JP6109043B2 - Vehicle power supply control device - Google Patents

Description

  Embodiments described herein relate generally to a vehicle power supply control device.

  In recent years, a plug-in hybrid vehicle that includes a motor and an engine as a prime mover and can charge an in-vehicle battery not only with electric power input from an in-vehicle generator but also with electric power input from a charging plug connected to the vehicle from the outside Has been put to practical use.

  A plug-in hybrid vehicle has an external input / output terminal capable of inputting electric power from the outside of the vehicle and outputting electric power to the outside of the vehicle, and an internal output terminal provided in the vehicle interior of the vehicle and capable of outputting electric power. There is something to prepare.

  As such a plug-in hybrid vehicle, a charging path for connecting the external input / output terminal and the battery, an internal electric path for connecting the battery and the internal output terminal, and a relay capable of connecting / separating the charging path and the internal feeding path are provided. There are some (see, for example, Patent Document 1).

JP 2010-093691 A

  However, in the plug-in hybrid vehicle including the above-described relay, when the relay is fixed ON, when the internal input terminal is used while the battery is being charged with the power input from the external output terminal, the device connected to the internal input terminal May be damaged.

  The present invention has been made in view of the above, and an object of the present invention is to provide a vehicle power supply control device that can prevent damage to equipment due to ON fixation of a relay.

  According to the embodiment of the present invention, a power supply control device for a vehicle is provided. A power supply control device for a vehicle uses a first terminal capable of inputting / outputting AC power and a second terminal capable of outputting AC power between a device connected to the terminal and a vehicle-mounted battery. It is mounted on a vehicle that can exchange The power supply control device for a vehicle includes a charge control unit, a first power supply control unit, a second power supply control unit, an abnormality detection unit, and a power supply prohibition control unit. The charge control means supplies power from the first terminal using a first connection unit, a first conversion unit that converts AC power into DC power, and a charging path that connects the battery in this order. The first power supply control unit is configured to connect a first power supply path connected in the order of a second conversion unit that converts DC power from the battery into AC power, a second connection unit, a first relay, the first connection unit, and the first terminal. To supply power. A 2nd electric power feeding control means supplies electric power using the 2nd electric power feeding path | route connected in order of the said 2nd conversion part, the said 2nd connection part, a 2nd relay, and the said 2nd terminal from the said battery. The abnormality detection means detects ON fixation of the first relay before starting to supply power by the second power supply control means. The power supply prohibition control unit prohibits the supply of power by the second power supply control unit when the abnormality detection unit detects that the first relay is ON.

  According to the embodiment of the present invention, it is possible to prevent the device from being damaged due to the relay being fixed ON.

FIG. 1 is an explanatory diagram illustrating a vehicle on which the power supply control device according to the embodiment is mounted. FIG. 2 is an explanatory diagram illustrating a configuration of the in-vehicle power distribution system according to the embodiment. FIG. 3 is an explanatory diagram for explaining the operation of the in-vehicle power distribution system according to the embodiment. FIG. 4 is an explanatory diagram for explaining the operation of the in-vehicle power distribution system according to the embodiment. FIG. 5 is an explanatory diagram for explaining the operation of the in-vehicle power distribution system according to the embodiment. FIG. 6 is a flowchart illustrating processing executed by the ECU according to the embodiment. FIG. 7 is an explanatory diagram showing a configuration of an in-vehicle power distribution system according to a modification.

  Hereinafter, the power supply control device according to the embodiment will be described. First, a configuration of a vehicle on which the power supply control device according to the embodiment is mounted will be described. FIG. 1 is an explanatory diagram illustrating a vehicle 1 on which a power supply control device according to an embodiment is mounted. In FIG. 1, the power transmission path is indicated by a thick solid line, the power transmission path is indicated by a thin dotted arrow, and the control signal transmission path is indicated by a thin solid arrow.

  The vehicle according to the embodiment includes a motor and an engine as a prime mover, and can charge an in-vehicle battery not only with electric power input from an in-vehicle generator, but also with electric power input from a charging plug connected to the vehicle from the outside. Plug-in hybrid car. Note that the power supply control device according to the embodiment can be applied not only to a plug-in hybrid vehicle but also to other vehicles capable of exchanging electric power with the outside of the vehicle, such as an electric vehicle.

  As shown in FIG. 1, the vehicle 1 includes a battery 10, a power supply device 11, a motor 12, an engine 13, a power split mechanism 14, an auxiliary machine 15, an auxiliary battery a, a DC-DC converter 15b, a gear mechanism 16, and a deceleration. A machine 17, a common inlet 3, an in-car outlet 4, a charger 5, and a control unit 6 are provided.

