JP2010104141A - Controller, charge controller, and charge control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller which detects a failure of a charge controller for charging an in-vehicle power storage device, and detects disconnection of wiring between an in-vehicle charging cable connection terminal and the charge controller appropriately. <P>SOLUTION: The controller 175 which diagnoses a failure of an in-vehicle charge controller 170 includes an execution section which performs false connection signal transmission control for transmitting a false connection signal and an attribute signal to the charge controller 170 when a decision is made that a charging cable 300 for supplying power to charge the in-vehicle power storage device 150 is not connected based on a signal from the charging cable 300, and decides a failure of the charge controller 170 when an ACK signal to the false connection signal and attribute signal is not input from the charge controller 170. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device that determines and stores and controls a failure of a charge control device mounted on a vehicle, a charge control device that charges a power storage device mounted on the vehicle, and a charge that includes the control device and the charge control device. It relates to the control system.

  In recent years, electric vehicles, hybrid vehicles, fuel cell vehicles, and the like have attracted attention as environmentally friendly vehicles. These vehicles are equipped with an electric motor that generates a driving force and a power storage device that stores electric power supplied to the electric motor. The hybrid vehicle further includes an internal combustion engine as an electric power source as a power source, and the fuel cell vehicle includes a fuel cell as a DC power source for driving the vehicle.

  2. Description of the Related Art A vehicle that can directly charge a power storage device for driving a vehicle mounted on such a vehicle from a power source of a general household is known. For example, by connecting a commercial power outlet provided in a house and a charging port provided in a vehicle with a charging cable, power is supplied from a general household power source to the power storage device. A vehicle that can directly charge a power storage device mounted on the vehicle from a power source outside the vehicle is referred to as a “plug-in vehicle”.

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

  In “SA Electric Vehicle Conductive Charge Coupler” and “General Requirements for Electric Vehicle Conductive Charging System”, for example, a standard for a control pilot is defined. The control pilot is defined as a control line that connects a control circuit of EVSE (Electric Vehicle Supply Equipment) that supplies power to the vehicle from the premises wiring and a grounding portion of the vehicle via a control circuit on the vehicle side. Based on the pilot signal communicated via the line, the connection state of the charging cable, the availability of power supply from the power source to the vehicle, the rated current of the EVSE, and the like are determined.

  The plug-in vehicle is provided with an electronic control device such as a plug-in HVECU that controls charging from the commercial power source to the power storage device by making a determination based on a pilot signal. Charging from the commercial power supply to the power storage device is executed as follows, for example. That is, when the sub CPU of the plug-in HVECU detects that the charging cable is connected to the vehicle when the vehicle is not started, such as when the ignition switch is off, the associated plug-in charging system (eg, sub This is performed by starting up a main CPU of the plug-in HVECU provided separately from the CPU.

  Therefore, when the CPU (for example, the sub CPU or the main CPU) of the plug-in HVECU is out of order, the plug-in HVECU cannot control charging of the power storage device, and thus cannot be charged. If the power storage device is not charged even if the charging cable is connected due to a failure of the CPU of the plug-in HVECU, there is a problem that the user does not notice until the power storage device is discharged. There was a problem that the vehicle was forced to run only with this fuel and the fuel consumption deteriorated.

  In order to solve such a problem, when the vehicle is not started, a failure diagnosis of the plug-in HVECU is performed by periodically wake-up the plug-in HVECU by a timer circuit that is constantly supplied with power. In this case, a command to wake up from the timer circuit to the plug-in HVECU is issued. However, when the plug-in HVECU does not wake up, it is conceivable to diagnose that the plug-in HVECU is faulty.

For example, Patent Document 1 discloses that a timer circuit that operates with a power supply voltage that is constantly output from a first power supply circuit, and a signal that is input from the outside or a signal that is generated inside the device is at an active level. The second power supply circuit that outputs the power supply voltage and the microcomputer that operates by the power supply voltage output from the second power supply circuit. When the ignition switch is turned off and the microcomputer stops operating, the timer circuit counts up. When the count value reaches the specified value, the power supply voltage is output from the second power supply circuit and the microcomputer is started to wake up the microcomputer periodically even when the ignition switch is turned off. A possible electronic control device is disclosed.
“SAE Electric Vehicle Conductive Charge Coupler” (USA), SAE Standards, SAE International, November 2001 “General Requirements for Conductive Charging Systems for Electric Vehicles”, Japan Electric Vehicle Association Standard (Japan Electric Vehicle Standard), March 29, 2001 JP 2006-242968 A

  However, the failure diagnosis of the plug-in HVECU by periodically wake-up the plug-in HVECU by the timer circuit as described above cannot detect the disconnection of the wiring from the commercial power source to the power storage device.

  As a result, in particular, the wiring on the vehicle side where disconnection cannot be confirmed from the outside, specifically, from the charging cable connection terminal (charging inlet) provided in the vehicle to connect the charging cable to the power storage device It becomes difficult to detect disconnection of the wiring inside the vehicle.

  As described above, the pilot signal is an indispensable signal in the charge control of the plug-in vehicle, and detection of abnormality of the pilot signal, particularly detection of disconnection of the control line on the vehicle side where the pilot signal is communicated is extremely important.

  Therefore, a switch for connecting or grounding the control line on the vehicle side to the power source is provided, and when the pilot signal is not input to the control line, the switch is operated to detect the voltage of the control line. And it is possible to provide the disconnection detection part which detects the disconnection or short circuit of the said control line based on the result.

  However, such disconnection detection is performed when the charging cable is not connected, such as when the vehicle is running, but when the vehicle is powered off due to parking or the like, power is supplied to the disconnection detection unit. Because it is not done, disconnection detection cannot be performed. As a result, when the control line is disconnected or short-circuited for some reason after the vehicle power is turned off, charging cannot be performed even if the charging cable is connected to the vehicle, and the operator cannot recognize the cause. is there.

  In such a case, the disconnection or short circuit of the control line can be detected only after the charging cable is disconnected from the vehicle and the vehicle is turned on, so the operator is notified of the abnormal state of the detected control line. It will take time to do. Even if the operator notices that charging is not possible, it is not preferable to request such a complicated procedure from the operator in order to identify the cause.

  Therefore, there is also a problem that power is wasted if the power supply is constantly supplied to the disconnection detection unit even during parking.

  The present invention has been made to solve such a problem, and the object thereof is to detect a failure of a charge control device that charges a power storage device mounted on a vehicle and to connect a charging cable connected to a vehicle. A control device capable of appropriately detecting the disconnection of the wiring between the control device and the charge control device, a charge control device capable of diagnosing a failure by the control device, and a charge control system including the control device and the charge control device The point is to provide.

  In order to achieve the above-described object, the characteristic configuration of the control device according to the present invention is a control device that determines and stores and controls a failure of a charge control device mounted on a vehicle, and a storage unit that stores information related to control, It is determined that the system is stopped based on a system state signal indicating whether or not the system is activated, which is input from the outside, and is connected to a vehicle external power source and charges a power storage device mounted on the vehicle. Pseudo connection signal transmission control processing for transmitting a pseudo connection signal and an attribute signal to the charge control device when determining that the charging cable is not connected based on a signal from a charging cable that supplies power for A failure determination process for determining that the charge control device has failed when a response signal to the pseudo connection signal and the attribute signal is not input from the charge control device; Certain has been a failure determination result by the failure determination process in that it includes a an execution unit for executing a storage control process of controlling the storage to the storage unit.

