JP6309886B2 - Vehicle and charging system - Google Patents

Description

  The present invention relates to a vehicle and a charging system, and more particularly, to a vehicle having a configuration for charging an in-vehicle power storage device by a power source external to the vehicle, and a charging system for charging the in-vehicle power storage device of the vehicle. .

  2. Description of the Related Art Conventionally, vehicles that can charge an in-vehicle power storage device with a power source outside the vehicle (hereinafter also simply referred to as “external power source”) are known. For example, in Japanese Patent Application Laid-Open No. 2013-247771 (Patent Document 1) and Japanese Patent Application Laid-Open No. 2013-111868 (Patent Document 2), an in-vehicle power storage device (main power supply) is supplied by DC power supplied from an external power source via a charging cable. A configuration for charging the battery is described. Hereinafter, charging of the main battery with electric power from the external power source is also simply referred to as “external charging”, and in particular, external charging with DC power is also referred to as DC external charging.

  In Patent Documents 1 and 2, charging relays are inserted and connected to the positive and negative charging lines between the inlet for DC external charging and the main battery, respectively, and the charging line is located on the inlet side of the charging relay. A vehicle configuration with a voltage detector connected between is disclosed. Further, the presence or absence of welding abnormality of the charging relay is diagnosed based on the detected value of the DC voltage by the voltage detector in the state where the off command is issued to the charging relay.

JP 2013-247771 A JP 2013-111068 A

  In DC external charging as in Patent Documents 1 and 2, since a power converter including a transformer is not disposed, electrical disconnection is ensured between the charging inlet and the main battery by a charging relay. Therefore, after the end of external charging, the charging cable is removed from the inlet by the user, so that the electrical contact of the inlet is exposed. In this state, if welding occurs in the charging relay, a case where the voltage of the main battery is applied to the inlet exposed to the outside may occur. Therefore, as described in Patent Documents 1 and 2, the charging relay welding diagnosis is important.

  However, in Patent Documents 1 and 2, if an abnormality occurs in the voltage detector during external charging, the welding diagnosis of the charging relay cannot be executed at the end of external charging. As a result, when the welding diagnosis of the charging relay is not executed when the external charging is completed, for safety reasons, the relay is turned off on the main battery side with respect to the charging relay, thereby reliably connecting the inlet and the main battery. It is necessary to shut it off. As a result, in the vehicle configurations of Patent Documents 1 and 2, it is necessary to turn off the traveling relay (system main relay) provided between the main battery and the traveling system. In this state, The vehicle cannot be driven, which is inconvenient for the user. On the other hand, when multiple voltage detectors on the vehicle side are provided, there is a problem of cost increase.

  The present invention has been made to solve such problems, and an object of the present invention is to perform welding diagnosis of a charging relay even when an abnormality occurs in a voltage detector for external charging in a vehicle. It is an object to provide a vehicle charging system and a vehicle that can be used.

  In one aspect of the present invention, a charging system includes a vehicle on which a power storage device is mounted and an external charger that supplies DC power for charging the power storage device. The vehicle includes an inlet, first and second charging lines, first and second charging relays, a first voltage detector, and a control device. The inlet is configured to have first and second contacts that are electrically connected to an external charger by connection with a connector on the charging cable. The first charging line is configured to electrically connect the first contact and the positive electrode of the power storage device. The second charging line is configured to electrically connect the second contact and the negative electrode of the power storage device. The first charging relay is inserted and connected to the first charging line. The second charging relay is inserted and connected to the second charging line. The first voltage detector is connected between the first and second charging lines on the inlet side of the first and second charging relays. The control device is configured to generate a control command for turning on and off the first and second charging relays and to receive a detection value by the first voltage detector. The external charger includes first and second power supply lines for supplying DC power, and a second voltage detector. The first and second power supply lines are electrically connected to the first and second contacts of the inlet via a connector by connection with a charging cable, respectively. The second voltage detector is connected between the first and second power supply lines. The control device is configured to further receive a detection value by the second voltage detector in a cable connection state in which the first and second power supply lines and the inlet are electrically connected by the charging cable. Further, the control device is in a state of generating a control command for turning off at least one of the first and second charging relays in a cable connection state, and when the first voltage detector is abnormal, The presence or absence of welding of at least one charging relay is diagnosed based on the detection value by the second voltage detector.

  In another aspect of the present invention, a vehicle includes a power storage device, an inlet, first and second charging lines, first and second charging relays, a first voltage detector, and a control device. Including. The inlet is configured to have first and second contacts that are electrically connected to an external charger that supplies DC power for charging the power storage device by connection with a connector of a charging cable. . The first charging line is configured to electrically connect the first contact and the positive electrode of the power storage device. The second charging line is configured to electrically connect the second contact and the negative electrode of the power storage device. The first charging relay is inserted and connected to the first charging line. The second charging relay is inserted and connected to the second charging line. The first voltage detector is connected between the first and second charging lines on the inlet side of the first and second charging relays. The control device is configured to generate a control command for turning on and off the first and second charging relays and to receive a detection value by the first voltage detector. In the cable connection state where the inlet is electrically connected to the external charger by the charging cable, the first and second contacts are connected to the external charger for supplying DC power via the connector and the charging cable. It is electrically connected to the first and second power supply lines. In a state where the control device generates a control command for turning off at least one of the first and second charging relays in a cable connection state, the first control device is activated when the first voltage detector is abnormal. And the presence or absence of welding of at least one charging relay is diagnosed based on the detection value by the 2nd voltage detector connected between 2nd electric power feeding lines.

  According to the charging system and the vehicle, even if an abnormality occurs in the first voltage detector for detecting the voltage between the first and second charging lines on the vehicle side during external charging, the second By using the detection value of the voltage detector, the welding diagnosis of the first and second charging relays can be executed without exposing the inlet to the outside. Accordingly, it is possible to prevent the user's convenience from being deteriorated due to incomplete welding diagnosis of the charging relay without providing multiple first voltage detectors.

