JP4697205B2 - Charging device and charging method for power storage mechanism - Google Patents

Description

  The present invention relates to a charging device and a charging method for a power storage mechanism, and more particularly to a technique for charging a power storage mechanism mounted on a vehicle by supplying power from a power source external to the vehicle.

  Conventionally, vehicles using an electric motor as a drive source, such as a hybrid vehicle, an electric vehicle, and a fuel cell vehicle, are known. Such a vehicle is equipped with a power storage mechanism such as a battery for storing electric power supplied to the electric motor. The battery stores the electric power generated during regenerative braking or the electric power generated by a generator mounted on the vehicle.

  By the way, there is also a vehicle that supplies electric power to a battery mounted on the vehicle from a power source outside the vehicle, such as a power source of a house, and charges the vehicle. By connecting the outlet provided in the house and the connector provided in the vehicle with a cable, electric power is supplied from the power source of the house to the battery of the vehicle. Hereinafter, a vehicle that charges a battery mounted on a vehicle by a power source provided outside the vehicle is also referred to as a plug-in vehicle.

  The standard for plug-in vehicles is established in Japan by “General Requirements for Conductive Charging Systems for Electric Vehicles” (Non-Patent Document 1), and in the United States by “SA Electric Vehicle Conductive Charge Coupler” (Non-Patent Document 2). Is done.

  For “Conductive Charging System General Requirements for Electric Vehicles” and “SA Electric Vehicle Conductive Charge Coupler”, as an example, standards for control pilots are established. The control pilot sends a square wave signal (hereinafter also referred to as a pilot signal) from the oscillator to the control pilot line, thereby instructing the vehicle that EVSE (Electric Vehicle Supply Equipment) can supply energy (electric power). Has the function of EVSE is a device that connects an external power supply and a vehicle. For example, when the EVSE plug is connected to a power supply external to the vehicle and the EVSE connector is connected to a connector provided on the vehicle, a pilot signal is output. The plug-in vehicle is notified of the current capacity that can be supplied based on the pulse width of the pilot signal. When the plug-in vehicle detects the pilot signal, it prepares to start charging (such as closing the relay).

  By the way, in a plug-in vehicle, the connector of the apparatus (EVSE etc.) which connects an external power supply and a vehicle may be removed from the connector provided in the vehicle during the charge of the battery by an external power supply. . In this case, it is necessary to perform processing for stopping charging.

Japanese Patent Laid-Open No. 9-161882 (Patent Document 1) can start charging by closing the relay only when the microswitch is turned on when the power receiving connector and the power feeding connector are completely fitted. Disclosed is an electric vehicle charger. The power feeding side connector is locked to the power receiving side connector by a locking claw. The locking claw swings by pressing a pressing portion provided on the power supply side connector with a thumb. The microswitch is interlocked with the locking claw. Therefore, the microswitch can be turned off by pressing down the pressing portion with the thumb.
JP-A-9-161882 “General Requirements for Conductive Charging Systems for Electric Vehicles”, Japan Electric Vehicle Association Standard (Japan Electric Vehicle Standard), March 29, 2001 "SAE Electric Vehicle Conductive Charge Coupler" (USA), SAE Standards, SAE International, November 2001

  When a connector of an apparatus that connects an external power source and the vehicle is removed from a connector provided in the vehicle, it is desirable to quickly open a relay or the like to shut off the battery charging system and the battery. However, when using a connector that can be turned off by pushing down the pressing portion, such as the connector described in Japanese Patent Laid-Open No. 9-161882, the switch can be turned off due to an erroneous operation by the operator. In such a case, if a normal operation is performed later, charging can be resumed. In addition, when a power failure occurs during charging, it is highly possible that the power failure will be resolved later and charging can be resumed. In any case, it is desirable to interrupt the charging for a while and wait while the battery is connected to the system for charging the battery.

  However, the above-described problem and a configuration that can solve this problem are described in any of “General requirements for conductive charging system for electric vehicle”, “SA Electric vehicle conductive charge coupler”, and Japanese Patent Laid-Open No. 9-161882. Absent.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a charging device and a charging method for a power storage mechanism that can interrupt charging for a necessary time.

  A charging device for a power storage mechanism according to a first aspect of the invention outputs a first signal when connected to a vehicle, and outputs a second signal when connected to a vehicle and a power supply external to the vehicle. A charging device for a power storage mechanism mounted on a vehicle so that the vehicle and a power source are charged by a coupler having a mechanism. The charging apparatus includes a charging system that supplies power from a power source via a coupler to charge the power storage mechanism, a switching mechanism that switches between a connected state and a disconnected state of the charging system and the power storage mechanism, a charging system, and a power storage mechanism The switching mechanism to connect the power storage mechanism, the charging mechanism to control the charging system to charge, the interruption means to interrupt the charging of the power storage mechanism, the output state of the first signal and A setting means for setting a standby time according to the output state of the second signal, and a control for controlling the switching mechanism so as to shut off the charging system and the power storage mechanism when the standby time has elapsed after the interruption of charging. Means. The method for charging the power storage mechanism according to the fifth aspect of the present invention has the same requirements as those of the charging device for the power storage mechanism according to the first aspect of the present invention.

