JP3769843B2 - High-voltage relay diagnostic device for electric vehicles - Google Patents

High-voltage relay diagnostic device for electric vehicles Download PDF

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Publication number
JP3769843B2
JP3769843B2 JP29512996A JP29512996A JP3769843B2 JP 3769843 B2 JP3769843 B2 JP 3769843B2 JP 29512996 A JP29512996 A JP 29512996A JP 29512996 A JP29512996 A JP 29512996A JP 3769843 B2 JP3769843 B2 JP 3769843B2
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Japan
Prior art keywords
voltage
high
relay
voltage relay
electric vehicle
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP29512996A
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Japanese (ja)
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JPH10144194A (en
Inventor
強 袖野
Original Assignee
日産自動車株式会社
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Classifications

    • HELECTRICITY
    • H01BASIC ELECTRIC ELEMENTS
    • H01HELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H47/00Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current
    • H01H47/002Monitoring or fail-safe circuits
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7241DC to AC or AC to DC power conversion

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an apparatus for diagnosing a failure of a high voltage relay of an electric vehicle.
[0002]
[Prior art and its problems]
An electric vehicle is equipped with a high-voltage relay that opens and closes the full load of the battery (all on-vehicle electric devices) and a high-voltage relay that opens and closes the power supply line from the battery to the inverter main circuit. Failure of these high-voltage relays In particular, self-diagnosis is necessary for welding failures.
[0003]
Therefore, it is conceivable to provide an auxiliary contact that opens and closes simultaneously with the main circuit contact in these high-power relays, and diagnoses the open / closed state of the main circuit contact based on the open / closed state of the auxiliary contact.
[0004]
However, when the welding accident of the main circuit contact occurs, the auxiliary contact is not necessarily closed, and the diagnosis of the main circuit contact by the auxiliary contact is not reliable.
[0005]
An object of the present invention is to provide a high-voltage relay diagnosis apparatus for an electric vehicle that reliably diagnoses a welding failure of a high-voltage relay by a simple method.
[0006]
[Means for Solving the Problems]
The present invention will be described with reference to FIG. 1 showing an embodiment of the invention.
(1) The invention of claim 1 is provided between the first high-voltage relay 2 for opening and closing the full load of the battery 1 and the inverter main circuit 6 including the first high-voltage relay 2 and the DC link capacitor 5. And a second high-voltage relay 4 that opens and closes a power supply line to the inverter main circuit 6, and supplies power from the battery 1 to the inverter main circuit 6 via the first and second high-voltage relays 2 and 4. A high-voltage relay diagnostic apparatus for an electric vehicle, comprising: a voltage detector 3 for detecting a DC link voltage between the first high-voltage relay 2 and the second high-voltage relay 4; and first and second high-voltage relays 2, A diagnostic circuit 8 for diagnosing a failure of the first high-voltage relay 2 or the second high-voltage relay 4 if a voltage of a predetermined voltage or higher is detected by the voltage detector 3 when the voltage detector 4 is turned off ;
If the voltage detected by the voltage detector 3 is less than the predetermined voltage after a predetermined time after the first and second high-voltage relays 2 and 4 are turned off, the diagnostic circuit 8 indicates that the second high-voltage relay 4 is faulty. you diagnosis.
(2) The high-voltage relay diagnostic apparatus for an electric vehicle according to claim 2 is a voltage higher than or equal to a predetermined voltage by the voltage detector 3 after a predetermined time since the diagnostic circuit 8 turns off the first and second high-voltage relays 2 and 4. Is detected, it is diagnosed that the first high-voltage relay 2 is out of order.
(3) In the high- voltage relay diagnostic apparatus for an electric vehicle according to the third aspect, the diagnostic circuit 8 performs failure diagnosis of the high-voltage relays 2 and 4 when the key switch 9 is turned off or when the battery 1 is completely charged. It is a thing.
(4) In the high-voltage relay diagnostic apparatus for an electric vehicle according to claim 4, the predetermined time is a time until the DC link capacitor 5 is completely discharged from the fully charged state .