  Preferably, the vehicle further includes a lock mechanism. The lock mechanism is configured to lock the connector of the charging cable with respect to the inlet in response to a lock command from the control device. The control device locks the connector by the lock mechanism during charging of the power storage device, and releases the lock by the lock mechanism after the diagnosis of the presence or absence of welding of the first and second charging relays.

  By adopting such a configuration, in the external charging process, the power storage device is locked by locking the charging cable with respect to the inlet during charging of the power storage device and during the welding diagnosis of the first and second charging relays. It is possible to avoid exposing the inlet in an electrically connected state to the outside of the vehicle. In particular, in the welding diagnosis when the first voltage detector is abnormal, the electrical connection between the second voltage detector and the first and second charging lines can be reliably maintained.

  More preferably, the vehicle further includes a drive device, first and second power lines, and first and second system main relays. The drive device is configured to receive a power from the power storage device and generate a vehicle drive force. The first power line is configured to electrically connect the positive electrode of the power storage device and the drive device. The second power line is configured to be electrically connected to the negative electrode of the power storage device and the driving device. The first system main relay is inserted and connected between the connection node of the first charging line and the first power line and the positive electrode of the power storage device. The second system main relay is interposed between the connection node of the second charging line and the second power line and the negative electrode of the power storage device.

  With this configuration, even if an abnormality occurs in the first voltage detector in the configuration in which the inlet and the power storage device can be electrically disconnected by turning off the first and second system main relays. It is possible to secure an opportunity for diagnosis of welding of the first and second charging relays in a state where the inlet is not exposed to the outside. Thereby, the opportunity of the system main relay ON restriction | limiting by the welding diagnosis of a charging relay being incomplete can be reduced. As a result, since the possibility that the vehicle cannot travel due to the prohibition of turning on the system main relay is reduced, it is possible to prevent the user convenience from being lowered.

  More preferably, the vehicle further includes a lid having an opening / closing mechanism for covering the inlet. When the diagnosis of the presence or absence of welding of the first and second charging relays is abnormally terminated, the control device prohibits the first and second system main relays from being turned on at least during the opening of the lid.

  With this configuration, when the welding diagnosis of the charging relay does not end normally, an electrical path is formed between the inlet that is exposed by opening the lid and the power storage device. Since it can be avoided, safety can be improved.

  More preferably, the control device executes the first to third diagnoses when the charging of the power storage device with the DC power from the front external charger is completed in the cable connection state. In the first diagnosis, both the first and second charging relays are based on the detection value of the first or second voltage detector in a state where the OFF command is generated in both the first and second charging relays. Whether or not welding has occurred is diagnosed. In the second diagnosis, the second command is generated based on the detection value of the first or second voltage detector in the state where the second command is issued to the second charging relay while the first command is issued to the first charging relay. It is diagnosed whether or not welding occurs in the charging relay. In the third diagnosis, the first charging relay generates an OFF command while the second charging relay generates an ON command, based on the detection value of the first or second voltage detector. It is diagnosed whether or not welding occurs in the charging relay.

  By configuring in this way, when external charging is performed, in the cable connection state after the completion of charging of the power storage device, regardless of whether the vehicle voltage sensor is abnormal or not, both-side welding of the charging relay and the charging relay in which welding has occurred are provided. Detection of the identified one-side welding can be performed collectively.

  According to the present invention, it is possible to provide a vehicle charging system and a vehicle that can execute a welding diagnosis of a charging relay even when an abnormality occurs in a voltage detector in the external charging system of the vehicle.

1 is a block diagram showing a configuration of a vehicle according to an embodiment of the present invention and a charging system for externally charging the vehicle. It is a conceptual diagram explaining the example of arrangement | positioning of the arrangement location of the charging port which provides an inlet. It is a figure which shows the structure of the accommodating part of an inlet provided with the locking mechanism. It is a flowchart for demonstrating the control process of the external charge of the vehicle by the charging system according to embodiment of this invention. It is a flowchart for demonstrating the detail of the welding diagnosis process of a charging relay. It is a graph which shows the pattern list of the welding diagnosis of the charging relay according to this Embodiment. It is an operation | movement waveform diagram in each pattern in the welding diagnosis of a charging relay.

  Embodiments of the present invention will be described below in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

  FIG. 1 is a block diagram showing a configuration of a vehicle and a charging system for externally charging the vehicle according to the embodiment of the present invention.

  Referring to FIG. 1, the charging system according to the present embodiment includes a vehicle 100 and an external charger 200. External charger 200 and vehicle 100 are electrically connected via charging cable 300.

  The external charger 200 converts AC power from the system power supply 500 into DC power for charging the in-vehicle power storage device of the vehicle 100 and outputs the DC power. For example, the external charger 200 is a charging stand for DC quick charging. Since the charging stand has a larger allowable current value than a general outlet of a commercial power source (100 VAC, 200 VAC, etc.), the charging time can be shortened compared to AC charging. Hereinafter, the external charger 200 is also referred to as “charging stand 200”.

  Charging station 200 includes a power line 220, an AC / DC converter 250, a voltage sensor 240, power supply lines PL0 and NL0, and a control device 260.

  Power line 220 is electrically connected to system power supply 500. Power line 220 transmits AC power from system power supply 500 to AC / DC converter 250. AC / DC converter 250 converts AC power on power line 220 into DC power for charging the in-vehicle power storage device. The power conversion by the AC / DC converter 250 may be executed by a combination of AC / DC conversion for power factor improvement and DC / DC conversion for voltage level adjustment. The DC power output from the AC / DC converter 250 is supplied by the positive power supply line PL0 and the negative power supply line NL0.