  According to the configuration described above, in the case of a failure of the charge control device, the charge control device cannot output a response signal even if the attribute signal and the pseudo connection signal are input. Therefore, the failure determination process can diagnose that the charge control device is out of order by not receiving a response signal from the charge control device.

  In addition, in the case of disconnection of the wiring between the charging cable connection terminal and the charging control device, the attribute signal transmitted through another wiring that is not the wiring is input to the charging control device, but is transmitted through the wiring. Since the pseudo connection signal is not input to the charge control device, the charge control device does not output a response signal. Therefore, the failure determination process can diagnose that the charge control device is out of order by not receiving a response signal from the charge control device.

  As described above, according to the present invention, the failure detection of the charge control device for charging the power storage device mounted on the vehicle, and the disconnection of the wiring between the charge cable connection terminal mounted on the vehicle and the charge control device. It is now possible to provide a control device that can appropriately detect the above.

  Hereinafter, a control device, a charge control device, and a vehicle charge control system including the control device and the charge control device according to the present invention will be described.

  As shown in FIG. 1, a hybrid vehicle 1 (hereinafter referred to as a “plug-in hybrid vehicle”) that is an example of a plug-in vehicle that can directly charge a high-voltage power storage device 150 mounted on the vehicle from a power source outside the vehicle. Is provided with an engine 100, a first MG (Motor Generator) 110, and a second MG (Motor Generator) 120 as power sources.

  In plug-in hybrid vehicle 1, engine 100, first MG 110, and second MG 120 are coupled to power split mechanism 130 so that the plug-in hybrid vehicle 1 can travel with driving force from at least one of engine 100 and second MG 120.

  1st MG110 and 2nd MG120 are comprised with an alternating current rotating electrical machine, for example, a three-phase alternating current synchronous rotating machine provided with a U phase coil, a V phase coil, and a W phase coil is used.

  Power split device 130 includes a sun gear, a pinion gear, a carrier, and a ring gear, and is constituted by a planetary gear mechanism in which the pinion gear engages with the sun gear and the ring gear.

  A carrier that supports the pinion gear so as to rotate is connected to the crankshaft of the engine 100, a sun gear is connected to the rotating shaft of the first MG 110, and a ring gear is connected to the rotating shaft of the second MG 120 and the speed reducer 140, as shown in FIG. The rotational speeds of engine 100, first MG 110, and second MG 120 are related to each other so as to be connected by a straight line on the alignment chart.

  As shown in FIG. 3, a plug-in hybrid vehicle 1 includes, for example, a hybrid vehicle ECU (hereinafter referred to as “HVECU”) 170 and an engine 100 as a charge control device according to the present invention that performs overall control of vehicle power. In order to detect approach to the vehicle by an electronic control device (hereinafter referred to as “ECU”) such as an engine ECU 173 that controls, a navigation ECU 172 that constitutes a car navigation system, an anti-theft ECU that implements an anti-theft function, a smart key, etc. A proximity sensor 174 used in the above or a timer ECU 175 used in a timepiece or the like mounted on the vehicle is mounted, and each ECU incorporates a single or a plurality of CPUs.

  In the present embodiment, the timer ECU 175 will be described as functioning also as a control device according to the present invention for diagnosing a failure of the HVECU 170 (hereinafter referred to as a failure diagnosis device). The timer ECU (failure diagnostic device) 175 will be described later.

  Further, the plug-in hybrid vehicle 1 is provided with a power feeding circuit 182 including an ignition switch IGSW that is a power switch of the vehicle, and a power supply relay RY connected in parallel with the ignition switch IGSW. Note that the ignition switch IGSW in this embodiment is a starter switch or the like as a starting jig for starting a system for running the plug-in hybrid vehicle 1.

  In order to supply power to each of the ECUs described above, a first power supply system 180 that can supply power from a low-voltage power storage device 190 (for example, DC12V) and an ignition switch IGSW even when the ignition switch IGSW of the power supply circuit 182 is in an OFF state. The second power supply system 181 that can supply power from the low-voltage power storage device 190 is provided in the ON state, the ECU such as the proximity sensor 174 and the timer ECU 175 is connected to the first power supply system 180, and the HVECU 170 is connected to the second power supply system 181. A power train ECU such as an engine ECU 173, a navigation ECU 172, or a body ECU (not shown) such as a wiper or a door mirror is connected.

  The above-described ECUs are connected to each other via a CAN (Controller Area Network) bus 185 so that control information necessary for each ECU can be transmitted and received. The bus to which the ECUs are interconnected is not limited to the CAN bus. For example, the HVECU 170, the engine ECU 173, the navigation ECU 172, and the like are connected to each other via the CAN bus, and the timer ECU and the body ECU are LIN (Local Interconnect Network) buses may be connected to each other, and the CAN bus and the LIN bus may be connected via a gateway.

  Each ECU is equipped with a DC regulator that generates a control voltage (for example, DC5V) of a predetermined level from the DC12V DC voltage supplied from the low-voltage power storage device 190, and the output voltage of the DC regulator is supplied to a control circuit such as a CPU. Is done. The HVECU 170 is also supplied with power from the first power feeding system 180 in addition to the second power feeding system 181 in order to perform charging control for the power storage device 150 via a charging cable described later.

  Hereinafter, the HVECU 170 as the charge control device according to the present invention will be described.

  When the HVECU 170 detects that the ignition switch IGSW is turned on while the power supply relay RY of the power supply circuit 182 is open, the HVECU 170 closes the power supply relay RY and supplies power from the low-voltage power storage device 190 to the second power supply system 181. Maintain state.

  In this state, each ECU connected to the second power feeding system 181 is activated, and a predetermined control operation is executed.

  Further, when the HVECU 170 detects that the ignition switch IGSW is turned off while the power supply relay RY is closed, the HVECU 170 transmits that the ignition switch IGSW is turned off via the CAN bus 185, and the second power feeding. The shutdown process of each ECU connected to the system 181 is prompted.

  The HVECU 170 recognizes the end of the shutdown process of each ECU via the CAN bus 185, and when its own shutdown process is completed, opens the power supply relay RY and stops the power supply state to the second power supply system 181.

  The shutdown process refers to a process for stopping various actuators that are being driven, a process for saving control data in a memory, and the like when the ignition switch IGSW is turned off. For example, in the case of the engine ECU 173, the engine 100 is stopped. It refers to a process of saving engine control data including various learning data such as the fuel ratio to a nonvolatile memory.

  The ignition switch IGSW may be either a momentary switch or an alternate switch. When a momentary switch is used, the HVECU 170 stores the current state in the RAM as flag data, and the operation of the switch Whether it is turned on or off at the edge may be determined based on the flag data. Alternatively, a switch that rotates by inserting a key into a conventional key cylinder may be used.