  According to this configuration, the power storage mechanism is charged in a state where the vehicle and the power source are connected by the coupler. The coupler includes a mechanism that outputs a first signal when connected to the vehicle, and a mechanism that outputs a second signal when connected to the vehicle and a power supply external to the vehicle. The charging system supplies power from a power source via a coupler to charge the power storage mechanism. The switching mechanism switches between a connected state and a disconnected state of the charging system and the power storage mechanism. The switching mechanism is controlled to connect the charging system and the power storage mechanism, and the charging system is controlled to charge the power storage mechanism. For example, if at least one of the first signal and the second signal is not output, it can be said that some abnormality has occurred. Therefore, charging of the power storage mechanism is interrupted. When the standby time elapses after the interruption of charging, the switching mechanism is controlled to shut off the charging system and the power storage mechanism. By the way, the factor which interrupts charge may differ according to the combination of the output state of a 1st signal, and the output state of a 2nd signal. The time required to eliminate the factor that interrupts charging may differ for each factor. Therefore, in order to set the standby time corresponding to each factor, the standby time is set according to the output state of the first signal and the output state of the second signal. As a result, the state where the charging system and the power storage mechanism are connected can be maintained only for the standby time corresponding to the time required to eliminate the factor that interrupts the charging. Therefore, it is possible to provide a charging device or a charging method for a power storage mechanism that can interrupt charging for a necessary time.

  In the charging device for the power storage mechanism according to the second invention, in addition to the configuration of the first invention, the interruption means is configured to store the power storage mechanism when at least one of the first signal and the second signal is not output. Means for interrupting charging. The control means controls the switching mechanism so as to shut off the charging system and the power storage mechanism when a standby time elapses in a state where at least one of the first signal and the second signal is not output after interruption of charging. Means for doing so. When the charging device is satisfied when a condition including at least both the first signal and the second signal is output after the charging is interrupted and before the charging system and the power storage mechanism are shut off, A means for resuming charging is further provided. A charging method for a power storage mechanism according to a sixth aspect of the invention includes the same requirements as those of the charging device for a power storage mechanism according to the second aspect of the invention.

  According to this configuration, charging of the power storage mechanism is interrupted when at least one of the first signal and the second signal is not output. Thereby, for example, when the coupler is disconnected from the vehicle or the power supply, when the operator erroneously operates the coupler, or when a power failure occurs, the charging can be interrupted. If the standby time elapses in a state where at least one of the first signal and the second signal is not output after the interruption of charging, the charging system and the power storage mechanism are shut off. Thereby, when the factor which interrupts charge cannot be eliminated, an electrical storage mechanism can be interrupted | blocked from a charging system. Therefore, discharge from the power storage mechanism can be prevented. On the other hand, if the condition including the condition that at least both the first signal and the second signal are output is satisfied after the charging is interrupted and before the charging system and the power storage mechanism are shut off, the power storage mechanism is charged. Resumed. Thereby, when the factor which interrupts charging is eliminated, charging can be restarted.

  In the charging device for the power storage mechanism according to the third invention, in addition to the configuration of the first or second invention, the setting means outputs the first signal or the second signal when either the first signal or the second signal is output. Compared to the case where both the first signal and the second signal are not output, a means for setting a long time as the standby time is included. The power storage mechanism charging method according to the seventh aspect of the present invention has the same requirements as those of the power storage mechanism charging apparatus according to the third aspect of the present invention.

  According to this configuration, when one of the first signal and the second signal is output, the standby time is set longer than when both the first signal and the second signal are not output. The Thereby, when it can be said that at least the coupler is connected to the vehicle, charging can be interrupted for a longer period of time, and the standby can be performed, compared to a case where there is a high possibility that the coupler has been removed from the vehicle.

  In the charging device of the power storage mechanism according to the fourth invention, in addition to the configuration of the first or second invention, the setting means outputs the first signal when the first signal is output and the second signal is not output. Compared to the case where no signal is output and the second signal is output, a means for setting a longer time as the standby time is included. The charging method for the power storage mechanism according to the eighth invention has the same requirements as the charging device for the power storage mechanism according to the fourth invention.

  According to this configuration, when the first signal is output and the second signal is not output, the standby time is set longer than when the first signal is not output and the second signal is output. The If the first signal is output and the second signal is not output, a power failure may have occurred. Therefore, there is a possibility that the time required for eliminating the factor that interrupts the charging becomes longer. On the other hand, when the first signal is not output and the second signal is output, there is a possibility that a power failure has not occurred and the operator has erroneously operated the coupler. In this case, it can be said that the time required to eliminate the factor that interrupts charging is short. Therefore, when the first signal is output and the second signal is not output, the standby time is set longer than when the first signal is not output and the second signal is output. Thereby, charge can be interrupted only for the required time.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, a plug-in hybrid vehicle equipped with the charging apparatus according to the present embodiment will be described. This vehicle includes an engine 100, a first MG (Motor Generator) 110, a second MG 120, a power split mechanism 130, a speed reducer 140, and a battery 150.

  This vehicle travels by driving force from at least one of engine 100 and second MG 120. Instead of the plug-in hybrid vehicle, an electric vehicle or a fuel cell vehicle that travels only by the driving force from the motor may be used.

  Engine 100, first MG 110, and second MG 120 are connected via power split mechanism 130. The power generated by the engine 100 is divided into two paths by the power split mechanism 130. One is a path for driving the front wheels 160 via the speed reducer 140. The other is a path for driving the first MG 110 to generate power.