  Voltage sensor 240 is provided between power supply lines PL0 and NL0, and detects a voltage (VDC2) between power supply lines PL0 and NL0. The detection voltage VDC2 from the voltage sensor 240 is output to the control device 260.

  The control device 260 is composed of an electronic control unit (ECU) and controls the operation of the charging stand 200. For example, the control device 260 controls the output of the AC / DC converter 250 during external charging. Control device 260 also receives detection voltage VDC2 from voltage sensor 240.

  Charging cable 300 includes a connector 8 configured to be electrically connectable to inlet 7 of vehicle 100. Connector 8 has positive and negative electrical contacts electrically connected to power supply lines PL0 and NL0 of charging station 200, respectively. The inlet 7 has a positive contact 7a and a negative contact 7b. For example, when the connector 8 and the inlet 7 are connected together with mechanical connection such as fitting, the electrical contacts (positive electrode / negative electrode) of the connector 8 and the inlet 7 are electrically connected. Thereby, the electrical connection between the contact 7a of the inlet 7 and the power supply line PL0, and the electrical connection between the contact 7b and the power supply line NL0 are ensured.

  Hereinafter, when the connector 8 of the charging cable 300 is connected to the inlet 7 as described above, the contact points 7a and 7b of the inlet 7 are electrically connected to the power supply lines PL0 and NL0 of the charging stand 200, respectively. Also referred to as “cable connection state”.

Next, the configuration on the vehicle side charged by the charging stand 200 will be described.
Vehicle 100 includes power storage device 110, system main relays SMR-B and SMR-G, drive device 135, power transmission gear 140, drive wheel 150, control device 160, display device 170, and user input device. 180, power lines PL1, NL1, charging lines PL2, NL2, an inlet 7, and charging relays DCR-B, DCR-G. The drive device 135 includes a PCU (Power Control Unit) 120 and a motor generator 130.

  The user input device 180 is provided in the passenger compartment and receives an instruction input from the user. The display device 170 has a screen for notifying the user of information by displaying characters and / or images. Note that the display device 170 and the user input device 180 may be integrally configured by using a touch panel.

  The power storage device 110 is a power storage element configured to be chargeable / dischargeable, and typically includes a secondary battery such as a lithium ion battery or a nickel metal hydride battery. Alternatively, another element such as an electric double layer capacitor may be used as the power storage device 110 instead of the secondary battery.

  Power storage device 110 supplies electric power for generating driving force of vehicle 100. The power storage device 110 stores the electric power generated by the motor generator 130. Hereinafter, power storage device 110 is also referred to as main battery 110.

  The positive electrode of the main battery 110 is connected to the node ND1 via the system main relay SMR-B. Node ND1 is electrically connected to positive power line PL1 and charging line PL2. Similarly, the negative electrode of the main battery 110 is connected to the node ND2 via the system main relay SMR-G. Node ND2 is electrically connected to negative power line NL1 and charging line NL2. On / off of system main relays SMR-B and SMR-G is controlled in accordance with a command from control device 160.

  PCU 120 is connected between power lines PL1 and NL1 and motor generator 130, and performs bidirectional power conversion between main battery 110 and motor generator 130 when system main relays SMR-B and SMR-G are turned on. . For example, PCU 120 includes a converter and an inverter (not shown).

  Motor generator 130 is an AC rotating electric machine, and is constituted by, for example, a permanent magnet type synchronous motor including a rotor in which permanent magnets are embedded. Torque output from motor generator 130 is transmitted to drive wheels 150 via power transmission gear 140 constituted by a speed reducer and a power split mechanism, and causes vehicle 100 to travel. The motor generator 130 can generate electric power by the rotational force of the drive wheels 150 during the regenerative braking operation of the vehicle 100.

  When motor generator 130 performs a power running operation to generate vehicle driving force, PCU 20 converts DC power from main battery 110 into AC power for generating a positive torque and outputs the AC power to motor generator 130. . On the other hand, when motor generator 130 performs regenerative braking when vehicle 100 is decelerated, PCU 20 converts AC power generated by motor generator 130 into DC power and outputs it to main battery 110. The power conversion in the PCU 120 is controlled by inverter and converter control signals from the control device 160. Thus, drive device 135 including PCU 120 and motor generator 130 is configured to generate a vehicle drive force by the power of main battery 110.

  The control device 160 is configured to include a CPU (Central Processing Unit), a storage device, and an input / output buffer (not shown), and in accordance with an input signal from each sensor or an input instruction to the user input device 180, the vehicle 100 operations are controlled. The control by the control device 160 is not limited to processing by software, and can be processed by dedicated hardware (electronic circuit).

Next, a configuration for external charging of vehicle 100 will be described.
Contacts 7a and 7b of inlet 7 are electrically connected to charging line PL2 on the positive electrode side and charging line NL2 on the negative electrode side, respectively. Charging line PL2 is electrically connected to node ND1 on the positive electrode side of main battery 110. Charging line NL2 is electrically connected to node ND2 on the negative electrode side of main battery 110.

  A charging relay DCR-B on the positive electrode side is inserted and connected to the charging line PL2, and a charging relay DCR-G on the negative electrode side is inserted and connected to the charging line NL2. On / off of charging relays DCR-B and DCR-G is controlled in accordance with a command from control device 160.

  Voltage sensor 6 is provided between charging lines PL2 and NL2 on the inlet 7 side of charging relays DCR-B and DCR-G. Voltage sensor 6 detects a DC voltage (VDC1) between charging lines PL2 and NL2. The detection voltage VDC1 detected by the voltage sensor 6 is output to the control device 160.

  When charging relays DCR-B and DCR-G are turned on and further system main relays SMR-B and SMR-B are turned on, power can be transmitted between inlet 7 and main battery 110.