(5) In the high- voltage relay diagnostic apparatus for an electric vehicle according to the fifth aspect, the failure occurrence of the high-voltage relays 2 and 4 is stored in the nonvolatile memory by the diagnostic circuit 8 .
[0007]
In the section of the means for solving the above-mentioned problems, the drawings of one embodiment have been referred to make the explanation easy to understand. However, the present invention is not limited to the embodiments.
[0008]
【The invention's effect】
(1) According to the invention of claim 1, in the electric vehicle that supplies battery power to the inverter main circuit via the first and second high-voltage relays, when the first and second high-voltage relays are turned off, If a voltage equal to or higher than a predetermined voltage is detected on the DC link between the first high-voltage relay and the second high-voltage relay, it is diagnosed that the first high-voltage relay 2 or the second high-voltage relay 4 is faulty, If the DC link voltage between the first high-voltage relay and the second high-voltage relay is less than the predetermined voltage after a predetermined time from turning off the first and second high-voltage relays, a failure of the second high-voltage relay Since the diagnosis is made, it is possible to reliably diagnose the failure of the high-power relay by a simple method without adding a special device, and it is possible to identify the failed high-power relay .
(2) According to the invention of claim 2, after a predetermined time after the first and second high-voltage relays are turned off, the DC link between the first high-voltage relay and the second high-voltage relay exceeds a predetermined voltage. Is detected, it is diagnosed that the first high-power relay is faulty. Therefore, it is possible to reliably diagnose the fault of the high-power relay by a simple method without adding special equipment. On top of that, it is possible to identify a faulty high power relay.
(3) According to the invention of claim 3, since the failure diagnosis of the high-voltage relay is performed when the key switch is turned off or when the charging of the battery is finished, the next time the electric vehicle is started or the charging is started Travel prohibition and charge prohibition measures can be taken with certainty, and accidents due to high-power relay failures can be prevented in advance.
(4) According to the invention of claim 4, since the predetermined time at the time of diagnosis is the time until the DC link capacitor is completely discharged from the fully charged state, erroneous diagnosis due to the charging voltage of the DC link capacitor can be prevented. .
(5) According to the invention of claim 5, since the occurrence of the failure of the high voltage relay is stored in the nonvolatile memory, the occurrence of the failure of the high voltage relay can be stored even if the supply of power from the auxiliary battery is interrupted, Driving prohibition and charging prohibition measures can be reliably taken when the next electric vehicle is started or charged.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a diagram showing a configuration of an embodiment.
The main relay 2 is a relay for supplying or cutting off power to all loads of the battery 1, that is, all on-vehicle electric devices. The inverter relay 4 is a relay for supplying or cutting off power to the inverter main circuit 6 including the DC link capacitor 5. The inverter main circuit 6 converts the DC power of the battery 2 into AC power and applies it to the motor 7.
[0010]
The battery control unit 8 is composed of a microcomputer and its peripheral components, manages the charging of the battery 1 by a charger (not shown), and turns the main relay 2 on (relay coil excitation) and off (relay coil release). The battery control unit 8 is supplied with a charging activation signal from a charger, and is connected to the voltage sensor 3 and the key switch 9. Further, the battery control unit 8 outputs information related to the battery 1 to the vehicle control unit 10. The voltage sensor 3 detects an inverter DC link voltage V between the main relay 2 and the inverter relay 4. The key switch 9 is a switch that closes when the vehicle key is in the ON or START position.
[0011]
The vehicle control unit 10 includes a microcomputer and its peripheral components, controls the inverter main circuit 6, turns on the inverter relay 4 (relay coil excitation), turns off (relay coil release), and turns off the warning lamp 11. . A key switch 9 is connected to the vehicle control unit 10. Further, the vehicle control unit 10 outputs information related to the vehicle to the battery control unit 8.