The battery 10 is a storage battery that can be charged and discharged, such as a lithium ion battery or a nickel metal hydride battery. The power supply device 11 includes an inverter 21 and an inverter 22.
The inverter 21 is connected between the motor 12 and the battery 10 used for running and regeneration of the vehicle. The operation of the inverter 21 is controlled by the control unit 6, and the DC power input from the battery 10 is converted into AC power and output to the motor 12. The inverter 21 converts alternating-current regenerative power output from the motor 12 into direct-current power and outputs the direct-current power to the battery 10.

  Further, the inverter 22 has an electric power input side connected to the battery 10 and an electric power output side connected to the common inlet 3 and the in-vehicle outlet 4. The operation of the inverter 22 is controlled by the control unit 6, and the DC power input from the battery 10 is converted into AC power and output to the common inlet 3 or the in-vehicle outlet 4.

  The motor 12 is, for example, a rotating electrical machine that is rotated by three-phase AC power. The operation of the motor 12 is controlled by the control unit 6 and is driven using the electric power input from the inverter 21 as a power source. The motor 12 outputs the generated power to the gear mechanism 16.

  In addition, the motor 12 outputs regenerative power generated by functioning as a generator to the inverter 21 when the regenerative brake is operated or when power is input from the engine 13 via the power split 14.

  The engine 13 is, for example, an internal combustion engine that is driven by using a fossil fuel such as gasoline as a power source. The operation of the engine 13 is controlled by the control unit 6, and the generated power is output to the power split mechanism 14. The power split mechanism 14 is a device that outputs the power input from the engine 13 to both or one of the gear mechanism 16 and the motor 12.

  The gear mechanism 16 is a device that outputs power input from either or both of the motor 12 and the power split mechanism 14 to the speed reducer 17. The speed reducer 17 is a device that decelerates the power input from the gear mechanism 16 (the rotational force of the gear included in the gear mechanism 16) and transmits it to the axle 100 that rotates the drive wheels of the vehicle 1.

  The auxiliary machine 15 is a motor (alternator) that starts the engine 13 and generates electric power with the output of the engine. The auxiliary battery 15 a is connected to the auxiliary machine 15, the DC-DC converter 15 b, and the control unit 6. The auxiliary battery 15a is a low-voltage battery that stores electric power generated by the auxiliary machine 15. The electric power stored in the auxiliary battery 15a is used not only to drive the auxiliary machine 15 but also to the control unit 6. The DC-DC converter 15 b adjusts the voltage between the auxiliary battery 15 a and the battery 10.

  The common inlet 3 functions as a first terminal capable of inputting / outputting AC power. When the charging plug is connected to the common inlet 3 from the outside of the vehicle 1 and the battery 10 of the vehicle 1 is charged, commercial power of, for example, 100 V or 200 V is input from the charging plug.

  In addition, the common inlet 3 is connected to a power plug from the outside of the vehicle 1 and supplies power stored in the battery 10 of the vehicle 1 to a power supply device outside the vehicle (for example, a facility such as a home or another vehicle). In addition, AC power supplied from the inverter 22 is output. The in-vehicle outlet 4 is provided in the passenger compartment and functions as a second terminal capable of outputting AC power.

  The charger 5 is an apparatus that charges the battery 10 by controlling the operation by the control unit 6 and converting AC power input from the common inlet 3 into DC power and outputting the DC power to the battery 10.

  The control unit 6 includes a PM-ECU (Power Management-Electronic Control Unit) 61 and a PLG-ECU (Plug In-Electronic Control Unit) 62. The PM-ECU 61 is a control device that mainly performs power management by controlling drive system devices provided in the vehicle 1 such as the engine 13 and the motor 12.

  On the other hand, the PLG-ECU 62 is a power supply control device that mainly controls electric devices provided in the vehicle 1 such as the power supply device 11 and the charger 5. Next, the in-vehicle power distribution system 7 including the PLG-ECU 62 will be described with reference to FIG.

  FIG. 2 is an explanatory diagram illustrating a configuration of the in-vehicle power distribution system 7 according to the embodiment. In FIG. 2, signal wiring is shown by connection lines with arrowheads, and power wiring is shown by connection lines without arrowheads. In FIG. 2, the non-grounded (live) power wiring and the grounded (neutral) power wiring are shown by one power wiring.

  As shown in FIG. 2, the in-vehicle power distribution system 7 includes a common inlet 3, a charger 5, a battery 10, an inverter 22, an in-vehicle outlet 4, an in-vehicle outlet switch 41, a first relay 30, a second relay 40, and a PLG-ECU. 62 (hereinafter simply referred to as “ECU”).

  The shared inlet 3 serves as a power input unit when a charging device outside the vehicle is connected via a charging plug 71 (see FIG. 3), which will be described later, and power is supplied when a power plug of the power feeding device outside the vehicle is connected. Output part.