  At least in the cable connection state, the control device 260 of the charging station 200 and the control device 160 of the vehicle 100 can communicate according to a predetermined communication standard such as CAN (Controller Area Network) or PLC (Power Line Communication). is there. Thereby, it is possible to transmit and receive data and signals between the control devices 160 and 260 at least in a cable connection state.

  The inlet 7 is further provided with a locking mechanism 190 for the connector 8 of the charging cable 300 for the purpose of preventing theft or safety. The lock mechanism 190 locks the connector 8 of the charging cable 300 so that it cannot be removed from the inlet 7 based on a lock command from the control device 160.

  On the other hand, the lock mechanism 190 releases the locked state in response to an unlock command from the control device 160. When the locked state is released, the connector 8 of the charging cable 300 becomes removable from the inlet 7. An operation switch (not shown) for releasing the lock state of the lock mechanism 190 by a user operation may be further provided. That is, the control device 160 may generate a lock command and a lock release command to the lock mechanism 190 according to the operation switch or a user input to the user input device 180. As described above, the formation and release of the locked state by the lock mechanism 190 may be automatically released by the control device 160 or may be released in response to a user operation.

  Charging of the vehicle 100 is performed in a state where the vehicle cannot travel (a state where the vehicle is set to a parking range or a state where the vehicle traveling system is stopped (Ready-OFF state)). The user inserts the connector 8 of the charging cable 300 into the inlet 7 after making the vehicle 100 unable to travel. An externally chargeable state can be formed. During charging, according to a lock command from the control device 160, the lock mechanism 190 locks the connector 8 of the charging cable 300 so as not to be disconnected from the inlet 7.

  In the configuration of FIG. 1, the voltage sensor 6 of the vehicle 100 corresponds to a “first voltage detector”, and the voltage sensor 240 of the charging station 200 corresponds to a “second voltage detector”. In vehicle 100, charging lines PL 2 and NL 2 correspond to “first charging line” and “second charging line”, and power lines PL 1 and NL 1 correspond to “first power line” and “second power line”. Each corresponds. Further, the contacts 7a and 7b of the inlet 7 correspond to “first contact” and “second contact”, respectively.

  In charging station 200, power supply lines PL0 and NL0 correspond to a “first power supply line” and a “second power supply line”, respectively. Furthermore, the charging relays DCR-B and DCR-G correspond to “first charging relay” and “second charging relay”, respectively.

FIG. 2 is a conceptual diagram for explaining an example of the arrangement of the charging port where the inlet 7 is provided.
Referring to FIG. 2, charging port 700 is provided, for example, on the vehicle rear side surface of vehicle body 900. However, the position where charging port 700 is provided is not particularly limited to the position of the side surface on the rear side of the vehicle, and may be, for example, the side surface on the front side of vehicle body 900, the rear surface of vehicle body 900, or the front surface of vehicle body 900.

  Charging port 700 is formed inside car body 900 and includes an internal space that houses a power receiving unit. The internal space is formed so as to open toward the outside of the vehicle body 900. Charging port 700 includes a lid 704 having an opening / closing mechanism (not shown).

FIG. 3 is a diagram illustrating a configuration of the accommodating portion of the inlet 7.
Referring to FIG. 3, the inlet accommodating portion 703 is usually covered with a lid 704 in a closed state so that it cannot be seen from the outside. The inlet accommodating portion 703 accommodates the inlet 7, the main body portion 191 and the lock pin 192 of the lock mechanism 190 inside the lid 704. An operation switch 706 for forming and releasing the locked state by the lock mechanism 190 can be provided in the inlet accommodating portion 703.

  2 and 3, when external charging is performed, the lid 704 is opened and the connector 8 of the charging cable 300 is attached to and detached from the exposed inlet 7 by the user.

  As understood from FIG. 1, when the main relays SMR-B and SMR-G are turned on and the charging relays DCR-B and / or DCR-G are welded, the exposed inlet is exposed. 7, the voltage of the main battery 110 may be applied. Therefore, when external charging is performed in a cable connection state, it is necessary to execute a welding diagnosis of the charging relay after the external charging is completed and before the charging cable 300 is removed from the inlet 7.

  The state where the inlet 7 is exposed until the welding diagnosis of the charging relay is normally completed and it is confirmed that no welding has occurred in both the charging relays DCR-B and DCR-G. It is desirable from the viewpoint of safety that it should be avoided.

  On the other hand, as disclosed in Patent Documents 1 and 2, in the charging relay welding diagnosis, the voltage is normally cut off in the state where the off command is generated in the charging relays DCR-B and / or DCR-G. Is determined based on the voltage VDC1 detected by the voltage sensor 6. Therefore, when the abnormality of the voltage sensor 6 occurs, the charging relay welding diagnosis cannot be executed.

  For this reason, when the welding diagnosis is not normally completed at the end of the external charging due to the abnormality of the voltage sensor 6, it is necessary to prohibit the system main relays SMR-B and SMR-G from being turned on for safety. . However, if the system main relays SMR-B and SMR-G are prohibited from being turned on, the vehicle 100 cannot travel, which causes a serious problem for the convenience of the user.

  Therefore, in the vehicle and the charging system according to the present embodiment, the welding diagnosis of the charging relay as described below is executed so as to cope with the abnormality of voltage sensor 6 on the vehicle side.

  FIG. 4 is a flowchart for illustrating control processing for external charging of the vehicle by the charging system according to the embodiment of the present invention.

  As shown in FIG. 4, the external charging sequence is advanced by mutually transmitting and receiving information and data between control device 160 of vehicle 100 and control device 260 of charging station 200.

  Referring to FIG. 4, control device 160 detects connection of charging cable 300 to inlet 7 in step S100. When connection of the charging cable is detected (when YES is determined in S100), control device 160 proceeds to step S110 and executes preparation for starting charging. On the other hand, when the connection of the charging cable is not detected (NO determination in S100), the subsequent processing is not executed.