  First MG 110 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. First MG 110 generates power using the power of engine 100 divided by power split mechanism 130. The electric power generated by first MG 110 is selectively used according to the running state of the vehicle and the state of charge (SOC) of battery 150. For example, during normal travel, the electric power generated by first MG 110 becomes electric power for driving second MG 120 as it is. On the other hand, when the SOC of battery 150 is lower than a predetermined value, the power generated by first MG 110 is converted from AC to DC by an inverter described later. Thereafter, the voltage is adjusted by a converter described later and stored in the battery 150.

  When first MG 110 acts as a generator, first MG 110 generates a negative torque. Here, the negative torque means a torque that becomes a load on engine 100. When first MG 110 is supplied with electric power and acts as a motor, first MG 110 generates a positive torque. Here, the positive torque means a torque that does not become a load on the engine 100, that is, a torque that assists the rotation of the engine 100. The same applies to the second MG 120.

  Second MG 120 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. Second MG 120 is driven by at least one of the electric power stored in battery 150 and the electric power generated by first MG 110.

  The driving force of second MG 120 is transmitted to front wheel 160 via reduction gear 140. Thereby, second MG 120 assists engine 100 or causes the vehicle to travel by the driving force from second MG 120. The rear wheels may be driven instead of or in addition to the front wheels 160.

  During regenerative braking of the plug-in hybrid vehicle, the second MG 120 is driven by the front wheel 160 via the speed reducer 140, and the second MG 120 operates as a generator. Thus, second MG 120 operates as a regenerative brake that converts braking energy into electric power. The electric power generated by second MG 120 is stored in battery 150.

  Power split device 130 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so that it can rotate. The sun gear is connected to the rotation shaft of first MG 110. The carrier is connected to the crankshaft of engine 100. The ring gear is connected to the rotation shaft of second MG 120 and speed reducer 140.

  Engine 100, first MG 110 and second MG 120 are connected via power split mechanism 130 formed of a planetary gear, so that the rotational speeds of engine 100, first MG 110 and second MG 120 are collinear as shown in FIG. The relationship is connected by a straight line.

  Returning to FIG. 1, the battery 150 is an assembled battery configured by further connecting a plurality of battery modules in which a plurality of battery cells are integrated in series. The voltage of the battery 150 is about 200V, for example. Battery 150 is charged with electric power supplied from a power source external to the vehicle, in addition to first MG 110 and second MG 120.

  Engine 100, first MG 110, and second MG 120 are controlled by an ECU (Electronic Control Unit) 170. ECU 170 may be divided into a plurality of ECUs.

  With reference to FIG. 3, the electrical system of the plug-in hybrid vehicle will be further described. The plug-in hybrid vehicle includes a converter 200, a first inverter 210, a second inverter 220, a DC / DC converter 230, an auxiliary battery 240, an SMR (System Main Relay) 250, and a DFR (Dead Front Relay). 260, a connector 270, and an LC filter 280 are provided.

  Converter 200 includes a reactor, two npn transistors, and two diodes. Reactor has one end connected to the positive electrode side of battery 150 and the other end connected to a connection point of two npn transistors.

  Two npn-type transistors are connected in series. The npn transistor is controlled by the ECU 170. A diode is connected between the collector and emitter of each npn transistor so that a current flows from the emitter side to the collector side.

  For example, an IGBT (Insulated Gate Bipolar Transistor) can be used as the npn transistor. Instead of the npn type transistor, a power switching element such as a power MOSFET (Metal Oxide Semiconductor Field-Effect Transistor) can be used.

  When the electric power discharged from the battery 150 is supplied to the first MG 110 or the second MG 120, the voltage is boosted by the converter 200. Conversely, when charging the battery 150 with the power generated by the first MG 110 or the second MG 120, the voltage is stepped down by the converter 200.

  System voltage VH between converter 200 and first inverter 210 and second inverter 220 is detected by voltmeter 180. The detection result of the voltmeter 180 is transmitted to the ECU 170.

  First inverter 210 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm and W-phase arm are connected in parallel. Each of the U-phase arm, the V-phase arm, and the W-phase arm has two npn transistors connected in series. Between the collector and emitter of each npn-type transistor, a diode for passing a current from the emitter side to the collector side is connected. A connection point of each npn transistor in each arm is connected to an end portion different from the neutral point 112 of each coil of the first MG 110.

  First inverter 210 converts a direct current supplied from battery 150 into an alternating current, and supplies the alternating current to first MG 110. In addition, first inverter 210 converts the alternating current generated by first MG 110 into a direct current.

  Second inverter 220 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm and W-phase arm are connected in parallel. Each of the U-phase arm, the V-phase arm, and the W-phase arm has two npn transistors connected in series. Between the collector and emitter of each npn-type transistor, a diode for passing a current from the emitter side to the collector side is connected. A connection point of each npn transistor in each arm is connected to an end portion different from the neutral point 122 of each coil of the second MG 120.

  Second inverter 220 converts the direct current supplied from battery 150 into an alternating current, and supplies the alternating current to second MG 120. Second inverter 220 converts the alternating current generated by second MG 120 into a direct current.