  Hereinafter, vehicle travel control by the HVECU 170 will be described in detail. The HVECU 170 controls the vehicle to travel based on the driver's accelerator operation or the like after the ignition switch IGSW is turned on and the power supply relay RY is closed.

  The HVECU 170 monitors the state of charge of the high-voltage power storage device 150 (hereinafter referred to as “SOC (State Of Charge)”), and controls the engine ECU 173 to control the engine when the SOC becomes lower than a predetermined value, for example. 100 is started, and the generated power of first MG 110 driven via power split mechanism 130 is stored in power storage device 150. More specifically, the electric power generated by first MG 110 is converted from alternating current to direct current through an inverter, and is stored in power storage device 150 after the voltage is adjusted through a converter. At this time, a part of the power generated in the engine 100 is transmitted to the drive wheels 160 via the power split mechanism 130 and the speed reducer 140.

  Further, when the SOC is within a predetermined range, HVECU 170 drives second MG 120 using at least one of the electric power stored in power storage device 150 or the electric power generated by first MG 110 to assist the power of engine 100. The driving force of second MG 120 is transmitted to driving wheel 160 via reduction gear 140.

  Further, when the SOC becomes higher than a predetermined value, HVECU 170 controls engine ECU 173 to stop engine 100 and drives second MG 120 using the electric power stored in power storage device 150.

  On the other hand, when braking the vehicle, HVECU 170 controls second MG 120 driven by drive wheel 160 via reduction gear 140 as a generator, and stores the electric power generated by second MG 120 in power storage device 150. That is, the second MG 120 is used as a regenerative brake that converts braking energy into electric power.

  That is, HVECU 170 controls engine 100, first MG 110, and second MG 120 based on the required torque of the vehicle, the SOC of power storage device 150, and the like.

  Although FIG. 1 shows the case where the driving wheel 160 by the second MG 120 is the front wheel, the rear wheel may be used as the driving wheel 160 instead of the front wheel or together with the front wheel.

  The high-voltage power storage device 150 is a DC power source that can be charged and discharged, and is composed of, for example, a secondary battery such as nickel hydride or lithium ion. The voltage of the power storage device 150 is, for example, about 200V. Power storage device 150 is configured to be able to be charged with power supplied from a power supply outside the vehicle, in addition to power generated by first MG 110 and second MG 120.

  It is also possible to employ a large-capacity capacitor as power storage device 150, temporarily storing the power generated by first MG 110 and second MG 120 and the power from the power source outside the vehicle, and supplying the stored power to second MG 120 The configuration is not limited as long as it is a simple power buffer.

  As shown in FIG. 4, a high-voltage power storage device 150 is connected to a converter 200 for adjusting to a predetermined DC voltage via a system main relay 250, and the output voltage of the converter 200 is a first inverter 210 and a second inverter 220. After being converted into an alternating voltage in step (1), the first MG 110 and the second MG 120 are applied.

  Converter 200 includes a reactor, two npn-type transistors that are power switching elements, and two diodes. Reactor has one end connected to the positive electrode side of power storage device 150 and the other end connected to a connection node of two npn transistors. Two npn transistors are connected in series, and a diode is connected in antiparallel to each npn transistor.

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

  First inverter 210 includes a U-phase arm, a V-phase arm, and a W-phase arm connected in parallel to each other. Each phase arm includes two npn-type transistors connected in series, and a diode is connected in antiparallel to each npn-type transistor. A connection node of two npn transistors constituting each phase arm is connected to a corresponding coil end of first MG 110.

  First inverter 210 converts DC power supplied from converter 200 into AC power and supplies it to first MG 110, or converts AC power generated by first MG 110 into DC power and supplies it to converter 200. .

  Second inverter 220 is also configured in the same manner as first inverter 210, and a connection node of two npn transistors constituting each phase arm is connected to a corresponding coil end of second MG 120.

  Second inverter 220 converts the DC power supplied from converter 200 to AC power and supplies it to second MG 120, or supplies AC power generated by second MG 120 to DC current and supplies it to converter 200. .

  When the ignition switch IGSW is turned on, the HVECU 170 closes the system main relay 250 and controls, for example, the power switching element of the converter 200 based on the driver's accelerator operation or the like to set the output voltage of the power storage device 150 to a predetermined value. The voltage is boosted to a level, and each phase arm of the second inverter 220 is controlled to drive the second MG 120. For example, each phase arm of the first inverter 210 is controlled to convert the generated power from the first MG 110 into DC power. The voltage is converted and stepped down by converter 200 to charge power storage device 150.

  As shown in FIGS. 1 and 4, the plug-in hybrid vehicle 1 includes a charging inlet 270 for connecting a charging cable 300 for supplying charging power from a power source outside the vehicle to the power storage device 150. In FIG. 1, the charging inlet 270 is provided at the rear part of the vehicle body, but it may be provided at the front part of the vehicle body, on the side opposite to the fuel filler port, on the side of the vehicle body outside the passenger seat, or the like. .

  The power from the charging cable 300 connected to the charging inlet 270 is converted into DC power by the AC / DC converter 260 that is a charging circuit via the LC filter 280, and then the high-voltage power storage device 150 is charged. It is configured.

  The charging cable 300 includes a plug 320 that is connected to an external power source, for example, a power outlet 370 provided in a house, on one end side of the power cable 310, and a connector 330 that is connected to the charging inlet 270 on the other end side. An attachment 340 is provided.

  As shown in FIGS. 1 and 5, the charging cable 300 is referred to as a pulse signal (hereinafter referred to as “control pilot signal” or “CPLT signal”) corresponding to the rated current that can be supplied to the vehicle via the power cable 310. .) And a CCID (Charging Circuit Interrupt Device) 360 in which a relay 361 for connecting and disconnecting the power cable 310 is provided. The signal generator 362 is supplied with electric power supplied from an external power source. A peripheral circuit including an operating CPU, ROM, RAM, and an oscillation unit 363 that generates a control pilot signal and a voltage detection unit 364 that detects the signal level of the control pilot signal is provided.

  Connector 330 is configured to be connectable to charging inlet 270 provided in the vehicle. The connector 330 is provided with a limit switch 331. When connector 330 is connected to charging inlet 270, limit switch 331 is activated, and cable connection signal PISW indicating that connector 330 is connected to charging inlet 270 is input to HVECU 170.

  The attachment 340 is provided with a mechanical lock mechanism so that the connector 330 inserted into the charging inlet 270 is not detached, and an operation unit 350 including an operation button for releasing the lock mechanism. When the connector 330 of the charging cable 300 is detached from the charging inlet 270, the lock mechanism is released by pressing the operation button, and the connector can be detached.

  As shown in FIG. 5, the connector 330 of the charging cable 300 has a pair of power terminal pins P1 and P2 connected to the power cable 310, a ground terminal pin P3, and a control line for outputting a control pilot signal (hereinafter referred to as “control pilot signal”). Also referred to as a control pilot line.) A terminal pin P4 of L1 and a terminal pin P5 of a limit switch 331 are provided.