  And this shared inlet 3 is connected to the charger 5 and the 1st relay 30 by electric power wiring, and is connected to ECU62 by signal wiring. Specifically, the shared inlet 3 includes a power terminal 31, a PISW terminal 32, and a CPLT terminal 33. Although not shown here, the common inlet 3 is also provided with a ground terminal.

  The power terminal 31 is connected to the charger 5 and the first relay 30 by power wiring and functions as an input / output terminal for power. The PISW terminal 32 and the CPLT terminal 33 are connected to the ECU 62 by signal wiring.

  The PISW terminal 32 is a terminal to which the connection state (ON / OFF state) of the charging plug 71 to the common inlet 3 of the vehicle 1 is input, and the CPLT terminal 33 connects the vehicle 1 and a charging device outside the vehicle. This is a terminal for exchanging control signals between a CCID (Charging Circuit Interrupt Device) 72, which will be described later, which is a control unit provided in the connection cable, and the ECU 62.

  For example, a signal indicating that the charging plug 71 is connected is output from the PISW terminal 32 to the ECU 62 via the PISW terminal 32. Further, from the CPLT terminal 33 to the ECU 62, for example, a control pilot signal indicating the state of electric power being input from the power terminal 31 to the charger 5 is input. In addition, for example, when a problem occurs during charging, the ECU 62 outputs a control signal for cutting off power input to the CPLT terminal 33.

  The charger 5 has an input side connected to the common inlet 3 and an output side connected to the battery 10. The charger 5 is a processing unit that operates in accordance with control by the ECU 62, converts AC power input from the common inlet 3 into DC power, and outputs the DC power to the battery 10. The charger 5 includes a charging voltage sensor 51 and a converter 52. The charging voltage sensor 51 is a sensor that detects the voltage of power input to the charger 5.

  The converter 52 is an AC / DC converter that converts input AC power into DC power. Note that the charging voltage sensor 51 is not necessarily provided in the charger 5, and may be provided at an arbitrary portion of a wiring portion that connects the common inlet 3, the converter 52, and the first relay 30.

  The battery 10 has an input side connected to the charger 5 and is connected to the inverter 22. In FIG. 2, a configuration relating to charging of the battery 10 and power supply to the common inlet 3 or the in-vehicle outlet 4 is selectively illustrated.

  The inverter 22 has an input side connected to the battery 10 and an output side connected to the second relay 40 and the first relay 30. The inverter 22 is a DC / AC converter that operates according to control by the ECU 62 and converts DC power input from the battery 10 into AC power and outputs the AC power.

  The first relay 30 is a relay that is switched ON and OFF under the control of the ECU 62. For example, the first relay 30 is turned on when power is output to the power feeding device connected to the common inlet 3.

  The second relay 40 is a relay that is switched ON and OFF under the control of the ECU 62. For example, the second relay 40 is turned on when power is output to the electrical appliance connected to the in-vehicle outlet 4.

  The vehicle interior outlet 4 is provided in the vehicle interior and is connected to the output side of the second relay 40. The in-vehicle outlet 4 can connect a power plug of a general electric appliance, and can supply AC power to the home appliance.

  The in-vehicle outlet switch 41 is connected to the ECU 62 and is a switch operated by a user who desires to use the in-vehicle outlet 4 or a switch that is turned on / off depending on the connection state of the power plug to the in-vehicle outlet 4.

  The in-vehicle outlet switch 41 outputs a signal indicating that to the ECU 62 when an operation to be turned on or off by the user is performed or when a power plug is connected to the in-vehicle outlet 4. That is, the in-vehicle outlet switch 41 functions as a request receiving unit that receives a use request for the in-vehicle outlet 4, and when receiving the use request, notifies the ECU 62 of that fact.

  The ECU 62 is connected to the common inlet 3, the charger 5, the inverter 22, the in-vehicle outlet switch 41, the first relay 30, the second relay 40, and the like, and the in-vehicle power distribution system 7 for mainly exchanging electric power with the outside of the vehicle. Power distribution control of the entire vehicle 1 including it is performed.

  The ECU 62 performs, for example, charge control for charging the battery 10 with electric power input from the common inlet 3, and supply control of electric power from the battery 10 to the common inlet 3 or the in-vehicle outlet 4.

  Next, the operation of the in-vehicle power distribution system 7 controlled by the ECU 62 will be described with reference to FIGS. 3-5 is explanatory drawing for demonstrating operation | movement of the vehicle-mounted power distribution system 7 which concerns on embodiment. In addition, in the following description, the description is abbreviate | omitted by attaching | subjecting the code | symbol similar to the code | symbol attached | subjected in FIG. 2 about each component of the vehicle-mounted power distribution system 7 already demonstrated.