[0012]
In this embodiment, the welding failure diagnosis of the main relay 2 and the inverter relay 4 is performed at the time of shutdown and startup. The shutdown time is when the key switch 9 is returned from the ON position to the OFF position, or when the charging start signal changes from Lo level to Hi level and charging of the battery 1 by the charger is completed. In addition, at the time of activation, when the key switch 9 is switched from the OFF position to the ON position or the START position, or when the charge activation signal changes from the Hi level to the Lo level, the charging of the battery 1 by the charger is started. It's time.
[0013]
FIG. 2 is a flowchart showing a diagnostic operation at the time of shutdown, and FIG. 3 is a flowchart showing a diagnostic operation at the time of startup. The operation of the embodiment will be described with reference to these flowcharts.
The battery control unit 8 starts the diagnostic operation of FIG. 2 when the key switch 9 is returned to the OFF position or the charge activation signal is cut off. In step 1, the main relay 2 is turned off and a signal is sent to the vehicle control unit 10 to turn off the inverter relay 4. In subsequent step 2, it is determined whether or not the DC link voltage V detected by the voltage sensor 3 is equal to or higher than a predetermined voltage V0. Here, the predetermined voltage V0 is set to, for example, 50V with respect to the rated DC link voltage V of 350V. If the DC link voltage V is equal to or higher than the predetermined voltage V0 even though the main relay 2 and the inverter relay 4 are turned off, it is determined that a welding failure has occurred in either the main relay 2 or the inverter relay 4, and the step 3, the NG determination flag is stored in an EEPROM (not shown). On the other hand, if the DC link voltage V is lower than the predetermined voltage V0, it is determined that the main relay 2 and the inverter relay 4 have not caused a welding failure, and the NG determination flag is cleared in step 4. In step 5, the power supplied from the auxiliary battery (not shown) to the control units 8 and 10 is shut off after a predetermined time, and the diagnosis is terminated.
[0014]
When the key switch 9 is set to the ON position or a charge activation signal is input, the battery control unit 8 starts diagnosis at the time of activation shown in FIG. In step 10, it is confirmed whether or not the NG determination flag in the diagnosis at the time of shutdown is stored in the EEPROM. If the NG determination flag is stored, the process proceeds to step 11, and if not, the diagnosis ends. If the NG determination flag is stored and one of the main relay 2 and the inverter relay 4 has a welding failure, it is checked in step 11 whether a predetermined time or more has elapsed since the previous shutdown. Here, the predetermined time is a time until the DC link capacitor 5 in the fully charged state is completely discharged after the shutdown, for example, 10 minutes. If the predetermined time has elapsed since the shutdown, the process proceeds to step 12 and an OFF control output is again made to the main relay 2 and the inverter relay 4.
[0015]
In step 13, it is determined whether or not the DC link voltage V detected by the voltage sensor 3 is equal to or higher than a predetermined voltage V0. If the DC link voltage V is equal to or higher than the predetermined voltage V0, the process proceeds to step 14; otherwise, the process proceeds to step 15.
If the predetermined time or more has elapsed since the shutdown, the DC link capacitor 5 has already been discharged, and the DC link voltage V exceeding the predetermined voltage V0 is still detected when the main relay 2 is in a welded state. This is because the high voltage of the battery 2 leaks to the voltage sensor 3 via the main relay 2 in the welded state. Therefore, it is determined in step 14 that the main relay 2 has a welding failure, and in the subsequent step 16 charging is prohibited and travel prohibition information is output to the vehicle control unit 10. The vehicle control unit 10 having input the travel prohibition information prohibits the operation of the inverter relay 4 and the inverter main circuit 6 and lights the warning lamp 11.
[0016]
On the other hand, when a predetermined time or more has elapsed since the shutdown and the DC link voltage V is lower than the predetermined voltage V0, it is determined that the main relay 2 is normally opened but the inverter relay 4 is welded. That is, the high voltage of the DC link capacitor 5 leaks to the voltage sensor 3 via the welded inverter relay 4 at the time of shutdown, and NG determination is made by the shutdown diagnosis. Has been discharged, and the voltage sensor 3 did not detect a voltage equal to or higher than the predetermined voltage V0. In step 15, it is determined that the inverter relay 4 has a welding failure. In step 16, charging and charging of the main relay 2 are prohibited, and travel prohibition information is output to the vehicle control unit 10. The vehicle control unit 10 that has input the travel prohibition information prohibits the operation of the inverter main circuit 6 and lights the warning lamp 11.