  Charging inlet 270 is a power interface for receiving charging power from a power source external to the vehicle. When charging power storage device 150 from a power source outside the vehicle, charging inlet 270 is connected to a charging cable connector 330 for supplying power from the power source outside the vehicle to the vehicle.

  As shown in FIGS. 3 and 5, the HVECU 170 includes a charging start control sub CPU 1711 fed from the first feeding system 180 and a charging control main CPU 1710 fed from the second feeding system 181. ing. The HVECU 170 includes a ROM that stores a control program, a RAM that is used as a working area, and a non-volatile memory that saves control data when the power is turned off. The RAM is provided with a DMA controller so that the sub CPU 1711 can read and write.

  Further, as shown in FIG. 3, HVECU 170 monitors the SOC of power storage device 150 when performing vehicle drive control as described above, or when charging control of power storage device 150, and stores the SOC in RAM and nonvolatile memory. A storage unit 178 for storing in the memory is provided.

  The RAM and the non-volatile memory constituting the storage unit 178 are not limited to the RAM and the non-volatile memory provided in the HVECU 170, and may be provided in another ECU that can be read from and written to the HVECU 170, or the non-volatile memory. Instead of this, a storage medium such as a hardware device capable of saving control data when the ignition switch IGSW is turned off may be used.

  The HVECU 170 detects the signal level of the control pilot signal output from the charging inlet 270 as a peripheral circuit of the main CPU 1710 and changes the signal level in two stages. A second interface circuit 1714 for detecting the level is provided.

  The first interface circuit 1712 includes a first step-down circuit composed of a resistor R7 and a switch SW1, and a second step-down circuit composed of a resistor R8 and a switch SW2, which lower the signal level of a control pilot signal input via the diode D1. ing.

  Second interface circuit 1714 includes a power supply node 516, resistors R9 to R11, and a diode D3. When the connector 330 is not connected to the charging inlet 270, the second interface circuit 1714 has a voltage determined by the voltage of the power supply node 516 (for example, 12V), resistors R9 to R11, and a pull-down resistor R12 connected to the vehicle ground 518. Is generated on the control pilot line L1.

  Further, as a peripheral circuit of the sub CPU 1711, an edge detection circuit 1716 including resistors R12 and R13 for detecting a rising edge of the control pilot signal is provided, and an output of the edge detection circuit 1716 is an interrupt terminal for wakeup of the sub CPU 1711. Connected to WU.

  Input buffer 508 receives pilot signal CPLT on control pilot line L 1 and outputs the received pilot signal CPLT to CPU 512. In the present embodiment, the input buffer 508 outputs to the CPU 1710 as an H (logical high) level when the received pilot signal CPLT is equal to or higher than a predetermined level, and as an L (logical low) level when the received pilot signal CPLT is lower than the predetermined level.

  The input buffer 510 receives the cable connection signal PISW from the signal line L4 connected to the limit switch 331 of the connector 330, and outputs the received cable connection signal PISW to the sub CPU 1711.

  After the ignition switch IGSW is turned off, the sub CPU 1711 shifts to a standby state that is a low power consumption mode in a state where the main CPU 1710 finishes the shutdown process and turns off the power relay RY. The standby state is a state in which the CPU executes a stop instruction or a halt instruction.

  When the ignition switch IGSW signal is input to the interrupt terminal PIG of the sub CPU 1711 that has shifted to the standby state, the sub CPU 1711 returns from the standby state to the normal operation state, closes the power supply relay RY, and performs the second power feeding. By maintaining the power supply state from the system 181, the main CPU 1710 is started, and a signal indicating the normal mode in which the ignition switch IGSW is turned on is output to the main CPU 1710.

  Main CPU 1710 controls engine 100, first MG 110, and second MG 120 based on the vehicle required torque and the SOC of power storage device 150, etc., with ignition switch IGSW turned on.

  Hereinafter, the charging control of HVECU 170 that charges power storage device 150 via charging cable 300 will be described in detail.

  As shown in FIG. 6, when the sub CPU 1711 shifts to the standby state, when the plug 320 is connected to the outlet 370 of the external power source and the charging cable 300 is attached to the charging inlet 270 at time t0, a signal is generated. A predetermined level of DC voltage V <b> 1 (for example, +12 V) is output from the unit 362.

  When the rising edge signal of the DC voltage V1 is input to the interrupt terminal WU of the sub CPU 1711, the sub CPU 1711 returns from the standby state to the normal operation state, closes the power relay RY, starts up the main CPU 1710, and starts up the main CPU 1710. Outputs a signal indicating the charging mode.

  When the main CPU 1710 recognizes the signal indicating the charging mode from the sub CPU 1711 and detects the DC voltage V1 from the signal level input through the input buffer 508 at time t1, the main CPU 1710 turns on the switch SW2 of the second step-down circuit. The voltage level is lowered from V1 to V2 (for example, + 9V).

  When the voltage detection unit 364 detects that the control pilot signal has decreased from V1 to V2, the signal generation unit 362 generates a pulse signal having a predetermined frequency (eg, 1 KHz) from the oscillation unit 363 at a predetermined duty cycle at time t2. Control to output. The upper limit level of the signal level of the pulse signal is stepped down by the second step-down circuit.

  As shown in FIGS. 7A and 7B, the duty cycle is a value set based on the current capacity that can be supplied from the external power source to the vehicle via the charging cable 300, and is set in advance for each charging cable. ing. For example, 20% is set when the current capacity is 12A, and 40% when the current capacity is 24A.

  Returning to FIG. 6, when the main CPU 1710 detects the duty cycle of the pulse signal via the second interface circuit 1714 and recognizes the current capacity of the charging cable 300, the main CPU 1710 closes the system main relay 250 at time t3 (FIG. 6). 4), the switch SW1 of the first step-down circuit is further turned on while the switch SW2 of the second step-down circuit is turned on, and the voltage level is lowered from V2 to V3 (for example, + 6V).

  When the signal generator 362 detects that the signal level of the control pilot signal has decreased from V2 to V3, the signal generator 362 closes the relay 361 and supplies AC power from the power cable 310 to the vehicle side.

  Thereafter, main CPU 1710 controls AC / DC converter 260 as a charging circuit (see FIG. 4), and controls charging of power storage device 150.

  When the main CPU 1710 detects that the SOC of the power storage device 150 has reached a predetermined level at time t4, the main CPU 1710 stops the AC / DC converter 260 and terminates charging, and opens the system main relay 250 (FIG. 4). (See), the switch SW1 of the first step-down voltage circuit is turned off to increase the voltage level from V3 to V2.

  When the signal generator 362 detects that the control pilot signal has risen from V3 to V2, the signal generator 362 opens the relay 361 and stops the supply of AC power to the vehicle via the power cable 310.

  At time t5, the main CPU 1710 turns off the switch SW2 of the second step-down circuit, returns the level of the control pilot signal to the original V1, and then waits for the oscillation from the signal generator 362 to stop before performing the shutdown process. enter.

  When the sub CPU 1711 receives a signal from the main CPU 1710 indicating that the charging control has ended, the sub CPU 1711 opens the power supply relay RY and then returns to the standby state.