  In each inverter, a set of U-phase coil and U-phase arm, a set of V-phase coil and V-phase arm, and a set of W-phase coil and W-phase arm have the same configuration as converter 200. Therefore, the first inverter 210 and the second inverter 220 can boost the voltage. In the present embodiment, when battery 150 is charged with power supplied from a power source outside the vehicle, first inverter 210 and second inverter 220 boost the voltage. For example, a voltage of 100V is boosted to a voltage of about 200V.

  DC / DC converter 230 is connected in parallel with converter 200 between battery 150 and converter 200. The DC / DC converter 230 steps down the direct current voltage. The electric power output from the DC / DC converter 230 is charged in the auxiliary battery 240. The electric power charged in the auxiliary battery 240 is supplied to the auxiliary machine 242 such as an electric oil pump and the ECU 170.

  An SMR (System Main Relay) 250 is provided between the battery 150 and the DC / DC converter 230. The SMR 250 is a relay that switches between a state where the battery 150 and the electrical system are connected and a state where the battery 150 is disconnected. When SMR 250 is open, battery 150 is disconnected from the electrical system. When SMR 250 is closed, battery 150 is connected to the electrical system. The state of SMR 250 is controlled by ECU 170. For example, when the ECU 170 is activated, the SMR 250 is closed. When ECU 170 pauses, SMR 250 is opened.

  A DFR (Dead Front Relay) 260 is connected to the neutral point 112 of the first MG 110 and the neutral point 122 of the second MG 120. The DFR 260 is a relay that switches between a state in which the electrical system of the plug-in hybrid vehicle is connected to an external power source and a state in which it is shut off. When the DFR 250 is in the open state, the electrical system of the plug-in hybrid vehicle is cut off from the external power source. When the DFR 250 is closed, the electrical system of the plug-in hybrid vehicle is connected to an external power source.

  Connector 270 is provided, for example, on the side of a plug-in hybrid vehicle. As will be described later, connector 270 is connected to a connector of a charging cable that connects the plug-in hybrid vehicle and an external power source. The LC filter 280 is provided between the DFR 260 and the connector 270.

  Referring to FIG. 4, a charging cable 300 that connects a plug-in hybrid vehicle and an external power source includes a connector 310, a plug 320, and a CCID (Charging Circuit Interrupt Device) 330. The charging cable 300 corresponds to EVSE.

  Connector 310 of charging cable 300 is connected to connector 270 provided in the plug-in hybrid vehicle. The connector 310 is provided with a switch 312. When the switch 312 is closed while the connector 310 of the charging cable 300 is connected to the connector 270 provided in the plug-in hybrid vehicle, the connector 310 of the charging cable 300 is connected to the connector 270 provided in the plug-in hybrid vehicle. Connector signal CNCT indicating that the state has been achieved is input to ECU 170.

  The switch 312 opens and closes in conjunction with a locking bracket that locks the connector 310 of the charging cable 300 to the connector 270 of the plug-in hybrid vehicle. The locking bracket swings when the operator presses a button provided on the connector 310.

  For example, when the operator releases his / her finger from the button 314 of the connector 310 shown in FIG. 5 with the connector 310 of the charging cable 300 connected to the connector 270 provided in the plug-in hybrid vehicle, While engaging with the connector 270 provided in the plug-in hybrid vehicle, the switch 312 is closed. When the operator presses the button 314, the engagement between the locking metal fitting 316 and the connector 270 is released, and the switch 312 is opened. The method for opening and closing the switch 312 is not limited to this.

  Returning to FIG. 4, the plug 320 of the charging cable 300 is connected to an outlet 400 provided in the house. AC power is supplied to the outlet 400 from a power source 402 outside the plug-in hybrid vehicle.

  The CCID 330 has a relay 332 and a control pilot circuit 334. When relay 332 is open, the path for supplying power from power supply 402 outside the plug-in hybrid vehicle to the plug-in hybrid vehicle is blocked. When the relay 332 is closed, power can be supplied from the power source 402 outside the plug-in hybrid vehicle to the plug-in hybrid vehicle. The state of relay 332 is controlled by ECU 170 in a state where connector 310 of charging cable 300 is connected to connector 270 of the plug-in hybrid vehicle.

  The control pilot circuit 334 is connected to the control pilot line when the plug 320 of the charging cable 300 is connected to the outlet 400, that is, the external power source 402, and the connector 310 is connected to the connector 270 provided in the plug-in hybrid vehicle. A pilot signal (square wave signal) CPLT is sent.

  The pilot signal is oscillated from an oscillator provided in the control pilot circuit 334. The pilot signal is output or stopped with a delay corresponding to the delay in the operation of the oscillator.

  When the plug 320 of the charging cable 300 is connected to the outlet 400, the control pilot circuit 334 can output a constant pilot signal CPLT even if the connector 310 is disconnected from the connector 270 provided in the plug-in hybrid vehicle. . However, ECU 170 cannot detect pilot signal CPLT output with connector 310 disconnected from connector 270 provided in the plug-in hybrid vehicle.

  When plug 320 of charging cable 300 is connected to outlet 400 and connector 310 is connected to connector 270 of the plug-in hybrid vehicle, control pilot circuit 334 causes pilot signal CPLT having a predetermined pulse width (duty cycle). Oscillates.

  The plug-in hybrid vehicle is notified of the current capacity that can be supplied based on the pulse width of pilot signal CPLT. For example, the current capacity of charging cable 300 is notified to the plug-in hybrid vehicle. The pulse width of pilot signal CPLT is constant without depending on the voltage and current of external power supply 402.