  Here, in order to clarify the effect achieved by the in-vehicle power distribution system 7, first, the basic operation of the in-vehicle power distribution system 7 will be described, and then the problem to be solved by the in-vehicle power distribution system 7 will be described, and then the in-vehicle system for solving the problem. The operation of the power distribution system 7 will be described.

  As shown in FIG. 3, the on-vehicle power distribution system 7 includes a charging path L1, a first power feeding path L2, and a second power feeding path L3. The charging path L1 is a path that is connected in order from the common inlet 3 that is the first terminal, the first connection unit P1, the converter 52 that functions as a first conversion unit that converts AC power into DC power, and the battery 10.

  The first power supply path L2 is an inverter 22, a second connection unit P2, a first relay 30, a first connection unit P1, and a first terminal that function as a second conversion unit that converts DC power from the battery 10 into AC power. This is a route connected in the order of the common inlet 3. The second power feeding path L3 is a path that is connected from the battery 10 to the inverter 22, the second connection portion P2, the second relay 40, and the in-vehicle outlet 4 that is the second terminal.

  3 shows a state in which the charging plug 71 having the CCID 72 is connected to the common inlet 3, and the power plug 81 of the electronic device 8 is connected to the in-vehicle outlet 4. The CCID 72 is a control unit that performs control at the time of charging, and is a device that can block power input to the common inlet 3 by a control signal from the ECU 62.

  That is, the CCID 72 is a device that allows the ECU 62 to block the power feeding path on the vehicle outer side than the common inlet 3 that is the first terminal. A charging plug that does not include the CCID 72 may be connected to the common inlet 3.

  Note that the CCID 72 may be provided not on the plug portion connected to the vehicle 1 but on the charging device side outside the vehicle (for example, the middle portion of the connection cable) rather than the charging plug 71 on the vehicle 1 side.

  When the battery 62 is charged using the charging path L1, the ECU 62 operates the charger 5 with the first relay 30 and the second relay 40 turned off (at least with the first relay 30 turned off). Let As a result, AC power input from the common inlet 3 is converted into DC power by the charger 5 and input to the battery 10, and the battery 10 is charged.

  Further, when the electric power is supplied to the in-vehicle outlet 4 using the second power supply path L3, the ECU 62 operates the inverter 22 with the second relay 40 turned on and the first relay 30 turned off. Thus, the DC power output from the battery 10 is converted into AC power by the inverter 22 and supplied to the in-vehicle outlet 4.

  When power is supplied to the vehicle outlet 4 using the second power feeding path L3, the charging path L1 and the second power feeding path L3 are separated by turning off the first relay 30, so that charging is performed simultaneously. It is also possible to charge the battery 10 using the path L1.

  Further, when the electric power is supplied to the common inlet 3 using the first power supply path L2, the ECU 62 operates the inverter 22 in a state where the first relay 30 is turned on and the second relay 40 is turned off. As a result, the DC power output from the battery 10 is converted into AC power by the inverter 22 and supplied to the common inlet 3. When a charging relay (not shown) is provided between the charger 5 and the battery 10, it is better to turn off the charging relay.

  As described above, the ECU 62 turns on the first relay 30 only when power is supplied to the common inlet 3 using the first power supply path L2. However, there is a possibility that the first relay 30 may become welded due to some cause and become ON-fixed.

  For example, as shown in FIG. 4, when the charging plug 71 is connected to the common inlet 3 and the first relay 30 is fixed ON, power is supplied from the in-vehicle outlet 4 to the electronic device 8. When trying to do so, an in-vehicle power distribution system 7 is formed with a power input path L4.

  In such a case, a collision between the power input from the common inlet 3 via the input path L4 and the power output from the inverter 22 via the output path L5 shown in FIG. 4 occurs, and the inverter 22 is damaged. There is a fear.

  In such a case, for example, if the voltage of the electric power input from the charging plug 71 is 200 V and the electronic device 8 connected to the in-vehicle outlet 4 operates at 100 V, 200 V is supplied to the electronic device 8. A voltage may be applied and the electronic device 8 may be damaged.

  Therefore, when the electric power is supplied to the in-vehicle outlet 4 using the second power supply path L3, the ECU 62 checks whether or not the first relay 30 is fixed ON before supplying the electric power. Then, when the first relay 30 is not fixed ON, the ECU 62 performs a process of permitting power supply to the in-vehicle outlet 4 using the second power feeding path L3. For example, the ECU 62 performs a process for starting the inverter 22, a process for turning on the in-vehicle power supply relay 40, and the like. On the other hand, the ECU 62 performs a process of prohibiting power supply to the in-vehicle outlet 4 using the second power supply path L3 when the first relay 30 is fixed ON.

  Therefore, according to the in-vehicle power distribution system 7, when the first relay 30 is fixed to ON, the electronic device 8 and the inverter 22 connected to the vehicle section outlet 4 can be prevented from being damaged.