  When the ignition switch IGSW is turned off and the charging control of the power storage device 150 is terminated, the power supply state from the second power supply system 181 is stopped, and when the charging cable 300 is disconnected from the vehicle, the signal level of the control line L1 is 0. It becomes.

  As described above, the above-described HVECU 170 constitutes the charging control device of the present invention, and the connection signal input from the charging cable 300 connected to the external power source when the system is stopped by the main CPU 1710, the sub CPU 1711, and their peripheral circuits. The charging control unit 177 (see FIGS. 3 and 8) is configured to start up from the standby state in response to the charging and charge the power storage device 150 mounted on the vehicle.

  Hereinafter, the timer ECU 175 as a failure diagnosis apparatus according to the present invention will be described.

  The timer ECU 175 is a CPU that is supplied with power from the first power supply system 180 described above, a ROM that stores a control program, and a storage unit that is used as a working area and stores information related to control and a diagnosis result by a failure diagnosis unit described later. As a RAM or the like. Here, the information regarding control is, for example, current time information. The processing of each functional block of the timer ECU 175 described below (for example, processing executed by the failure diagnosis unit of the failure diagnosis device, the charge control unit and the activation confirmation processing unit of the charge control device) is controlled by the CPU. It is executed by executing a program.

  Timer ECU 175 diagnoses a failure of a charging control device (in this embodiment, HVECU 170) that is activated in order to charge power storage device 150 mounted on the vehicle in response to a connection signal of charging cable 300 connected to an external power source. To do.

  Here, the connection signal is a control pilot signal generated by the signal generator 362 provided in the charging cable 300 and detected by the HVECU 170 when the charging cable 300 is connected to the charging inlet 270. .

  As shown in FIGS. 3 and 8, the timer ECU 175 includes a signal input unit 1751, a signal output unit 1752, a failure diagnosis unit 1753, and a storage unit 1754.

  The signal input unit 1751 receives a system state signal indicating whether the system is activated, a connection signal indicating a connection state of the charging cable 300 to the vehicle 1, and a signal output from the HVECU 170.

  Here, the system is a vehicle control system (for example, each ECU) configured by devices necessary for driving the vehicle, and the system state signal is the second power supply system 180 in addition to the second power supply system 180. By maintaining the power supply state to the power supply system 181, a signal indicating whether or not power is supplied to all the devices necessary for driving the vehicle (for example, all of the ECUs mounted on the vehicle), for example, It is a signal indicating whether or not the power supply relay RY is opened. The system status signal is, for example, a high level when the power supply relay RY is opened, and a low level when the power supply relay RY is not opened.

  The connection signal is a control pilot signal as described above. The signals output from the HVECU 170 are various signals input from the HVECU 170 to the timer ECU 175 via the CAN bus 185, and are, for example, response signals described later that the HVECU 170 outputs to the timer ECU 175.

  That is, the signal input unit 1751 is connected to the control line connected to the power supply relay RY, the control pilot line L1, and the CAN bus 185, and from the connection target (the power supply relay RY, the signal generation unit 362, and the HVECU 170) to the timer. It is composed of an input interface circuit for performing data input control to the ECU 175.

  The signal output unit 1752 outputs to the HVECU 170 an attribute signal indicating a pseudo connection signal and a pseudo connection signal.

  Here, the pseudo connection signal is a signal having the same level (for example, + 12V) as the connection signal (control pilot signal) described above, and is output to the HVECU 170 via the control pilot line L1.

  That is, as shown in FIGS. 4 and 8, the charging inlet 270, the timer ECU 175, and the HVECU 170 are interconnected via the control pilot line L1. As shown in FIG. 4, the connection of the control pilot line L1 may be branched from a common terminal pin (terminal pin P4 of the control pilot line L1) and connected to each ECU 170, 175, or FIG. As shown, it may be branched in the course of the route from the charging inlet 270 to the ECUs 170 175. In FIG. 4, the two branched control pilot lines L1 are connected by a common terminal pin P4.

  The attribute signal is, for example, a signal for setting a charge execution determination flag provided in the sub CPU 1711 of the HVECU 170, and is output to the HVECU 170 via the CAN bus 185. The charge execution determination flag is a flag for determining whether or not the charge is executed. The HVECU 170 executes the charging of the power storage device 150 when the charge execution determination flag is set, and the charge execution determination flag is set. If not, the power storage device 150 is not charged.

  As described above, the signal output unit 1752 is connected to the control pilot line L1 and the CAN bus 185, and includes an output interface circuit that performs data output control from the timer ECU 175 to the connection target (HVECU 170).

  When the failure diagnosis unit 1753 determines that the system is stopped and the charging cable 300 is not connected based on the signal input to the signal input unit 1751, the fault diagnosis unit 1753 outputs a pseudo connection signal and an attribute signal from the signal output unit 1752, When the response signal for the pseudo connection signal and the attribute signal is not input from the HVECU 170 to the signal input unit 1751, it is diagnosed that the HVECU 170 is out of order.

  This will be described in detail below. The failure diagnosis unit 1753 refers to the system status signal input to the signal input unit 1751. For example, when the system status signal is a signal that is at a high level when the power supply relay RY is opened and at a low level when the power supply relay RY is not opened, the failure diagnosis unit 1753 indicates that the input system status signal is at a high level. If it is level, it is determined that the system is stopped, and if it is low level, it is determined that the system is activated.

  Further, the failure diagnosis unit 1753 refers to the connection signal (control pilot signal) input to the signal input unit 1751. Failure diagnosis unit 1753 determines that charging cable 300 is not connected unless control pilot signal is DC voltage V1 (for example, + 12V). If control pilot signal is DC voltage V1, charging cable 300 is connected. Judge that

  When the failure diagnosis unit 1753 determines that the system is stopped and the charging cable 300 is not connected, the failure diagnosis unit 1753 controls the signal output unit 1752 to output a pseudo connection signal to the HVECU 170 via the control pilot line L1, The attribute signal is output to the HVECU 170 via the CAN bus 185.

  The attribute signal is output after HVECU 170 is activated by the pseudo connection signal output from timer ECU 150. This is because timer ECU 150 and HVECU 170 cannot communicate with each other via CAN bus 185 unless HVECU 170 is activated. The attribute signal may be output continuously at a predetermined interval. In this case, the attribute signal output first may be output simultaneously with the pseudo connection signal.

  Here, the failure diagnosis unit 1753 may output the pseudo connection signal and the attribute signal from the signal output unit 1752 when it is determined that the system is stopped and the charging cable 300 is not connected, or the system is stopped. In addition, the pseudo output signal and the attribute signal may be output from the signal output unit 1752 after a predetermined time has elapsed from the time when it is determined that the charging cable 300 is not connected, or the system is stopped and the charging cable 300 is not connected. The pseudo connection signal and the attribute signal may be output from the signal output unit 1752 at a predetermined interval from the time when it is determined that the

  The predetermined time is, for example, a time set in advance as 1 hour or 2 hours, or a time from the time of the determination to a time in the midnight time zone. The predetermined interval is, for example, a time set in advance such as every hour or every day.