  When control device 160 detects connection of charging cable 300, the information is transmitted to control device 260. Thereby, the control apparatus 260 detects the connection to the vehicle 100 of the charging station 200 by step S200 (S200 determines YES), and advances a process to step S210. Control device 260 executes preparation for charging vehicle 100 by charging stand 200 in step S210.

  In step S110 by controller 160, system main relays SMR-B, SMR-G and charging relays DCR-B and DCR-G are turned on, and charging conditions for charging station 200 (maximum voltage, battery capacity, maximum charging time, etc.) ) Is transmitted. Preferably, a lock command for locking charging cable 300 is output to lock mechanism 190.

  In step S210 by control device 260, whether or not charging by charging station 200 is possible is determined based on the charging condition transmitted from vehicle 100. Further, charging information such as maximum voltage and maximum current is transmitted to the control device 160 as data from the charging station 200.

  When the charging by the charging station 200 is possible and the preparation for starting charging (S110) is completed, the control device 160 proceeds to step S120 to generate a charging start request. The charge start request is transmitted to control device 260.

  After completion of preparation for charging vehicle 100 (S210), control device 260 determines whether a charge start request (S120) from vehicle 100 is transmitted in step S220. When the charge start request is transmitted (YES in S220), control device 260 advances the process to step S230. In step S230, the AC / DC converter 250 is operated to output DC power for charging the main battery 110 from the charging stand 200. On the other hand, until the charge start request is transmitted (NO determination in S220), the output of DC power (S230) is not started.

  In the cable connection state, the DC power from the AC / DC converter 250 of the charging station 200 is supplied to the charging lines PL2 and NL2 of the vehicle 100 via the feeding lines PL0 and NL0, the charging cable 300, the connector 8, and the inlet 7. Supplied.

  The DC power supplied to charging lines PL2 and NL2 is transmitted to main battery 110 via charging relays DCR-B and DCR-G, charging lines PL2 and NL2, and system main relays SMR-B and SMR-G. . Thereby, the main battery 110 is externally charged (S130). Even during charging of the main battery 110, the voltage / current values from the AC / DC converter 250, requests for adjusting the charging control of the main battery 110, and the like are transmitted and received between the control devices 160 and 260. .

  Control device 260 determines whether or not a charge stop request is transmitted from vehicle 100 in step S240. Until the charge end request is transmitted (NO in S240), the output of DC power for charging the main battery 110 in step S230 is continued.

  In step S140, control device 160 determines whether or not a charging end condition for main battery 110 is satisfied. For example, the charging end condition is determined in advance by a charging condition or a time condition such as an SOC (State of Charge), a current time (charging end time), a charging time, etc. The charging of the main battery 110 in step S130 is continued until the charging end condition is satisfied (NO in S140).

  When the charging end condition is satisfied (when YES is determined in S140), control device 160 generates a charging end request for instructing to stop the supply of DC power in step S145. The charge end request is transmitted to control device 260.

  When a charging end request is transmitted from vehicle 100 (when YES is determined in S240), control device 260 proceeds to step S250 and stops the output of DC power from AC / DC converter 250. As a result, the cable connection state is maintained, and no current flows through the feed lines PL0 and NL0 and the charge lines PL2 and NL2. In this state, control device 160 advances the process to step S150 to execute a welding diagnosis of the charging relay.

  On the other hand, even after stopping the output of DC power in response to a charge stop request from vehicle 100 (S250), control device 260 waits for a certain period of time until the end of the external charge sequence is transmitted from vehicle 100. (Step S260). Since the cable connection state is maintained even after the output of power from the AC / DC converter 250 is stopped, information and data are continuously transmitted and received between the control devices 160 and 260. Therefore, the detected voltage VDC2 from the voltage sensor 240 of the charging station 200 is transmitted from the control device 260 to the control device 160 even during standby for a predetermined time in step S260.

  Next, details of the charging relay welding diagnosis process will be further described with reference to FIG. The flowchart shown in FIG. 5 shows details of the processing in step S150 in FIG.

  Referring to FIG. 5, control device 160 determines whether or not power supply from charging station 200 is stopped in step S151. For example, the determination in step S151 is executed based on a detection value by a current sensor (not shown) provided in the main battery 110.

  When it is confirmed that power supply from charging station 200 is stopped (when YES is determined in S151), control device 160 proceeds to step S152 to determine whether or not voltage sensor 6 on the vehicle side is normal. . The determination in step S152 can be executed based on, for example, a diagnosis code by the self-diagnosis function of the vehicle 100. That is, when the abnormality of the voltage sensor 6 is detected by the self-diagnosis, step S152 is NO.

  When voltage sensor 6 is normal (YES in S152), control device 160 proceeds to step S154 and sets diagnosis flag FLG = 1. On the other hand, when an abnormality has occurred in voltage sensor 6 (NO in S152), control device 160 proceeds to step S156 and sets diagnosis flag FLG = 0. Thereby, when an abnormality occurs in the voltage sensor 6 during external charging, the diagnosis flag FLG = 0 is set.

  When diagnosis flag FLG is set, control device 160 initializes the diagnosis count value to N = 1 in step S158. Further, the control device 160 executes a pattern welding diagnosis according to the diagnosis count value N by the processes of steps S160 to S174.

  FIG. 6 is a chart showing a list of patterns for welding diagnosis of the charging relay according to the present embodiment, and FIG. 7 shows operation waveforms in the respective patterns.

  Referring to FIG. 6, there are three patterns of pattern 1 (N = 1) to pattern 3 (N = 3) in the welding diagnosis of the charging relay.

  In pattern 1 (N = 1), an off command is issued to both charging relays DCR-B and DCR-G with system main relays SMR-B and SMR-G turned on.