  Specifically, as shown in FIG. 5, the ECU 62 sets the in-vehicle outlet switch 41 to ON when the charging plug 71 is connected to the common inlet 3 and the first relay 30 is fixed ON. In this case, first, if the first relay 30 is not in the OFF state, the first relay 30 is turned off. Thereby, the electric power input from the common inlet 3 via the path L6 is cut off.

  Then, the ECU 62 determines whether or not the power input from the shared inlet 3 via the path L6 is cut off by determining whether or not the charging voltage sensor 51 has detected a voltage equal to or higher than a predetermined value. Here, the ECU 62 determines whether or not a voltage equal to or higher than a predetermined value is detected by determining whether or not a voltage equal to or higher than 0 V or a value near 0 V is detected by the charging voltage sensor 51.

  At this time, when a charging plug is connected to the common inlet 3 and charging control is performed, the charging voltage sensor 51 detects a voltage equal to or higher than a predetermined value. In such a case, the ECU 62 stops the charger 5 and performs a process of instructing the CCID 72 (CPLT terminal 33) to disconnect the charging path L1 outside the vehicle from the charging plug 71. Thereby, ECU62 interrupts | blocks the electric power feeding path | route outside a vehicle rather than the common inlet 3 which is a 1st terminal.

  If the voltage sensor 51 detects a voltage that is equal to or higher than a predetermined value even after performing this process, power supply to the in-vehicle outlet 4 using the second power supply path L3 is prohibited. Process. For example, the ECU 62 performs a process for prohibiting the operation of the inverter 22, a process for maintaining the second relay 40 in an OFF state, and the like.

  In the example illustrated in FIG. 5, since the charging plug 71 including the CCID 72 is connected to the common inlet 3, when the control signal for stopping the power input from the ECU 62 to the CCID 72 is output, the charging voltage sensor 51 is set to a predetermined value. Does not detect voltage exceeding the value.

  In such a case, the ECU 62 subsequently activates the inverter 22 and supplies power from the inverter 22 to the first relay 30 via the path L7. Then, the ECU 62 determines whether or not the voltage exceeding the predetermined value is detected by the charging voltage sensor 51, thereby checking whether or not the first relay 30 is fixed ON.

  At this time, if the charging voltage sensor 51 detects a voltage of a predetermined value or more, the ECU 62 determines that the first relay 30 is fixed ON, and the charging voltage sensor 51 detects a voltage of the predetermined value or more. If not, it is determined that the first relay 30 is not fixed ON.

  Then, the ECU 62 turns on the second relay 40 on the condition that the first relay 30 is not fixed ON, and supplies power to the in-vehicle outlet 4 using the second power supply path L3. On the other hand, if the first relay 30 is fixed ON, the ECU 62 turns off the second relay 40 and prohibits power supply to the in-vehicle outlet 4 using the second power supply path L3.

  According to the in-vehicle power distribution system 7, when the charging plug 71 is connected with the first relay 30 fixed to ON, even if the user tries to use the in-vehicle outlet 4, the electronic device connected to the in-vehicle outlet 4 is connected. Damage to the device 8 and the inverter 22 can be prevented.

  In addition, the in-vehicle power distribution system 7 performs a process of cutting off the power input from the common inlet 3 before performing the ON fixation check of the first relay 30, and as a result, even when the power input is not cut off, 2. Power supply to the vehicle outlet 4 using the power supply path L3 is prohibited.

  Therefore, according to the in-vehicle power distribution system 7, when the first relay 30 is in the ON state and the charging plug not including the CCID 72 is connected to the common inlet 3, or the charging plug 71 including the CCID 72 is shared. Even when the charging path L1 cannot be blocked even though it is connected to the inlet 3, it is possible to prevent the electronic device 8 and the inverter 22 connected to the in-vehicle outlet 4 from being damaged.

  Next, a process executed by the ECU 62 will be described with reference to FIG. FIG. 6 is a flowchart illustrating a process executed by the ECU 62 according to the embodiment. Here, the process related to the ON adhesion check of the first relay 30 performed by the ECU 62 will be described, and the description of other processes performed by the ECU 62 will be omitted.

  As shown in FIG. 6, the ECU 62 first determines whether or not the in-vehicle outlet switch 41 is turned on (step S101). And ECU62 complete | finishes a process, when it determines with the vehicle interior outlet switch 41 not being turned ON (step S101, No).

  When the process is terminated, the ECU 62 starts the process shown in FIG. 6 again. At this time, the first relay 30 is basically in the OFF state. If the first relay 30 is not in the OFF state, the first relay 30 is turned off.