  According to the above-described configuration, the failure diagnosis unit 1753 executes the failure diagnosis of the charge control device after a predetermined time has elapsed since the determination that the system is stopped and the charging cable 300 is not connected. It is possible to diagnose a failure of the charge control device that occurs after the time and before the elapse of a predetermined time. Depending on the set time, failure diagnosis can be performed while avoiding the time zone in which the vehicle is traveling or the time zone in which the power storage device 150 is being charged. Further, the failure diagnosis unit 1753 periodically detects the failure of the charge control device by executing a failure diagnosis of the charge control device at a predetermined interval from the time when the system is stopped and the charging cable 300 is not connected. Can be diagnosed.

  Here, the processing of the HVECU (charge control device) 170 when the pseudo connection signal and the attribute signal are input will be described.

  As shown in FIGS. 3 and 8, HVECU 170 is activated from a standby state in response to a pseudo connection signal input from timer ECU (fault diagnosis device) 175, and charges power storage device 150 when an attribute signal is detected. And a start confirmation processing unit 179 that outputs a response signal to the timer ECU 175.

  When the rising edge signal of the DC voltage V1 of a predetermined level is input to the interrupt terminal WU (see FIG. 5) of the sub CPU 1711 of the HVECU 170, the sub CPU 1711 returns from the standby state to the normal operation state and closes the power relay RY. . When the power supply relay RY is closed, the main CPU 1710 is powered and activated. Thereafter, the activation confirmation processing unit 179 confirms whether or not an attribute signal is input. For example, when the attribute signal is a signal for setting the charge execution determination flag provided in the sub CPU 1711 of the HVECU 170 as described above, the activation confirmation processing unit 179 receives the charge connection determination flag when the pseudo connection signal is input. Is referred to for a preset time.

  If the charge execution determination flag is not raised for the preset time, the activation confirmation processing unit 179 indicates that the charging cable 300 is connected to the interrupt terminal WU when the rising edge signal of the DC voltage V1 of a predetermined level is input. By being connected, it is determined that the connection signal is input from the signal generation unit 362 to the HVECU 170.

  In this case, sub CPU 1711 outputs a signal indicating the charging mode to main CPU 1710, and HVECU 170 starts charging power storage device 150.

  On the other hand, when the charge execution determination flag is set within the preset time, the activation confirmation processing unit 179 determines that the rising edge signal of the DC voltage V1 of a predetermined level is input to the interrupt terminal WU as a timer ECU 175. It is determined that the pseudo connection signal output from is input to the HVECU 170.

  In this case, the sub CPU 1711 does not output a signal indicating the charging mode to the main CPU 1710. That is, HVECU 170 does not charge power storage device 150.

  Instead, a response signal indicating that the HVECU 170 has started normally is output to the timer ECU 175 by the activation confirmation processing unit 179. Here, it goes without saying that the response signal is output when both the sub CPU 1711 and the main CPU 1710 are normally activated. That is, the HVECU 170 is normal when at least one of the sub CPU 1711 and the main CPU 1710 has an abnormality such as a failure or when the control pilot line L1 is disconnected and the pseudo connection signal cannot be input to the HVECU 170. Therefore, the response signal is not output to the timer ECU 175.

  As described above, the HVECU 170 distinguishes the connection signal input by the connection of the charging cable 300 from the pseudo connection signal input from the timer ECU 175, and appropriately executes the charge control when the connection signal is input, When a pseudo connection signal is input, a response signal can be output to the timer ECU 175 to indicate that it has not failed.

  Returning to the description of the failure diagnosis unit 1753 of the timer ECU 175 again. Failure diagnosis unit 1753 determines that HVECU 175 is normal when a response signal from HVECU 175 is input to signal input unit 1751 within a preset time after the pseudo connection signal is output from timer ECU 175, When the response signal from the HVECU 175 is not input to the signal input unit 1751, the HVECU 175 determines that there is an abnormality and stores that fact in the storage unit.

  From the above description, the timer ECU (control device) 175 is a device that determines and stores control of a failure of the charge control device (HVECU) 170 mounted on the vehicle, and a storage unit 1754 that stores information related to control. It is determined that the system is stopped based on a system state signal indicating whether or not the system is activated, which is input from outside, and the power storage device 150 mounted on the vehicle is connected to the vehicle external power source. Pseudo connection signal transmission control for transmitting a pseudo connection signal and an attribute signal to the charging control device 170 when it is determined that the charging cable 300 is not connected based on a signal from the charging cable 300 that supplies power for charging. When the process and the response signal for the pseudo connection signal and the attribute signal are not input from the charge control device 170, the charge control device 170 fails. It comprises a fault determination process to determine that there, and an execution unit for executing a storage control process of storing control the storage unit 1754 to have been a failure determination result by said failure judgment processing.

  That is, the failure diagnosis unit described above functions as an execution unit, and executes pseudo connection signal transmission control processing, failure determination processing, and storage control processing.

  The timer ECU 175 may include a notification unit that notifies the vehicle user or the like of the abnormality of the HVECU 170.

  This will be described in detail below. The notification unit outputs a signal requesting that the HVECU 170 indicate that an abnormality has occurred in the meter ECU 176 (see FIG. 3) that controls the display of the vehicle speed, the motor rotation speed, and the like on the instrument panel. . The meter ECU 176 that has input the signal indicates that an abnormality has occurred in the HVECU 170 due to lighting of an indicator lamp provided on an instrument panel or the like, a voice message from a speaker mounted on the vehicle, or the like. Let us know. The notifying unit outputs a signal requesting the navigation ECU 172 to display that the HVECU 170 has an abnormality, and the navigation ECU 172 that has input the signal outputs a signal to the HVECU 170 on the liquid crystal panel provided in the navigation device. A warning message indicating that an abnormality has occurred may be displayed.

  According to the above-described configuration, the vehicle user can know before the vehicle travels that the power storage device 150 is not properly charged because an abnormality has occurred in the HVECU 170.

  When the vehicle ignition switch IGSW is on, the vehicle user or the like can be informed that an abnormality has occurred in the HVECU 170 by an indicator light, a speaker, a liquid crystal panel, or the like, but when the vehicle ignition switch IGSW is off Since the meter ECU 176 and the navigation device are not supplied with power, the vehicle user or the like cannot be informed that an abnormality has occurred in the HVECU 170.

  Therefore, at least one of the connector 330, the plug 320, and the CCID 360 is connected to the indicator lamp and the timer ECU 175 via the CAN bus 185 and the like, and a control circuit that lights the indicator lamp based on a request signal from the timer ECU 175. In the case where the failure diagnosis unit 1753 has diagnosed the HVECU 170 as abnormal, the notification unit is connected to the charging inlet 270 by the vehicle user or the like. Then, a signal requesting that the indicator lamp be displayed may be output to the notification control unit. In addition, a display unit including a speaker, a liquid crystal panel, and the like is provided instead of the indicator lamp, and the notification control unit outputs a voice message from the speaker based on a request signal from the timer ECU 175, and displays a warning message on the liquid crystal panel. Also good.

