU 60 e are not provided in the charger 60, the power command Idc * and the charge inhibition signal CHEN may be input from the charging ECU 63 to the DC / DC converter 60 b. In this case, the detection values of the voltage sensor 60g and the current sensor 60f may be input to the charge ECU 63, and the power factor improvement circuit 60a may be controlled by the charge ECU 63. Further, the function of the charge ECU 63 may be provided to the HVECU 70 without providing the charge ECU 63.

  In the hybrid vehicle 20 of the embodiment, the battery 50 configured as a lithium ion secondary battery or a nickel hydrogen secondary battery is used as the power storage device, but a device capable of storing power such as a capacitor may be used.

In the embodiment, the present invention is applied to a hybrid vehicle 20 in which the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30 and the motor MG2 is connected to the drive shaft 36. The case is illustrated. However, according to the present invention, a motor capable of generating electricity via the transmission is connected to the drive shaft 36 connected to the drive wheels 38a and 38b, and the engine 22 is connected to the rotation shaft of this motor via the clutch. Good.

  Although the embodiment exemplifies the application of the present invention to the hybrid vehicle 20, the present invention converts the voltage of the power line supplied with power from the external power supply and supplies it to the power storage device. The present invention may be applied to any configuration of a vehicle equipped with a charger provided with a power converter that stops driving by the input of the charge inhibition signal and a smoothing capacitor that smoothes the voltage of the power line.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of "Means for Solving the Problems" will be described. In the embodiment, the DC / DC converter 60b corresponds to a "power converter", the smoothing capacitor Cpfc corresponds to a "smoothing capacitor", the charger 60 corresponds to a "vehicle charger", and the charge ECU 63 and the HVECU 70 It corresponds to a "control device".

  In addition, the correspondence of the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem implements the invention described in the column of the means for solving the problem in the example. The present invention is not limited to the elements of the invention described in the section of “Means for Solving the Problems”, as it is an example for specifically explaining the mode for carrying out the invention. That is, the interpretation of the invention described in the section of the means for solving the problem should be made based on the description of the section, and the embodiment is an embodiment of the invention described in the section of the means for solving the problem. It is only a specific example.

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

  The present invention is applicable to the manufacturing industry of a control device of an on-vehicle charger.

  Reference Signs List 20 hybrid vehicle, 22 engine, 23 crank position sensor, 24 electronic control unit for engine (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 40 electronic control unit for motor (Motor ECU), 41, 42 inverters, 43, 44 rotational position detection sensors, 50 batteries, 51a, 60g voltage sensors, 51b, 60f current sensors, 51c temperature sensors, 52 battery electronic control units (battery ECU 52), 54 power Line, 60 charger, 60a power factor correction circuit (PFC), 60b DC / DC converter, 60c transformer, 60d IFCPU, 60e charge CPU, 61 power plug, 62 charge relay (C HR), 63 charging electronic control unit (charging ECU), 70 hybrid electronic control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal , 86 brake pedal position sensor, 88 vehicle speed sensor, C smoothing capacitor, EPS external power supply, MG1, MG2 motor, NF noise filter.

Claims (1)

A power converter that converts a voltage of a power line supplied with power from an external power supply and supplies it to a power storage device, and stops driving by the input of a normal charge inhibition signal;
A smoothing capacitor for smoothing the voltage of the power line;
A control device for an on-board charger that is mounted on a vehicle together with an on-board charger including the control unit and controls the power converter to charge the storage device with a current command,
The first voltage which is the voltage of the smoothing capacitor in a state where the current command has a value of 0, and the smoothing when the current command is larger than a value of 0 in a state where the charge inhibition signal is input to the power conversion device. When the absolute value of the difference between the voltage of the capacitor and the second voltage is equal to or greater than a predetermined difference, it is determined that the charge inhibition signal is abnormal.
Control device for onboard chargers.

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