  On the other hand, when it determines with the vehicle interior outlet switch 41 having been turned ON (step S101, Yes), ECU62 turns OFF the 2nd relay 40 (step S102). Subsequently, the ECU 62 determines whether or not the charging voltage sensor 51 has detected a voltage equal to or higher than a predetermined value (step S103). Here, as described above, the ECU 62 determines whether or not a voltage equal to or higher than a predetermined value is detected by determining whether or not the voltage for charging 51 detects a voltage equal to or higher than 0V or a value near 0V. Is determined.

  If the ECU 62 determines that the voltage sensor 51 for charging has detected a voltage equal to or higher than a predetermined value (step S103, Yes), the process proceeds to step S110. On the other hand, when the ECU 62 determines that the charging voltage sensor 51 has not detected a voltage equal to or higher than the predetermined value (No at Step S103), the ECU 62 moves the process to Step S104.

  In step S110, the ECU 62 determines whether the number of determinations or time is equal to or less than a threshold value. The number of times of determination here is the number of times that the ECU 62 has determined Yes in step S103. Further, the time is a time that the ECU 62 repeatedly determines to be “Yes” in step S103. Note that the threshold value compared with the number of determinations and the threshold value compared with time are different values.

  When the ECU 62 determines that the number of determinations or time is not less than or equal to the threshold, that is, when it is determined that the number of determinations or time has exceeded the threshold (No at Step S110), the in-vehicle power supply is prohibited (Step S111). Exit. The in-vehicle power supply prohibition here is to prohibit the power supply to the in-vehicle outlet 4 using the second power supply path L3.

  On the other hand, when it is determined that the number of determinations or time is equal to or less than the threshold value (step S110, Yes), the ECU 62 stops the operation of the charger 5 and inputs the power to the CCID 72 from the charging plug 71 to the common inlet 3 Is cut off from the common inlet 3 as the first terminal (step S112).

  Thus, when the voltage sensor 51 detects a voltage equal to or higher than a predetermined value, the charger 5 is stopped and an attempt is made to disconnect the charging path outside the vehicle from the charging plug 51 by the CCID 72. In the case where the charging plug provided is used, even when the charging plug 71 is connected, the charging voltage sensor 51 does not detect a voltage of a predetermined value or higher and power supply in the vehicle is possible. become.

  In addition, when a charging plug that does not include the CCID 72 is connected, the charging voltage sensor 51 sets a predetermined value even if the CCID 72 (CPLT terminal 33) is instructed to disconnect the charging path outside the vehicle from the charging plug. Since the above voltage is not detected, the in-vehicle power supply is prohibited because the in-vehicle power supply cannot be permitted in the state where the charging plug is connected.

  In step S104, the ECU 62 activates the inverter 22. Subsequently, the ECU 62 determines whether or not the charging voltage sensor 51 has detected a voltage equal to or higher than a predetermined value (step S105). Then, when the charging voltage sensor 51 detects a voltage equal to or higher than a predetermined value (step S105, Yes), the ECU 62 determines that the first relay 30 is fixed ON and prohibits in-vehicle power supply (step S109). ), The process is terminated.

  On the other hand, when the charging voltage sensor 51 does not detect a voltage equal to or higher than the predetermined value (No at Step S105), the ECU 62 determines that the first relay 30 is not fixed ON and temporarily stops the inverter 22 (Step S105). S106).

  Subsequently, the ECU 62 turns on the second relay 40 (step S107), then starts the inverter 22 (step S108), and ends the process. As a result, the vehicle outlet 4 can be used safely.

  The above-described configuration of the in-vehicle power distribution system 7 and the processing performed by the ECU 62 are examples, and various modifications can be made. Next, with reference to FIG. 7, the structure of the vehicle-mounted power distribution system 7a which concerns on a modification, and the process which ECU62a performs are demonstrated.

  FIG. 7 is an explanatory diagram showing a configuration of the in-vehicle power distribution system 7a according to the modification. In FIG. 7, the same components as those shown in FIG. 2 are denoted by the same reference numerals as those shown in FIG.

  As shown in FIG. 7, the in-vehicle power distribution system 7 a has the same configuration as the in-vehicle power distribution system 7 shown in FIG. 2 except that a power supply voltage sensor 9 is provided between the first relay 30 and the inverter 22. According to the in-vehicle power distribution system 7a, the ECU 62a is more than the first relay 30 when the charging plug 71 is connected to the common inlet 3 and charging control is performed without starting the inverter 22. When the voltage on the shared inlet 3 or charger 5 side is high, the first relay 30 is turned on only by determining whether or not the power supply voltage sensor 9 detects a voltage higher than a predetermined value. Sticking can be detected.

  For example, when the charging plug 71 is connected to the common inlet 3 and the first relay 30 is fixed ON, power is input from the charging plug 71 to the power supply voltage sensor 9 via the path L8. For this reason, the power supply voltage sensor 9 detects a voltage equal to or higher than a predetermined value.