  On the other hand, if the type of charging cable used is different, the pulse width of pilot signal CPLT may be different. That is, the pulse width of pilot signal CPLT can be determined for each type of charging cable.

  In the present embodiment, battery 150 is charged with electric power supplied from external power supply 402 in a state where plug-in hybrid vehicle and external power supply 402 are connected by charging cable 300. The AC voltage VAC of the external power source 402 is detected by a voltmeter 172 provided inside the plug-in hybrid vehicle.

  Hereinafter, operations of converter 200, first inverter 210 and second inverter 220 when battery 150 is charged by external power source 402 will be described. FIG. 6 shows a portion related to charging in the circuit diagrams shown in FIGS. 3 and 4.

  6, U-phase arms 212 and 222 of first inverter 210 and second inverter 220 in FIG. 1 are shown as representatives. Of the coils of first MG 110 and second MG 120, U-phase coils 114 and 124 are shown as representatives. The other two-phase circuits operate in the same manner as the U-phase circuit. Therefore, detailed description thereof will not be repeated here.

  As described above, the set of the U-phase coil 114 of the first MG 110 and the U-phase arm 212 of the first inverter 210 and the set of the U-phase coil 124 of the second MG 120 and the U-phase arm 222 of the second inverter 220 are respectively It has the same configuration as converter 200.

  When voltage VAC of external power supply 402 is greater than 0, that is, when voltage VX of line 410 is higher than voltage VY of line 420, transistor 501 of converter 200 is turned on and transistor 502 is turned off. The transistor 512 of the first inverter 210 is switched with a period and a duty ratio corresponding to the voltage VAC of the external power source 402. The transistor 511 is controlled to be in an OFF state or a switching state where the transistor 511 is turned on in synchronization with the conduction of the diode 611. The transistor 521 of the second inverter 220 is turned off, and the transistor 522 is turned on.

  When the transistor 512 of the first inverter 210 is in the ON state, current flows in the order of the U-phase coil 114, the transistor 512, the diode 622, and the U-phase coil 124. The energy stored in U-phase coil 114 and U-phase coil 124 is released when transistor 512 of first inverter 210 is turned off. The released energy, that is, electric power is supplied to the battery 150 via the diode 611 of the first inverter 210 and the transistor 501 of the converter 200.

  Note that the transistor 511 may be turned on in synchronization with the conduction period of the diode 611 in order to reduce loss due to the diode 611 of the first inverter 210. Based on the value of external power supply voltage VAC and system voltage (voltage between converter 200 and inverter) VH, the switching cycle and duty ratio of transistor 512 of first inverter 210 are determined.

  When the voltage VAC <0 of the external power supply 402 is 0, that is, when the voltage VX of the line 410 is lower than the voltage VY of the line 420, the transistor 501 of the converter 200 is turned on and the transistor 502 is turned off. In the second inverter 220, the transistor 522 is switched at a cycle and a duty ratio corresponding to the voltage VAC, and the transistor 521 is turned off or is switched to a conductive state in synchronization with the conduction of the diode 621. The transistor 511 of the first inverter 210 is turned off, and the transistor 512 is turned on.

  When the transistor 522 of the second inverter 220 is in the ON state, a current flows in the order of the U-phase coil 124, the transistor 522, the diode 612, and the U-phase coil 114. The energy accumulated in U-phase coil 114 and U-phase coil 124 is released when transistor 522 of second inverter 220 is turned off. The released energy, that is, electric power is supplied to the battery 150 via the diode 621 of the second inverter 220 and the transistor 501 of the converter 200.

  Note that the transistor 521 may be turned on in synchronization with the conduction period of the diode 621 in order to reduce loss due to the diode 621 of the second inverter 220. Based on the values of the external power supply voltage VAC and the system voltage VH, the switching cycle and the duty ratio of the transistor 522 are determined.

  The function of ECU 170 will be described with reference to FIG. Note that the functions described below may be realized by software, or may be realized by hardware.

  ECU 170 includes a charging unit 700, an interruption unit 702, a setting unit 704, a blocking unit 706, and a resuming unit 708.

  Charging unit 700 closes relay 332 in SMR 250, DFR 260 and CCID 330 so as to connect battery 150 and external power supply 402, and converter 200, first inverter 210 and second inverter 220 so as to charge battery 150. To control.

  For example, when both connector signal CNCT and pilot signal CPLT are detected and voltage VAC detected by voltmeter 172 is equal to or higher than a threshold value, charging of battery 150 is started.

  Interrupting unit 702 interrupts charging of battery 150 when at least one of connector signal CNCT and pilot signal CPLT is not detected during charging of battery 150. When charging is interrupted, converter 200, first inverter 210 and second inverter 220 are stopped, and relay 332 in DFR 260 and CCID 330 is opened. The SMR 250 is kept closed.

  The setting unit 704 sets a standby time for waiting in a state where charging is interrupted. As shown in FIG. 8, the standby time is set according to the combination of the output states of connector signal CNCT and pilot signal CPLT.

  When connector signal CNCT is output (ON) and pilot signal CPLT is stopped (OFF), the waiting time is set to α. α is, for example, about 30 minutes to 1 hour. α is determined for the purpose of interrupting charging until the power failure is recovered. That is, α is set to the time required for the power failure to be resolved.