  Referring to FIG. 7, commands for charging relays DCR-B and DCR-G are generated in accordance with pattern 1 during the period from time t0 to time t1. When at least one of charging relays DCR-B and DCR-G is normally cut off by the OFF command, charging lines PL2 and NL2 are disconnected from main battery 110. Therefore, as indicated by solid lines, charging lines PL2 and NL2 The voltage Vc in between is 0.

  On the other hand, when welding occurs in both charging relays DCR-B and DCR-G, voltage Vc between charging lines PL2 and NL2 rises to an output voltage equivalent to main battery 110 (Vc = Vmb). . That is, when the voltage Vc exceeds the determination voltage Vth lower than Vmb, “both-side welding” is detected.

  Referring to FIG. 6 again, in pattern 2 (N = 2), the charging relay DCR-B is turned on while the system main relays SMR-B and SMR-G are turned on. An off command is generated for relay DCR-G.

  Referring to FIG. 7, commands for charging relays DCR-B and DCR-G are generated according to pattern 2 during a period from time t1 to time t2. When the charging relay DCR-G is normally cut off by the OFF command, the voltage Vc = 0 as shown by the solid line. On the other hand, when welding has occurred in the charging relay DCR-G, the voltage Vc becomes higher than the determination voltage Vth as indicated by a dotted line. In this case, “one-sided welding (DCR-B)” is detected.

  Referring to FIG. 6 again, in pattern 3 (N = 3), the charging instruction DCR-G is turned on while the system main relays SMR-B and SMR-G are turned on, while charging is performed. An off command is generated for relay DCR-B.

  Referring to FIG. 7, commands for charging relays DCR-B and DCR-G are generated in accordance with pattern 3 during a period from time t2 to time t3. When charging relay DCR-B is normally cut off by the OFF command, voltage Vc = 0 as shown by the solid line. On the other hand, when welding has occurred in charging relay DCR-B, voltage Vc is higher than determination voltage Vth. In this case, “one-sided welding (DCR-B)” is detected.

  As described above, the welding diagnosis by the patterns 1, 2, and 3 corresponds to the “first diagnosis”, the “second diagnosis”, and the “third diagnosis”, respectively.

  Referring to FIG. 5 again, in step S160, control device 160 generates on / off commands for charging relays DCR-B and DCR-G according to the Nth pattern. Furthermore, the control device 160 confirms the value of the diagnostic flag FLG in step S162.

  When diagnosis flag FLG = 1 (when YES is determined in S162), control device 160 proceeds to step S164 to execute welding diagnosis with Vc = VDC1. That is, using the detection voltage VDC1 detected by the voltage sensor 6 of the vehicle 100, the welding diagnosis of the charging relay is executed.

  On the other hand, if diagnosis flag FLG = 0, that is, if abnormality has occurred in voltage sensor 6 of vehicle 100 (NO determination in S162), control device 160 proceeds to step S166, The welding diagnosis is executed with Vc = VDC2. That is, using the detection voltage VDC2 detected by the voltage sensor 240 of the charging stand 200, the welding diagnosis of the charging relay is executed.

  As understood from FIG. 1, in the cable connection state, the voltage sensor 240 of the charging stand 200 is electrically connected to the charging lines PL <b> 2 and NL <b> 2 via the charging cable 300 and the inlet 7. Therefore, when abnormality has occurred in voltage sensor 6 of vehicle 100, welding diagnosis according to FIGS. 6 and 7 can be executed based on the detection voltage of voltage sensor 240.

  Further, in step S170, control device 160 compares voltage Vc detected by voltage sensor 6 or 240 with determination voltage Vth (FIG. 7). When voltage Vc is larger than determination voltage Vth (when YES is determined in S170), control device 160 proceeds to step S172 to detect relay welding in the Nth pattern. Accordingly, any one of “both side welding”, “one side welding (DCR-B)” and “one side welding (DCR-G)” shown in FIG. 6 is detected.

  On the other hand, if Vc <Vth (NO in S170), control device 160 proceeds to step S174, and does not detect relay welding in the Nth pattern. Thereby, the welding diagnosis in the Nth pattern is completed. The control device 160 advances the process to step S176 to increase the diagnosis count value N by 1.

  Further, in step S178, the control device 160 determines whether the updated N has exceeded 3 (number of patterns). When N ≦ 3 (NO in S178), some of the welding diagnoses of patterns 1 to 3 shown in FIG. 6 are not executed. Therefore, the control device 160 executes the welding diagnosis of the Nth pattern according to the updated diagnostic count value N (S160 to S174).

  On the other hand, when N> 3 after the update (when YES is determined in S178), the welding diagnosis of patterns 1 to 3 shown in FIG. Therefore, control device 160 proceeds to step S180 and ends the welding diagnosis.

  In step S180, an off command is generated for each of system main relays SMR-B, SMR-G and charging relays DCR-B and DCR-G, that is, all relays, in accordance with the end of the welding diagnosis. Furthermore, at least when the system main relays SMR-B and SMR-G are turned off, a lock release command for releasing the lock of the charging cable 300 is output to the lock mechanism 190. Thereby, the user can remove the charging cable 300 from the inlet 7.

  If the diagnosis of all the patterns does not end (YES in S178) even if a predetermined time has elapsed after the start of welding diagnosis (when YES is determined in S151) due to some abnormality, the diagnostic sequence is forcibly interrupted. Then, the process proceeds to step S180.

  When the welding diagnosis of the charging relay is finished (S180), control device 160 determines whether or not the welding diagnosis is finished normally in step S182. If welding is detected in any pattern, or if the welding diagnosis for all patterns has not been completed normally, step S182 is NO.