  According to the above-described configuration, when the user of the vehicle tries to start charging the power storage device 150 by connecting the charging cable 300 to the charging inlet 270 of the vehicle, the vehicle user may cause an abnormality in the HVECU 170 due to lighting of the indicator lamp or the like. Therefore, it can be known that the power storage device 150 is not charged. That is, the user of the vehicle can know before the execution of charging that the power storage device 150 will not be properly charged due to an abnormality in the HVECU 170.

  Hereinafter, the failure diagnosis process executed in the charge control system will be described with reference to the flowchart shown in FIG. In the following description, the failure diagnosis unit 1753 outputs the pseudo connection signal and the attribute signal from the signal output unit 1752 after a predetermined time has elapsed from the time when the system is stopped and the charging cable 300 is determined not to be connected. The case will be described. Further, a case will be described in which the attribute signal is output at the same time as the pseudo connection signal and thereafter continuously output at a predetermined interval.

  The failure diagnosis unit 1753 of the timer ECU 175 determines that the system is stopped and the charging cable 300 is not connected (S1). When a predetermined time has elapsed since the system was stopped (S2), the signal output unit 1752 receives a pseudo connection signal and The attribute signal is output to the HVECU 170 (S3).

  When the pseudo connection signal and the attribute signal are input from the timer ECU 175 (S4), the standby HVECU 170 is activated by the input pseudo connection signal if the sub CPU 1711 and the main CPU 1710 of the HVECU 170 are normal (S5).

  After activation of HVECU 170, activation confirmation processing unit 179 detects timer ECU 175 without charging power storage device 150 when detecting an attribute signal continuously input from timer ECU 175 within a predetermined time interval. A response signal is output (S6). When the signal input to HVECU 170 is not a pseudo connection signal from timer ECU 150 but a connection signal from signal generation unit 362, HVECU 170 starts charging power storage device 150.

  On the other hand, when a pseudo connection signal and an attribute signal are input from the timer ECU 175 (S4), but at least one of the sub CPU 1711 and the main CPU 1710 of the HVECU 170 is abnormal (S5), no response signal is output.

  The failure diagnosis unit 1753 of the timer ECU 175 determines that the HVECU 170 is normal when a response signal is input from the HVECU 170 within a preset time from the output of the pseudo connection signal in step S3 (S7). .

  On the other hand, failure diagnosis unit 1753 of timer ECU 175 determines that HVECU 170 is abnormal when the response signal from HVECU 170 is not input within a preset time from the output of the pseudo connection signal in step S3 (S7), and stores it. The occurrence of abnormality of the HVECU 170 is stored in the unit 1754 (S9).

  When the abnormality occurrence of the HVECU 170 is stored in the storage unit 1754 and the ignition switch IGSW of the vehicle is on (S10), the notification unit causes an abnormality in the HVECU 170 in the meter ECU 176 provided in the vehicle. A signal for requesting to display the message is output (S11). On the other hand, when the ignition switch of the vehicle is off (S10), when the connector 330 is connected to the charging inlet 270 (S12), the notification unit requests to display the indicator light provided on the connector 330 or the like. The signal is output to the notification control unit provided in the connector 330 or the like (S13).

  Hereinafter, another embodiment will be described. A storage history of the power storage device 150 by the charge control device (HVECU) 170 is stored in the storage unit 1754 of the failure diagnosis device (timer ECU) 175, and the failure diagnosis unit 1753 is based on the charge history and the predetermined description described in the above embodiment. Time (time from when it is determined that the system is stopped and the charging cable 300 is not connected to output of the pseudo connection signal and the attribute signal) or a predetermined interval (the system is stopped and the charging cable 300 is not connected) (Interval at the time of outputting the pseudo connection signal and the attribute signal) may be determined from the time when it is determined.

  As illustrated in FIG. 10A, the charging history includes a time zone to which the charging start time belongs, the total number of times of charging in the time zone, a last charging date in the time zone, and the like. The CPU of timer ECU 175 updates the charging history every time HVECU 170 performs charging of power storage device 150.

  Then, for example, the failure diagnosis unit 1753 refers to the charging history, and when the battery is often charged in a predetermined time zone, the failure diagnosis unit 1753 performs failure diagnosis in a time zone other than the predetermined time zone, that is, sets a time other than the predetermined time zone. It is a predetermined time.

  According to the above-described configuration, it is possible to reduce a situation in which execution of charging of power storage device 150 and failure diagnosis on the power storage control device by the failure diagnosis device overlap.

  Further, as illustrated in FIG. 10B, the charging history may be configured with the date and time when charging is performed. The update of the charging history is the same as described above.

  For example, the failure diagnosis unit 1753 predicts the next charging time based on the charging history, and sets a predetermined interval so as to charge several times (for example, five times) between the most recent charging time and the next charging time. decide. Specifically, when failure diagnosis unit 1753 determines that charging tends to be performed every week with reference to the charging history, charging is performed once a day until the next predicted date of charging. A predetermined interval is determined so as to That is, in this case, the failure diagnosis unit 1753 determines a predetermined interval for one day.

  According to the above-described configuration, it is possible to increase the possibility that the failure diagnosis of the power storage control device is executed by the failure diagnosis device before the next charging is started.

  Further, the SOC of the power storage device 150 by the charge control device (HVECU) 170 is stored as a charge history in the storage unit 1754 of the failure diagnosis device (timer ECU) 175, and the failure diagnosis unit 1753 has a predetermined time or a predetermined time based on the charge history. An interval may be determined. The update of the charging history is the same as described above.

  In this case, as illustrated in FIG. 10C, the charging history is configured with a date and time at regular intervals (every hour in FIG. 10C) and an SOC corresponding to the date and time.

  By configuring the charging history in this manner, for example, the failure diagnosis unit 1753 refers to the charging history and determines that the period until the next charging is long when the latest SOC is in a fully charged state. The predetermined time is determined so that the failure is diagnosed after a certain time, and if the latest SOC is lower than the predetermined value, it is determined that the period until the next charging is short, and a plurality of times until the certain time is determined. A predetermined interval can be determined so that a failure is diagnosed.

  In the above-described embodiment, when the failure diagnosis unit 1753 determines that the system is stopped and the charging cable 300 is not connected based on the signal input to the signal input unit 1751, the signal output unit 1752 receives the pseudo connection signal and The case where the attribute signal is output and the HVECU 170 is diagnosed as malfunctioning when the pseudo connection signal and the response signal to the attribute signal are not input from the HVECU 170 to the signal input unit 1751 has been described.

  However, when the failure diagnosis unit 1753 determines that the system is stopped and the charging cable 300 is not connected based on the signal input to the signal input unit 1751, a plurality of pseudo connection signals and attribute signals are output from the signal output unit 1752. When the system is activated next time, the charging control device is based on the number of times of output of the pseudo connection signal and the number of times of activation of the charging control device (HVECU) 170 with respect to the plurality of outputted pseudo connection signals. The presence / absence of 170 failures may be diagnosed.