  When connector signal CNCT is stopped and pilot signal CPLT is output, the waiting time is set to β. β is shorter than α. β is, for example, about 3 to 5 minutes. β is determined on the assumption of the time required to identify the operator's operation on the connector 310 and the disconnection in the path for transmitting the connector signal CNCT. That is, β is set to a time longer than the time during which the operator can keep pressing the button 314.

  When both connector signal CNCT and pilot signal CPLT are stopped, the standby time is set to γ. γ is a shorter time than α and β. γ is, for example, about 3 to 10 seconds. It is determined on the assumption of a time during which the user can avoid erroneous determination due to noise and correct the temporary looseness of the connector 310.

  In the present embodiment, when connector signal CNCT or pilot signal CPLT is not detected, it is determined that connector signal CNCT or pilot signal CPLT is stopped (not output).

  When the standby time elapses in a state where at least one of the connector signal CNCT and the pilot signal CPLT is not generated after the interruption of charging, the blocking unit 706 opens the SMR 250. The conditions for opening the SMR 250 are not limited to this. An elapsed time after the charging of the battery 150 is interrupted is measured by a counter provided in the ECU 170.

  The resuming unit 708 resumes charging of the battery 150 when a resuming condition is satisfied, including a condition that at least both the connector signal CNCT and the pilot signal CPLT are output before the SMR 250 is opened after the interruption of the charging. .

  For example, when the connector signal CNCT and the pilot signal CPLT are output after the interruption of charging and before the standby time elapses, the relay 332 in the DFR 260 and the CCID 330 is closed. After closing relay 332 in DFR 260 and CCID 330, if voltage VAC detected using voltmeter 172 is greater than or equal to a threshold value, converter 200, first inverter 210 and second inverter are restarted to resume charging of battery 150. 2 The inverter 220 is controlled. Note that the conditions for resuming charging are not limited to this.

  In addition, it may be determined whether the connector signal CNCT and the pilot signal CPLT are output when the standby time has elapsed after the interruption of charging. If the connector signal CNCT and the pilot signal CPLT are output, the above-described processing for resuming charging may be performed. Otherwise, the SMR 250 may be opened.

  The control structure of the program executed by ECU 170 will be described with reference to FIGS. The program executed by the ECU 170 may be recorded on a recording medium such as a CD (Compact Disc) or a DVD (Digital Versatile Disc) and distributed to the market. The program described below is executed during charging of the battery 150 using the external power source 402, for example.

  In step (hereinafter, step is abbreviated as S) 100, ECU 170 determines whether or not charging is being interrupted. If charging is being interrupted (YES in S100), the process proceeds to S112. If not (NO in S100), the process proceeds to S102.

  In S102, ECU 170 determines whether charging is interrupted, that is, whether at least one of connector signal CNCT and pilot signal CPLT is stopped. If at least one of connector signal CNCT and pilot signal CPLT is stopped (YES in S102), the process proceeds to S110. If not (NO in S102), the process proceeds to S104.

  In S104, ECU 170 continues charging. In S106, ECU 170 clears the counter that measures the elapsed time after the interruption of charging. Thereafter, the process returns to S100.

  In S110, ECU 170 interrupts charging. In S112, ECU 170 increments the count value of the counter that measures the elapsed time after the interruption of charging.

  In S120, ECU 170 determines whether connector signal CNCT is output and pilot signal CPLT is stopped. If connector signal CNCT is output and pilot signal CPLT is stopped (YES in S120), the process proceeds to S122. If not (NO in S120), the process proceeds to S130.

  In S122, ECU 170 determines whether or not an elapsed time after charging is interrupted is α or more. If the elapsed time after charging is not less than α (YES in S122), the process proceeds to S150. If not (NO in S122), the process returns to S100.

  In S130, ECU 170 determines whether connector signal CNCT is stopped and pilot signal CPLT is output. If connector signal CNCT is stopped and pilot signal CPLT is output (YES in S130), the process proceeds to S132. If not (NO in S130), the process proceeds to S140.

  In S132, ECU 170 determines whether or not the elapsed time after charging is interrupted is equal to or greater than β. If the elapsed time after charging is not less than β (YES in S132), the process proceeds to S134. If not (NO in S132), the process returns to S100.

  In S134, ECU 170 determines that the path for transmitting connector signal CNCT is disconnected. That is, it is determined that an abnormality has occurred.

  In S140, ECU 170 determines whether both connector signal CNCT and pilot signal CPLT are stopped. If connector signal CNCT and pilot signal CPLT are both stopped (YES in S140), the process proceeds to S142. If not (NO in S140), that is, if both connector signal CNCT and pilot signal CPLT are output, the process proceeds to S160.

  In S142, ECU 170 determines whether or not an elapsed time after charging is interrupted is γ or more. If the elapsed time after charging is γ or more (YES in S142), the process proceeds to S150. If not (NO in S142), the process returns to S100.

  In S150, ECU 170 opens SMR 250. That is, the battery 150 is disconnected from the electrical system. Thereafter, this process ends.

  In S160, ECU 170 closes relay 332 in DFR 260 and CCID 330. In S162, ECU 170 determines whether or not voltage VAC of external power supply 402 detected using voltmeter 172 is equal to or greater than a threshold value.