  When it is determined that the charging relay welding diagnosis has ended abnormally (NO determination in S182), control device 160 prohibits system main relays SMR-B and SMR-G from being turned on in step S185. The prohibition continues at least until it is detected that the lid 704 is closed (ie, when the lid 704 is opened). Thus, after the connector lock is released (S180), the system main relays SMR-B and SMR-G are inhibited from being turned on until the lid 704 is closed after the charging cable 300 is removed and the inlet 7 is not exposed. .

  On the other hand, when the welding diagnosis of all patterns is completed and no welding is detected, step S182 is determined as YES. When it is determined that the charging relay welding diagnosis has been completed normally (when YES is determined in S182), control device 160 skips the process of step S185, so that system main relays SMR-B and SMR-G are turned on. Is not particularly limited.

  Referring to FIG. 4 again, when the charging relay diagnosis process (S150) is completed, control device 160 executes an external charging sequence end process in step S190. Then, when the end of the external charging sequence is transmitted from control device 160, control device 260 advances the process to step S270 and ends the external charging operation. Thereby, the communication between control devices 160 and 260 is also terminated.

  When the external charging is completed and the welding diagnosis of the charging relay is normally completed (S185), the vehicle 100 can run by turning on the system main relays SMR-B and SMR-G after the charging cable 300 is removed. It becomes a state.

  On the other hand, if the welding diagnosis of the charging relay ends abnormally, the system main relays SMR-B and SMR-G are prohibited from being turned on while the lid 704 is opened, and thus the vehicle cannot travel. However, after the lid 704 is closed, it is possible to permit the vehicle to travel depending on the situation. On the other hand, since subsequent external charging involves an operation of attaching the charging cable 300 to the inlet 7, it is preferable to prohibit it from the viewpoint of safety.

  If the welding diagnosis of all patterns is not completed normally and is terminated abnormally, when the vehicle-side voltage sensor 6 is normal (FLG = 1), the lid 704 is closed. If there is, it is also possible to retry the charging relay welding diagnosis at a later timing (including a state where the vehicle traveling system is activated (Ready-ON state)). As a result of the retry, if the welding diagnosis of the charging relay ends normally, subsequent external charging can be permitted. On the other hand, when an abnormality occurs in the voltage sensor 6 on the vehicle side (FLG = 0), retry is impossible.

  As described above, according to the vehicle and the charging system according to the present embodiment, an abnormality occurs during external charging of voltage sensor 6 necessary for welding diagnosis of charging relays DCR-B and DCR-G on the vehicle side. However, by using the detection value of the voltage sensor 240 of the charging station, the welding diagnosis can be executed without exposing the inlet 7 to the outside. Therefore, it is possible to prevent a decrease in user convenience due to the fact that the welding diagnosis of the charging relay is not completed without providing multiple voltage sensors 6 on the vehicle side. For example, the possibility of the vehicle 100 being unable to travel due to the prohibition of turning on the system main relays SMR-B and SMR-G is reduced, thereby preventing a decrease in user convenience.

  Furthermore, in order to enhance safety, during charging of the main battery 110 and during diagnosis of welding of the charging relay in the external charging process, the charging cable is locked to the inlet to electrically connect with the main battery 110. It is possible to prevent the connected inlet 7 from being exposed to the outside of the vehicle. In particular, in the welding diagnosis when the voltage sensor 6 is abnormal, the electrical connection between the voltage sensor 240 and the charging lines PL2 and NL2 can be reliably maintained.

  Further, from the viewpoint of safety, when the welding diagnosis of the charging relay does not end normally, the system main relays SMR-B and SMR-G are prohibited from being turned on until the lid 704 for covering the inlet 7 is closed. Is done. Thereby, it is possible to avoid the formation of an electrical path between the exposed inlet 7 and the main battery 110.

  FIG. 1 illustrates the configuration in which system main relays SMR-B and SMR-G are connected to the path from main battery 110 to charging lines PL2 and NL2. However, the welding diagnosis of the charging relays DCR-B and DCR-G using the voltage sensor on the charging stand side does not go through the system main relays SMR-B and SMR-G, but the main battery 110 and the charging lines PL2 and NL2. The point which can be applied also to the structure where is electrically connected is described in a confirming manner. For example, in the configuration of FIG. 1, the system main relays SMR-B and SMR-G are connected between the nodes ND1 and ND2 and the power lines PL1 and NL1, and the detection voltage of the voltage sensor 240 is set in the cable connection state. It is possible to perform welding diagnosis of the charging relay.

  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.

  6 Voltage sensor (vehicle), 7 inlet, 7a, 7b Contact (inlet), 8 connector, 100 vehicle, 110 main battery (power storage device), 120 PCU, 130 motor generator, 135 driving device, 140 power transmission gear, 150 driving Wheel, 160 Control device (vehicle), 170 Display device, 180 User input device, 190 Lock mechanism, 191 Main body, 192 Lock pin, 200 Charging stand (external charger), 220 Power line (charging stand), 240 Voltage sensor ( Charging stand), 250 converter, 260 control device (charging stand), 300 charging cable, 500 system power supply, 700 charging port, 703 inlet housing, 704 lid, 706 operation switch, 900 vehicle body, DCR-B, DCR-G Charging relay, F G diagnostic flag, N diagnostic count value, ND1, ND2 node, NL0, PL0 feed line, NL1, PL1 power line (vehicle), NL2, PL2 charging line, SMR-B, SMR-G system main relay, VDC1, VDC2 detection voltage , Vc voltage (between charging lines).