[0017]
If the NG determination is made at the time of shutdown, but the predetermined time or more has not elapsed since the shutdown, it is impossible to determine which of the main relay 2 and the inverter relay 4 has failed. In step S16, travel prohibition, charge prohibition, and warning lamp lighting processing are performed.
[0018]
-Modification of one embodiment of the invention-
In the above-described embodiment, diagnosis is performed at the time of shutdown and startup. However, if there is an abnormality in the diagnosis at the time of shutdown, the diagnosis at startup may be automatically performed after a predetermined time.
FIG. 4 is a flowchart showing a diagnostic operation at the time of shutdown according to a modification of the embodiment. Note that steps having the same operations as those shown in FIG. 2 are denoted by the same step numbers, and the differences will be mainly described.
[0019]
When the main relay 2 and the inverter relay 4 are turned off due to the shutdown, the NG determination flag is stored if the DC link voltage V equal to or higher than the predetermined voltage V0 is detected. Otherwise, the NG determination flag is cleared and the process is terminated. To do. After storing the NG determination flag, the system waits for a predetermined time in step 21. Here, the predetermined time is a time from the shutdown until the fully charged DC link capacitor 5 is completely discharged, for example, 10 minutes. When a charging start signal is input during this standby or when the key switch 9 is set to the ON position, the start-up diagnosis shown in FIG. 3 is performed.
[0020]
In step 22 after waiting for a predetermined time, the main relay 2 and the inverter relay 4 are again turned off, and in a subsequent step 23, it is determined whether or not the DC link voltage V is equal to or higher than the predetermined voltage V0. If the DC link voltage V is equal to or higher than the predetermined voltage V0, the process proceeds to step 24, where it is determined that the main relay 2 has a welding failure as described above. On the other hand, if the DC link voltage V is lower than the predetermined voltage V0, the process proceeds to step 25, and it is determined that the inverter relay 4 has a welding failure as described above. In step 26, the failure information of the relay is stored in the EEPROM, and in step 27, the power supply of the control units 8 and 10 is shut off after a predetermined time.
When the charging start signal is input or when the key switch 9 is set to the ON position, the vehicle control unit 10 inputs the relay failure information stored in the EEPROM from the battery control unit 8 to prohibit running. Do not charge and turn on the warning light.
[0021]
Thus, in the electric vehicle that supplies the power of the battery 1 to the inverter main circuit 6 via the main relay 2 and the inverter relay 4, when the main relay 2 and the inverter relay 4 are turned off, the main relay 2 and the inverter relay 4 When a voltage higher than a predetermined voltage is detected in the DC link between the two, the main relay 2 or the inverter relay 4 is diagnosed as a welding failure. Therefore, the main relay can be operated in a simple manner without adding special equipment. 2 and the inverter relay 4 can be diagnosed reliably.
Further, if a voltage higher than a predetermined voltage is detected on the DC link between the main relay 2 and the inverter relay 4 after a predetermined time from turning off the main relay 2 and the inverter relay 4, a welding failure of the main relay 2 occurs. Therefore, it is possible to reliably diagnose the welding failure of the high-power relay by a simple method without adding a special device, and it is possible to identify the failed high-power relay.
Further, if the DC link voltage between the main relay 2 and the inverter relay 4 is less than the predetermined voltage after a predetermined time from turning off the main relay 2 and the inverter relay 4, it is diagnosed as a welding failure of the inverter relay 4. As a result, it is possible to reliably diagnose the welding failure of the high-power relay by a simple method without adding special equipment, and it is possible to identify the failed high-power relay.