  If voltage VAC of external power supply 402 detected using voltmeter 172 is equal to or higher than the threshold value (YES in S162), the process proceeds to S164. If not (NO in S162), the process proceeds to S166. In S164, ECU 170 resumes charging. In S166, ECU 170 determines that the path for supplying power from external power supply 402 to battery 150 is disconnected. That is, a disconnection is detected. In S168, ECU 170 opens relay 332 in SMR 250, DFR 260, and CCID 330. Thereafter, this process ends.

  An operation of ECU 170 based on the above-described structure and flowchart will be described.

  If charging is not interrupted (NO in S100), that is, if charging is performed, whether charging is interrupted, that is, whether at least one of connector signal CNCT and pilot signal CPLT is stopped It is determined whether or not (S102).

  If both connector signal CNCT and pilot signal CPLT are output (NO in S102), charging is continued (S104). The counter that measures the elapsed time after the interruption of charging is cleared (S106).

  On the other hand, when at least one of connector signal CNCT and pilot signal CPLT is stopped, connector 310 of charging cable 300 is disconnected from connector 270 of the vehicle, plug 320 is disconnected from outlet 400, power failure May have occurred.

  In either case, charging cannot be continued. Therefore, if at least one of connector signal CNCT and pilot signal CPLT is stopped (YES in S102), charging is interrupted (S110). To interrupt charging, converter 200, first inverter 210 and second inverter 220 are stopped, and relay 332 in DFR 260 and CCID 330 is opened. The SMR 250 is kept closed.

  When the charging is interrupted, the count value of the counter that measures the elapsed time after the interruption of charging is incremented (S112). Thereafter, in order to identify a factor that interrupts the power failure, a combination of the output state of the connector signal CNCT and the output state of the pilot signal CPLT is determined.

  If connector signal CNCT is output and pilot signal CPLT is stopped (YES in S120), a power failure may have occurred. This is because the signal representing the current capacity is stopped while the connector 310 of the charging cable 300 is connected to the connector 270 of the vehicle.

  In this case, it is determined whether or not the elapsed time after the interruption of charging is greater than or equal to α set to the time required for the power failure to be resolved (S122). If the elapsed time after the interruption of charging is shorter than α (NO in S122), the count value of the counter that measures the elapsed time after the interruption of charging is incremented (YES in S100, S112). If the elapsed time after the interruption of charge is α or more (YES in S122), SMR 250 is opened (S150). Thereby, the battery 150 is disconnected from the electrical system.

  When connector signal CNCT is stopped and pilot signal CPLT is output (YES in S130), the operator can connect the connector of charging cable 300 while connector 310 of charging cable 300 is connected to connector 270 of the vehicle. There is a possibility that the button 314 provided on the button 310 is pressed. This is because if connector 310 of charging cable 300 is disconnected from vehicle connector 270, neither connector signal CNCT nor pilot signal CPLT is detected.

  In this case, it is determined whether or not the elapsed time after the interruption of charging is equal to or longer than β set to a time longer than the time during which the operator can keep pressing the button 314 (S132). If the elapsed time after the interruption of charging is shorter than β (NO in S132), the count value of the counter that measures the elapsed time after the interruption of charging is incremented (YES in S100, S112).

  It is unlikely that the operator continues to press the button 314 provided on the connector 310 of the charging cable 300 for a long time. Therefore, if the elapsed time after the interruption of charging is β or more (YES in S132), it is determined that the path for transmitting connector signal CNCT is disconnected (S134). Thereafter, the SMR 250 is opened (S150).

  If both connector signal CNCT and pilot signal CPLT are stopped (YES in S140), connection between connector 310 of charging cable 300 and connector 270 of the vehicle is temporarily loosened, or connector 310 of charging cable 300 is disconnected. It may have been disconnected from the connector 270 of the vehicle.

  In this case, it is determined whether or not the elapsed time after the interruption of charging is equal to or greater than γ set to the time required for the operator to eliminate the temporary looseness of the connection between the connectors (S142). . If the elapsed time after interruption of charging is shorter than γ (NO in S142), the count value of the counter that measures the elapsed time after interruption of charging is incremented (YES in S100, S112). If the elapsed time after the interruption of charging is γ or more (YES in S142), SMR 250 is opened (S150).

  If both connector signal CNCT and pilot signal CPLT are output (NO in S120, NO in S130, NO in S140), there is a possibility that the factor for interrupting charging has been eliminated. That is, there is a possibility that charging can be resumed.

  In this case, the relay 332 in the DFR 260 and the CCID 330 is closed (S160). If voltage VAC of external power supply 402 detected using voltmeter 172 is equal to or higher than a threshold value (YES in S162) after relay 332 in DFR 260 and CCID 330 is closed, battery from external power supply 402 It can be said that 150 can supply power. Therefore, charging is resumed (S164).

  If voltage VAC is smaller than the threshold (NO in S162), it can be said that power cannot be supplied from power supply 402 to battery 150 even though charging cable 300 is correctly connected to vehicle and power supply 402. .

  In this case, it is determined that the path for supplying power from the external power source 402 to the battery 150 is disconnected (S166). Thereafter, the relay 332 in the DFR 260 and the CCID 330 is opened (S168).