Claims (10)

A vehicle equipped with a power storage device;
An external charger for supplying DC power for charging the power storage device,
The vehicle is
An inlet configured to have first and second contacts that are electrically connected to the external charger by connection with a connector of a charging cable;
A first charging line for electrically connecting the first contact and the positive electrode of the power storage device;
A second charging line for electrically connecting the second contact and the negative electrode of the power storage device;
A first charging relay inserted and connected to the first charging line;
A second charging relay inserted and connected to the second charging line;
A first voltage detector connected between the first and second charging lines on the inlet side of the first and second charging relays;
A control device configured to generate a control command for turning on and off the first and second charging relays and to receive a detection value by the first voltage detector;
The external charger is
First and second power supply lines electrically connected to the first and second contacts of the inlet, respectively, via the connector by connection by the charging cable for supplying the DC power;
A second voltage detector connected between the first and second feed lines;
The control device further receives a detection value by the second voltage detector in a cable connection state in which the first and second power supply lines and the inlet are electrically connected by the charging cable. Composed and
Whether or not the first voltage detector is normal in a state where a control command for turning off at least one of the first and second charging relays is generated in the cable connection state After the determination, when the first voltage detector is normal, the first voltage detector is diagnosed as to whether or not the at least one charging relay is welded based on a detection value by the first voltage detector. A charging system for diagnosing whether or not the at least one charging relay is welded based on a detection value by the second voltage detector. The vehicle is
A lock mechanism for locking the connector of the charging cable to the inlet in response to a lock command from the control device;
The control device locks the connector by the lock mechanism during charging of the power storage device, and releases the lock by the lock mechanism after completion of the diagnosis of the presence or absence of welding of the first and second charge relays. 1. The charging system according to 1. The vehicle is
A driving device that receives electric power from the power storage device and generates vehicle driving force;
A first power line for electrically connecting the positive electrode of the power storage device and the drive device;
A second power line for electrically connecting the negative electrode of the power storage device and the driving device;
A first system main relay interposed between a connection node of the first charging line and the first power line and a positive electrode of the power storage device;
3. The charging system according to claim 1, further comprising: a second system main relay interposed between a connection node of the second charging line and the second power line and a negative electrode of the power storage device. . The vehicle is
A lid having an opening / closing mechanism for covering the inlet;
The control device prohibits the first and second system main relays from being turned on at least during the opening of the lid when the diagnosis of the presence or absence of welding of the first and second charging relays ends abnormally. The charging system according to claim 3. The control device, in the cable connection state, when the charging of the power storage device with the DC power from the external charger is terminated,
Based on a detection value of the first or second voltage detector in a state where an off command is generated for both the first and second charging relays, welding is performed on both the first and second charging relays. A first diagnosis for diagnosing whether it has occurred;
The second charging is performed based on a detection value of the first or second voltage detector in a state where an off command is generated for the second charging relay and an on command is generated for the first charging relay. A second diagnosis for diagnosing whether or not welding has occurred in the relay;
The first charging is performed based on a detection value of the first or second voltage detector in a state where an off command is generated for the first charging relay and an on command is generated for the second charging relay. The charging system according to any one of claims 1 to 4, wherein a third diagnosis for diagnosing whether or not welding has occurred in the relay is executed. A power storage device;
An inlet configured to have first and second contacts electrically connected to an external charger for supplying DC power for charging the power storage device by connection with a connector of a charging cable; ,
A first charging line configured to electrically connect between the first contact and the positive electrode of the power storage device;
A second charging line configured to electrically connect the second contact and the negative electrode of the power storage device;
A first charging relay inserted and connected to the first charging line;
A second charging relay inserted and connected to the second charging line;
A first voltage detector connected between the first and second charging lines on the inlet side of the first and second charging relays;
A control device configured to generate a control command for turning on and off the first and second charging relays and to receive a detection value by the first voltage detector;
In a cable connection state in which the inlet is electrically connected to the external charger by the charging cable, the first and second contacts supply the DC power via the connector and the charging cable. Electrically connected to the first and second power supply lines of the external charger to
In the state where the control device generates a control command for turning off at least one of the first and second charging relays in the cable connection state, the first voltage detector is normal. After determining whether or not the first voltage detector is normal, the first voltage detector diagnoses whether or not the at least one charging relay is welded based on a detection value by the first voltage detector . A vehicle for diagnosing whether or not the at least one charging relay is welded based on a detection value by a second voltage detector connected between the first and second power supply lines when an abnormality occurs in one voltage detector. In accordance with a lock command from the control device, further comprising a lock mechanism for locking the connector of the charging cable with respect to the inlet,
The control device locks the connector by the lock mechanism during charging of the power storage device, and releases the lock by the lock mechanism after completion of the diagnosis of the presence or absence of welding of the first and second charge relays. 6. The vehicle according to 6. A driving device that receives electric power from the power storage device and generates vehicle driving force;
A first power line for electrically connecting the positive electrode of the power storage device and the drive device;
A second power line for electrically connecting the negative electrode of the power storage device and the driving device;
A first system main relay interposed between a connection node of the first charging line and the first power line and a positive electrode of the power storage device;
8. The vehicle according to claim 6, further comprising a second system main relay interposed between a connection node of the second charging line and the second power line and a negative electrode of the power storage device. A lid having an opening / closing mechanism for covering the inlet;
The control device prohibits the first and second system main relays from being turned on at least during the opening of the lid when the diagnosis of the presence or absence of welding of the first and second charging relays ends abnormally. The vehicle according to claim 8. The control device, in the cable connection state, when the charging of the power storage device with the DC power from the external charger is terminated,
Based on a detection value of the first or second voltage detector in a state where an off command is generated for both the first and second charging relays, welding is performed on both the first and second charging relays. A first diagnosis for diagnosing whether it has occurred;
The second charging is performed based on a detection value of the first or second voltage detector in a state where an off command is generated for the second charging relay and an on command is generated for the first charging relay. A second diagnosis for diagnosing whether or not welding has occurred in the relay;
The first charging is performed based on a detection value of the first or second voltage detector in a state where an off command is generated for the first charging relay and an on command is generated for the second charging relay. The vehicle according to any one of claims 6 to 9, wherein a third diagnosis for diagnosing whether or not welding has occurred in the relay is performed.

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