Since the failure diagnosis of the main relay 2 and the inverter relay 4 is performed when the key switch 9 is turned off or when the charging of the battery 1 is completed, the travel prohibition and the charge prohibition are performed at the start of the next electric vehicle or at the start of charging. A measure can be taken reliably, and an accident due to a strong electric relay failure can be prevented.
Since the predetermined time at the time of diagnosis is the time until the DC link capacitor 5 is completely discharged from the fully charged state, erroneous diagnosis due to the charging voltage of the DC link capacitor can be prevented.
The failure occurrence of the high-voltage relays 2 and 4 is stored in the non-volatile memory, so even if the power supply from the auxiliary battery is interrupted, the high-voltage relay failure occurrence can be stored, and the next electric vehicle startup or charging start Sometimes travel prohibition and charge prohibition measures can be taken reliably.
[0022]
In the configuration of the above embodiment, the battery 1 is the battery, the main relay 2 is the first high-voltage relay, the inverter relay 4 is the second high-voltage relay, the inverter DC link capacitor 5 is the DC link capacitor, and the inverter The main circuit 6 constitutes an inverter main circuit, the voltage sensor 3 constitutes a voltage detector, and the battery control unit 8 constitutes a diagnostic circuit.
[0023]
Although the battery control unit 8 performs the diagnostic operation in the above-described embodiment and its modification, the vehicle control unit 10 may perform the diagnostic operation.
[Brief description of the drawings]
FIG. 1 is a diagram showing a configuration of an embodiment.
FIG. 2 is a flowchart illustrating a failure diagnosis operation at the time of shutdown according to an embodiment.
FIG. 3 is a flowchart illustrating a failure diagnosis operation at the time of startup according to an embodiment.
FIG. 4 is a flowchart showing a failure diagnosis operation at the time of shutdown according to a modification of the embodiment.
[Explanation of symbols]
1 Battery 2 Main Relay 3 Voltage Sensor 4 Inverter Relay 5 DC Link Capacitor 6 Inverter Main Circuit 7 Motor 8 Battery Control Unit 9 Key Switch 10 Vehicle Control Unit 11 Warning Light

Claims (5)

  1. A first high-voltage relay for opening and closing a full load of the battery and an inverter main circuit including the first high-voltage relay and a DC link capacitor are provided to open and close a power supply line to the inverter main circuit. A high-voltage relay diagnostic device for an electric vehicle, comprising: a second high-voltage relay; and supplying the battery power to the inverter main circuit via the first and second high-voltage relays,
    A voltage detector for detecting a DC link voltage between the first high-voltage relay and the second high-voltage relay;
    Diagnosis of failure of the first high-voltage relay or the second high-voltage relay if the voltage detector detects a voltage higher than a predetermined voltage when the first and second high-voltage relays are turned off. With circuit ,
    The diagnostic circuit diagnoses a failure of the second high-voltage relay when the voltage detected by the voltage detector is less than a predetermined voltage after the predetermined time has elapsed after turning off the first and second high-voltage relays. high voltage relay diagnosis apparatus for an electric vehicle characterized by be Rukoto.
  2. The high-voltage relay diagnostic apparatus for an electric vehicle according to claim 1,
    The diagnosis circuit diagnoses a failure of the first high-voltage relay when a voltage equal to or higher than a predetermined voltage is detected by the voltage detector after a predetermined time from turning off the first and second high-voltage relays. A high-power relay diagnostic device for an electric vehicle.
  3. In the high-voltage relay diagnostic apparatus for an electric vehicle according to claim 1 or 2,
    The diagnosis circuit for a high-voltage relay of an electric vehicle, wherein the diagnosis circuit performs a failure diagnosis of the high-voltage relay when a key switch is turned off or when the battery is completely charged .
  4. In the high-voltage relay diagnostic apparatus for an electric vehicle according to any one of claims 1 to 3,
    The apparatus of claim 1, wherein the predetermined time is a time until the DC link capacitor is completely discharged from a fully charged state .