  As described above, according to the charging apparatus according to the present embodiment, after the battery charging is interrupted, the SMR is closed for the standby time corresponding to the combination of the output state of connector signal CNCT and the output state of pilot signal CPLT. Maintained in a state. Thereby, the state which connected the electric system and the battery can be maintained only for the time corresponding to the time required in order to eliminate the factor which interrupts charge. Therefore, charging can be interrupted for a necessary time.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram which shows a plug-in hybrid vehicle. It is a figure which shows the alignment chart of a power split device. It is a figure (the 1) which shows the electric system of a plug-in hybrid vehicle. It is FIG. (2) which shows the electrical system of a plug-in hybrid vehicle. It is a figure which shows the connector of a charging cable. FIG. 3 is a third diagram illustrating the electrical system of the plug-in hybrid vehicle. It is a functional block diagram of ECU. It is a figure which shows the standby | waiting time defined according to the combination of the output state of connector signal CNCT, and the pilot signal CPLT output state. It is a flowchart (the 1) which shows the control structure of the program which ECU performs. It is a flowchart (the 2) which shows the control structure of the program which ECU performs.

Explanation of symbols

  100 Engine, 110 1st MG, 120 2nd MG, 130 Power split mechanism, 140 Reducer, 150 Battery, 160 Front wheel, 170 ECU, 172 Voltmeter, 200 Converter, 210 1st inverter, 220 2nd inverter, 230 DC / DC Converter, 240 Auxiliary battery, 242 Auxiliary machine, 250 SMR, DFR 260, 270 connector, 280 LC filter, 300 Charging cable, 310 connector, 312 switch, 314 button, 316 Locking bracket, 320 plug, 330 CCID, 332 relay 334 Control pilot circuit, 400 outlets, 402 power supply, 700 charging unit, 702 interruption unit, 704 setting unit, 706 blocking unit, 708 restarting unit.

Claims (8)

The vehicle and the vehicle by a coupler having a mechanism that outputs a first signal when connected to the vehicle, and a mechanism that outputs a second signal when connected to a power source outside the vehicle and the vehicle. A power storage mechanism charging device mounted on the vehicle to be charged in a state where a power source is connected,
A charging system for charging the power storage mechanism by supplying power from the power source via the coupler;
A switching mechanism for switching between the connected state and the disconnected state of the charging system and the power storage mechanism;
Controlling the switching mechanism to connect the charging system and the power storage mechanism, and means for controlling the charging system to charge the power storage mechanism;
Interruption means for interrupting charging of the power storage mechanism;
Setting means for setting a waiting time according to the output state of the first signal and the output state of the second signal;
A charging device for a power storage mechanism, comprising: control means for controlling the switching mechanism to shut off the charging system and the power storage mechanism when the standby time has elapsed after the interruption of charging. The interruption means includes means for interrupting charging of the power storage mechanism when at least one of the first signal and the second signal is not output,
The control means shuts off the charging system and the power storage mechanism when the standby time has elapsed in a state where at least one of the first signal and the second signal is not output after interruption of charging. Means for controlling the switching mechanism as
When a condition including a condition that at least both the first signal and the second signal are output is satisfied after the charging is interrupted and before the charging system and the power storage mechanism are shut off, the power storage mechanism The charging device for a power storage mechanism according to claim 1, further comprising means for resuming charging of the battery.   The setting means takes a longer time when either the first signal or the second signal is output than when both the first signal and the second signal are not output. The charging device for the power storage mechanism according to claim 1, further comprising means for setting the standby time as the standby time.   The setting means, when the first signal is output and the second signal is not output, compared to the case where the first signal is not output and the second signal is output, The charging device for a power storage mechanism according to claim 1, further comprising means for setting a long time as the standby time. The vehicle and the vehicle by a coupler having a mechanism that outputs a first signal when connected to the vehicle, and a mechanism that outputs a second signal when connected to a power source outside the vehicle and the vehicle. A charging method for a power storage mechanism mounted on the vehicle to be charged in a state where a power source is connected,
Connecting the charging system and the power storage mechanism with a charging system for supplying power from the power source via the coupler and charging the power storage mechanism, and a switching mechanism for switching between the connected state and the disconnected state of the power storage mechanism And controlling the charging system to charge the power storage mechanism,
Interrupting charging of the power storage mechanism;
Setting a waiting time according to the output state of the first signal and the output state of the second signal;
And a step of controlling the switching mechanism to shut off the charging system and the power storage mechanism when the standby time has elapsed after the interruption of charging. The step of interrupting charging of the power storage mechanism includes the step of interrupting charging of the power storage mechanism when at least one of the first signal and the second signal is not output,
The step of controlling the switching mechanism so as to shut off the charging system and the power storage mechanism is performed in a state where at least one of the first signal and the second signal is not output after charging is interrupted When the standby time has elapsed, including the step of controlling the switching mechanism to shut off the charging system and the power storage mechanism,
When a condition including a condition that at least both the first signal and the second signal are output is satisfied after the charging is interrupted and before the charging system and the power storage mechanism are shut off, the power storage mechanism The method for charging the power storage mechanism according to claim 5, further comprising a step of resuming charging of the power storage mechanism.   The step of setting the waiting time is when one of the first signal and the second signal is output, compared to when both the first signal and the second signal are not output. The method for charging the power storage mechanism according to claim 5, further comprising: setting a long time as the standby time.   The step of setting the waiting time is when the first signal is output and the second signal is not output, the first signal is not output, and the second signal is output. The charging method of the power storage mechanism according to claim 5, further comprising a step of setting a long time as the standby time as compared with the above.

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