  On the other hand, when the charging plug 71 is connected to the common inlet 3 and the first relay 30 is not fixed ON, the power supply voltage sensor 9 does not detect a voltage higher than a predetermined value. Therefore, the ECU 62a can detect the ON fixation of the first relay 30 only by determining whether or not the power supply voltage sensor 9 has detected a voltage equal to or higher than a predetermined value.

  Further, the ECU 62a can also perform control to detect that the first relay 30 is not fixed to ON while taking into account a failure of the power supply voltage sensor 9. For example, if the power supply voltage sensor 9 is out of order, the power supply voltage sensor 9 is not less than a predetermined value even if the charging plug 71 is connected to the common inlet 3 and the first relay 30 is fixed ON. Does not detect voltage.

  In this case, when the power supply voltage sensor 9 does not detect a voltage higher than a predetermined value, when the user turns on the in-vehicle outlet switch 41, the second relay 40 is turned on and the inverter 22 is activated. 4 occurs, and the electronic device 8 and the inverter 22 are damaged.

  Therefore, the ECU 62a turns on the first relay 30 when the charging plug 71 is connected to the common inlet 3, the inverter 22 is not driven, and the second relay 40 is turned off. It is determined whether or not the power supply voltage sensor 9 has detected a voltage equal to or higher than a predetermined value.

  Here, when the power supply voltage sensor 9 detects a voltage equal to or higher than a predetermined value, it is determined that the power supply voltage sensor is normal. When the power supply voltage sensor 9 does not detect a voltage equal to or higher than a predetermined value, either the first relay 30 is fixed in the OFF state or the power supply voltage sensor 9 is out of order.

  Therefore, the ECU 62a controls the first relay 30 to be OFF and activates the inverter 22 when the power supply voltage sensor 9 does not detect a voltage equal to or higher than a predetermined value. As a result, if the power supply voltage sensor 9 detects a voltage greater than or equal to a predetermined value, the ECU 62a may not have failed, and the first relay 30 may be welded in the OFF state. Is determined.

  Note that when the first relay 30 is in the OFF state and in the fixed state, the charging power does not flow to the inverter 22 or the in-vehicle outlet 4 side, so that the in-vehicle power supply is permitted by turning on the second relay 40. It may be.

  In addition, before starting the inverter 22, it is desirable to perform the process which interrupts | blocks the electric power input from the exterior of the vehicle 1 to the common inlet 3 similarly to the vehicle-mounted power distribution system 7 mentioned above. Thereby, when the voltage sensor 9 for electric power feeding fails, even if the charge plug 71 is connected to the common inlet 3, it can prevent that the inverter 22 is damaged at the time of starting of the inverter 22.

  On the other hand, even if the inverter 22 is activated, if the power supply voltage sensor 9 does not detect a voltage equal to or higher than the predetermined value, it is determined that the power supply voltage sensor 9 has failed, and the first relay 30 is fixed ON. It is determined whether it is unknown or not, and the second relay 40 is turned off to prohibit in-vehicle power supply. When the power supply voltage sensor 9 is out of order, the welding of the first relay 30 may be detected without using the power supply voltage sensor 9 as in the case of the on-vehicle power distribution system 7 described above.

  By such control, the ECU 62a detects that the first relay 30 is not fixed ON while considering the failure of the power supply voltage sensor 9, and permits in-vehicle power supply, so that the in-vehicle outlet 4 can be used safely. It becomes possible.

  As described above, the power supply control device according to the embodiment includes a device connected to a terminal and a vehicle mounted via the first terminal capable of inputting / outputting AC power and the second terminal capable of outputting AC power. It is mounted on a vehicle that can exchange power with other batteries.

  The power supply control device includes a first connection unit from the first terminal, a first conversion unit that converts AC power into DC power, a charge control unit that charges the battery with power using a charging path that is connected in the order of the battery, Electric power is supplied from the battery by using a first power supply path that is connected in the order of a second conversion unit that converts DC power into AC power, a second connection unit, a first relay, the first connection unit, and the first terminal. First power supply control means, and second power supply control means for supplying power from the battery using a second power supply path that connects the second conversion unit, the second connection unit, the second relay, and the second terminal in this order. With.

  Furthermore, the power supply control device includes an abnormality detection unit that detects ON fixation of the first relay before starting the supply of power by the second power supply control unit, and ON fixation of the first relay by the abnormality detection unit. Is detected, power supply prohibition control means for prohibiting the supply of power by the second power supply control means. Therefore, according to the control apparatus which concerns on embodiment, damage to the apparatus by ON fixation of a relay can be prevented.