  5. In the high-voltage relay diagnostic apparatus for an electric vehicle according to any one of claims 1 to 4,
    The diagnostic circuit for a high-voltage relay of an electric vehicle, wherein the diagnostic circuit stores a failure occurrence of the high-voltage relay in a nonvolatile memory .
JP29512996A 1996-11-07 1996-11-07 High-voltage relay diagnostic device for electric vehicles Expired - Fee Related JP3769843B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP29512996A JP3769843B2 (en) 1996-11-07 1996-11-07 High-voltage relay diagnostic device for electric vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP29512996A JP3769843B2 (en) 1996-11-07 1996-11-07 High-voltage relay diagnostic device for electric vehicles

Publications (2)

Publication Number Publication Date
JPH10144194A JPH10144194A (en) 1998-05-29
JP3769843B2 true JP3769843B2 (en) 2006-04-26

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JP3789819B2 (en) * 2000-02-18 2006-06-28 三洋電機株式会社 Relay welding detection device for electric vehicle
JP2002175750A (en) * 2000-12-08 2002-06-21 Toyota Motor Corp Deposit sensing device for relay
JP3824958B2 (en) 2002-03-29 2006-09-20 三菱電機株式会社 Failure detection device
JP4570859B2 (en) * 2003-10-10 2010-10-27 富士重工業株式会社 Relay welding detection device and relay welding detection method
JP2005348583A (en) 2004-06-07 2005-12-15 Fuji Heavy Ind Ltd Controller for electric vehicle
JP2007145208A (en) * 2005-11-29 2007-06-14 Matsushita Electric Ind Co Ltd Electronic control device
JP4788461B2 (en) 2006-04-24 2011-10-05 トヨタ自動車株式会社 Power supply control device and relay abnormality detection method
JP2008301612A (en) * 2007-05-31 2008-12-11 Sanyo Electric Co Ltd Power supply device for vehicle, and contactor welding detecting method for the same
JP5224099B2 (en) * 2008-02-20 2013-07-03 株式会社デンソー Failure detection device for switch means
JP2009259762A (en) * 2008-03-28 2009-11-05 Hitachi Ltd Power source having a plurality of relays
US8421409B2 (en) 2008-09-19 2013-04-16 Toyota Jidosha Kabushiki Kaisha Noncontact power receiving apparatus for electrically-powered vehicle and vehicle including the same
EP2442120B1 (en) 2009-06-12 2018-08-08 Nissan Motor Co., Ltd. Connection diagnostic device for ground fault detector
WO2011153427A2 (en) * 2010-06-04 2011-12-08 Abb Inc. Detection of welded switch contacts in a line converter system
JP2013005528A (en) * 2011-06-14 2013-01-07 Toyota Motor Corp Device and method for detecting circuit abnormality
KR101255248B1 (en) 2011-07-04 2013-04-16 로베르트 보쉬 게엠베하 Battery management system and control method thereof
JP2013073824A (en) * 2011-09-28 2013-04-22 Nichicon Corp Power supply unit
JP5796445B2 (en) * 2011-10-05 2015-10-21 アイシン精機株式会社 Vehicle power supply device
KR20130070672A (en) * 2011-12-16 2013-06-28 (주)브이이엔에스 Electric vehicle and control method thereof
JP5680569B2 (en) 2012-01-13 2015-03-04 トヨタ自動車株式会社 Inverter
KR101332871B1 (en) 2012-05-22 2013-11-25 엘에스산전 주식회사 Apparatus for relay monitoring of electric vehicle and method thereof
JP6024468B2 (en) * 2013-01-17 2016-11-16 日立金属株式会社 Vehicle charging device
CN103812416A (en) * 2013-09-10 2014-05-21 郑州宇通客车股份有限公司 Motor control method for electric automobile
JP2015144517A (en) * 2014-01-31 2015-08-06 株式会社デンソー Electronic control device
JP6365021B2 (en) * 2014-07-02 2018-08-01 日産自動車株式会社 Insulation detector

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