  Hereinafter, parts different from the above-described embodiment will be described. When the failure diagnosis unit 1753 of the failure diagnosis device (timer ECU) 175 determines that the system is stopped and the charging cable 300 is not connected based on the signal input to the signal input unit 1751, for example, The attribute signal is output to the HVECU 170 at a predetermined interval, and the output count is stored in the storage unit 1754.

  The HVECU 170 is activated from a standby state every time a pseudo connection signal is received. When the HVECU 170 detects the attribute signal after receiving the pseudo connection signal, the HVECU 170 does not charge the power storage device 150, and the number of activations stored in the storage unit 178 of the HVECU 170 (the system is stopped and the charging cable 300 is not connected) During this period, the number of times the HVECU 170 is activated by the pseudo connection signal is incremented. If the attribute signal is not detected, HVECU 170 determines that the input is not a pseudo connection signal but a connection signal, executes charging of power storage device 150, and the number of activations is not incremented.

  When failure diagnosis unit 1753 determines that the system has been activated based on the signal input to signal input unit 1751, it inputs the number of activations stored in storage unit 178 of HVECU 170 and stores it in storage unit 1754 of timer ECU 175. Compare with the number of outputs. As a result, if the number of start times and the number of output times are the same, the HVECU 170 is normal, and if the number of start times and the number of output times are not the same, the HVECU 170 determines that it is abnormal.

  According to the above configuration, a response signal from the charge control device to the failure diagnosis device can be made unnecessary. Further, in addition to the number of outputs and the number of activations, the output time of each pseudo connection signal and the time of each activation with respect to the pseudo connection signal of the charge control device are stored in the storage units 1754 and 178 of each device, thereby charging control. It is possible to specify the time when an abnormality has occurred in the apparatus.

  In the above-described embodiment, the case where the failure diagnosis device is the timer ECU 150 has been described. However, the failure diagnosis device is not limited to the timer ECU 175 as long as the failure diagnosis device is always supplied with power regardless of whether the ignition switch IGSW is on or off. For example, a door lock ECU that controls a remote operation of the door lock or an engine control ECU that controls the engine may be used. In this case, in addition to the original functions (door lock remote operation control and engine control), the failure diagnosis function as described above is incorporated in the door lock ECU, the engine control ECU, or the like as the failure diagnosis apparatus.

  The failure diagnosis device preferably has a timer function. However, if the time count value, the current time, etc. can be input from another ECU or the like that is constantly supplied with power regardless of whether the ignition switch IGSW is on or off. The timer function may not be provided.

  In the above-described embodiment, the case where the charging control device is the HVECU 170 has been described. However, the charging control device is not limited to the HVECU 170 as long as it has a function of charging the power storage device 150, and may be another ECU. For example, the charging control device may be an ECU that performs only charging control of power storage device 150 without performing vehicle travel control as executed by HVECU 170.

  In the above-described embodiment, the HVECU 170 described the case where the power storage device 150 is charged when the ignition cable IGSW is turned off and the charging cable 300 is attached to the charging inlet 270 when the standby state is entered. However, HVECU 170 is configured to charge power storage device 150 when charging cable 300 is attached to charging inlet 270 when ignition switch IGSW is not turned off, for example, when the vehicle is idling. Also good.

  In the above-described embodiment, the series / parallel type hybrid vehicle in which the power of the engine 100 is divided by the power split mechanism 130 and can be transmitted to the drive wheels 160 and the first MG 110 has been described. It can also be applied to hybrid vehicles.

  For example, a so-called series-type hybrid vehicle that uses the engine 100 only to drive the first MG 110 and generates the driving force of the vehicle only by the second MG 120, or only regenerative energy among the kinetic energy generated by the engine 100 is electric energy. The present invention can also be applied to a hybrid vehicle that is collected as a motor, a motor-assist type hybrid vehicle in which a motor assists the engine 100 as necessary, and the like.

  Furthermore, the present invention can also be applied to an electric vehicle that includes only a motor that does not include the engine 100 and that runs on electric power, and a fuel cell vehicle that includes a fuel cell and includes a power storage device.

  Each of the above-described embodiments is a specific example, and the specific circuit configuration and control configuration of each unit can be appropriately changed and designed within the scope of the effects of the present invention.

The whole block diagram of the plug-in hybrid vehicle shown as an example of the vehicle by embodiment of this invention Collinear diagram of power split mechanism 1 is an overall configuration diagram of an electronic control device provided in the plug-in hybrid vehicle shown in FIG. Schematic configuration diagram of electronic control device and controlled device related to charge control of power storage device FIG. 4 is a circuit diagram for explaining in detail an electronic control device related to charge control of the power storage device shown in FIG. Timing chart of pilot signal and switch in charge control by charge controller (A) is explanatory drawing which shows the duty cycle with respect to the current capacity of a charging cable, (b) is a wave form diagram of the pilot signal produced | generated by the signal production | generation part. Overall configuration diagram of the charge control system of the present invention Flowchart for explaining failure diagnosis processing executed in charge control system (A) is explanatory drawing which shows the 1st example of the data structure of charging history, (b) is explanatory drawing which shows the 2nd example of the data structure of charging history, (c) is the 3rd of the data structure of charging history. Illustration showing an example

Explanation of symbols

1: Plug-in hybrid vehicle 150: Power storage device 170: HVECU (charge control device)
177: Charge control unit 179: Activation confirmation processing unit 175: Timer ECU (control device)
1751: Signal input unit 1752: Signal output unit 1753: Fault diagnosis unit 1754: Storage unit 300: Charging cable

Claims (5)

A control device for determining and storing a failure of a charge control device mounted on a vehicle,
A storage unit for storing information related to control;
It is determined that the system is stopped based on a system state signal indicating whether or not the system is activated, which is input from the outside, and is connected to a vehicle external power source and charges a power storage device mounted on the vehicle. Pseudo connection signal transmission control processing for transmitting a pseudo connection signal and an attribute signal to the charge control device when determining that the charging cable is not connected based on a signal from a charging cable that supplies power for ,
A failure determination process for determining that the charge control device has failed when a response signal to the pseudo connection signal and the attribute signal is not input from the charge control device;
An execution unit that executes storage control processing for storing and controlling the failure result determined by the failure determination processing in the storage unit;
A control device comprising:   The pseudo connection signal transmission control process outputs the pseudo connection signal and the attribute signal after a predetermined time elapses or at a predetermined interval from the time when the system is stopped and the charging cable is determined not to be connected. The control device according to claim 1.   The charging history of the power storage device by the charging control device is stored in the storage unit, and the pseudo connection signal transmission control process determines the predetermined time or a predetermined interval based on the charging history. 2. The control device according to 2. A charge control unit that starts from a standby state in response to a connection signal input from a charging cable connected to a vehicle external power supply when the system is stopped, and charges a power storage device mounted on the vehicle;
The control device starts up from a standby state in response to a pseudo connection signal input from the control device according to any one of claims 1 to 3 and detects the attribute signal without charging the power storage device. An activation confirmation processing unit that outputs a response signal to
A charge control device comprising:   A vehicle charging control system comprising the control device according to any one of claims 1 to 3 and the charging control device according to claim 4.

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