  The in-vehicle power distribution systems 7 and 7a according to the above-described embodiments may be configured to include a unit that blocks power input from the outside of the vehicle 1 inside the shared inlet 3. According to such a configuration, even when a charging plug that does not have a CCID is connected to the common inlet 3, the first relay 30 is input from the outside of the vehicle 1 on the side of the common inlet 3 when the ON relay check of the first relay 30 is performed. Power can be cut off.

  Moreover, although embodiment mentioned above demonstrated the case where the battery 10 charged with the electric power input from the exterior of the vehicle 1 via the shared inlet 3, the vehicle-mounted distribution system 7, 7a which concerns on embodiment is other It is also applicable to cases.

  For example, in the on-vehicle power distribution systems 7 and 7a according to the embodiment, when power is input to the battery 10 from a solar panel mounted on the vehicle, or when power is input to the battery 10 from a facility that can input power to the vehicle without contact. It can also be applied when input.

  In the embodiment of the present application, the case where power is exchanged between the in-vehicle power distribution system and the charging device outside the vehicle or the electronic device inside the vehicle is described as an example. However, the exchange of power is limited to wired. Instead, it may be wireless (wireless power feeding).

DESCRIPTION OF SYMBOLS 1 Vehicle 22 Inverter 3 Shared inlet 30 1st relay 4 In-vehicle outlet 40 Second relay 41 In-vehicle outlet switch 5 Charger 51 Voltage sensor for charging 52 Converter 6 Control part 62 ECU
71 Charging plug 72 CCID
8 Electronic Device 81 Power Plug 9 Power Supply Voltage Sensor 10 Battery L1 Charging Path L2 First Power Feeding Path L3 Second Power Feeding Path P1 First Connection P2 Second Connection

Claims (6)

To a vehicle capable of exchanging electric power between a device connected to the terminal and an in-vehicle battery via a first terminal capable of inputting / outputting AC power and a second terminal capable of outputting AC power A power supply control device installed;
A charging control means for supplying power using a charging path connected in order of the first battery, a first converter that converts AC power into DC power, a first converter that converts AC power into DC power;
Electric power is supplied from the battery by using a first power supply path that is connected in the order of a second conversion unit that converts DC power into AC power, a second connection unit, a first relay, the first connection unit, and the first terminal. First power supply control means;
Second power supply control means for supplying power from the battery using a second power supply path that connects the second converter, the second connector, the second relay, and the second terminal in this order;
A power supply voltage sensor provided between the second connection unit and the second conversion unit;
Before starting the supply of electric power by the second power supply control means, an abnormality detection means for detecting ON fixation of the first relay;
A power supply prohibition control means for prohibiting the supply of electric power by the second power supply control means when the abnormality detection means detects that the first relay is stuck on ;
The abnormality detection means includes
When the first relay is controlled to be in an OFF state and the operation of the second conversion unit is stopped, a charging plug is connected to the first terminal and charging control is performed by the charging control means A power supply control device for a vehicle, characterized in that, when a voltage equal to or higher than a predetermined value is detected by the power supply voltage sensor, the first relay is determined to be in an ON-fixed state . The abnormality detection means controls the first relay to be in an OFF state, and operates the second converter when the power input from the first terminal is cut off . When the voltage more than a predetermined value is detected by a charging voltage sensor provided at any position between the terminal, the first conversion unit, and the first relay, the first relay is in an ON-fixed state. The vehicle power supply control device according to claim 1, wherein the power supply control device is a vehicle power supply control device. The abnormality detection unit is configured such that a voltage greater than a predetermined value is not detected by a charging voltage sensor provided at any position between the first terminal, the first conversion unit, and the first relay. In addition, when the second converter is operated in a state where the first relay is controlled to be in an OFF state, and when a voltage higher than a predetermined value is detected by the charging voltage sensor, the first converter The vehicle power supply control device according to claim 1, wherein the relay is determined to be in an ON-fixed state. In the power supply prohibition control unit, a voltage greater than a predetermined value is detected by a charging voltage sensor provided at any position between the first terminal, the first conversion unit, and the first relay. In the case, the power supply control device for a vehicle according to claim 1, wherein supply of electric power by the second power supply control unit is prohibited. 5. The vehicle according to claim 4, wherein when a voltage greater than or equal to a predetermined value is detected by the charging voltage sensor, control is performed so as to cut off a power feeding path outside the vehicle from the first terminal. 6. Power supply control device. The power supply prohibition control means includes
The first terminal when a voltage equal to or higher than a predetermined value is detected by a charging voltage sensor provided at any position between the first terminal, the first conversion unit, and the first relay. process for cutting off a more exterior side of the feed path, and repeats the process of acquiring the detection result of the voltage by the charging voltage sensor, number voltage higher than a predetermined value continuously by the charging voltage sensor is detected or 2. The vehicle power supply control device according to claim 1, wherein when the time exceeds a threshold value, the power supply by the second power supply control unit is prohibited . 3.

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