WO2012073350A1

WO2012073350A1 - Power supply system of vehicle

Info

Publication number: WO2012073350A1
Application number: PCT/JP2010/071441
Authority: WO
Inventors: 大祐石井; 真士市川
Original assignee: トヨタ自動車株式会社
Priority date: 2010-12-01
Filing date: 2010-12-01
Publication date: 2012-06-07

Abstract

A power supply system of a vehicle comprises: an electrical storage device (10); a battery charger (42) that receives power from an external power supply and charges the electrical storage device; a signal receiving unit (54) that receives a charge control signal from the external power supply; and a control device (46) that receives a charge control signal from the signal receiving unit, calculates a first power that can be supplied to a vehicle from the external power supply on the basis of the charge control signal, converts the first power to a second power that takes into account the efficiency of the battery charger, and controls the battery charger so that the second power is output to the electrical storage device from the battery charger.

Description

Vehicle power system

The present invention relates to a vehicle power supply system, and more particularly to a vehicle power supply system including a power storage device that can be charged from outside the vehicle.

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

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

The standard for plug-in vehicles is established in Japan by “General Requirements for Conductive Charging Systems for Electric Vehicles” and in the United States by “SA Electric Vehicle Conductive Charge Coupler”.

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

Japanese Unexamined Patent Application Publication No. 2009-071897 (Patent Document 1) discloses a vehicle that uses such a pilot signal. This vehicle is provided with a current sensor for detecting a charging current, and detects a current value supplied from a power source outside the hybrid vehicle via a charging cable.

JP 2009-071897 A

The vehicle disclosed in Japanese Patent Laid-Open No. 2009-071897 is provided with a current sensor for detecting a charging current, and detects a current value supplied from a power source outside the hybrid vehicle via a charging cable. However, in order to reduce the cost of the vehicle, it is not preferable to provide a current sensor as much as possible. It is required to consider reducing the number of current sensors.

Further, there may be a case where the current sensor fails, and it is preferable to detect the failure of the current sensor.

An object of the present invention is to provide a vehicle power supply system in which the number of current sensors is reduced.

In summary, the present invention is a power supply system for a vehicle, which is a power storage device, a charger that receives power from an external power supply and charges the power storage device, a signal receiving unit that receives a charge control signal from the external power supply, and a signal reception The first power that can be supplied from the external power source to the vehicle is calculated based on the charge control signal, and the first power is converted into the second power that takes into account the efficiency of the charger. And a control device that controls the charger so that the second power is output from the charger to the power storage device.

Preferably, the vehicle power supply system further includes a first current sensor that detects a current charged in the power storage device, and a first voltage sensor that detects a voltage of the power storage device. The control device outputs the second power to the charger as a charge command value. The control device calculates the actual power charged in the power storage device based on the output of the first current sensor and the output of the first voltage sensor, and when the actual power and the charge command value deviate, the charge command value Correct.

More preferably, the vehicle power supply system further includes a second voltage sensor for detecting a voltage supplied from the external power supply to the charger. The charger includes a second current sensor that detects a current supplied from the external power source to the charger. The control device calculates an estimated value of the detected value of the second current sensor based on the actual power and the output of the second voltage sensor, compares the detected value of the second current sensor with the estimated value, and calculates the second value. Determine the failure of the current sensor.

In another aspect, the present invention is a vehicle including any one of the power supply systems described above.
In still another aspect, the present invention is a control method for a power supply system of a vehicle. A power supply system for a vehicle includes a power storage device and a charger that receives power from an external power source and charges the power storage device. The control method receives a charge control signal from an external power source, calculates a first power that can be supplied to the vehicle from the external power source based on the charge control signal, and considers the efficiency of the charger with the first power. The second power is converted into the second power, and the charger is controlled so that the second power is output from the charger to the power storage device.

Preferably, the vehicle power supply system further includes a first current sensor that detects a current charged in the power storage device, and a first voltage sensor that detects a voltage of the power storage device. The step of controlling the charger outputs the second power to the charger as a charge command value. The control method includes charging when the step of calculating the actual power charged in the power storage device based on the output of the first current sensor and the output of the first voltage sensor is different from the charge command value. And a step of correcting the command value.

More preferably, the vehicle power supply system further includes a second voltage sensor for detecting a voltage supplied from the external power supply to the charger. The charger includes a second current sensor that detects a current supplied from the external power source to the charger. The control method includes a step of calculating an estimated value of the detected value of the second current sensor based on the actual power and the output of the second voltage sensor, and comparing the detected value of the second current sensor with the estimated value. And determining a failure of the second current sensor.

According to the present invention, since the number of current sensors is reduced, the cost of the vehicle can be reduced. In some cases, the failure of the current sensor can be detected quickly.

1 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to an embodiment of the present invention. It is a schematic block diagram of the charger 42 and the cable 55 which were shown in FIG. FIG. 2 is a schematic diagram showing a configuration related to plug-in charging of a vehicle 100. It is a flowchart for demonstrating the control made variable in charge electric power performed at the time of plug-in charge. It is a figure for demonstrating the relationship between requestable charging current and pilot signal CPLT. 4 is a flowchart for explaining failure detection of a current sensor 92 inside a charger 42.

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

FIG. 1 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to an embodiment of the present invention. Hereinafter, the “hybrid vehicle” may be simply referred to as “vehicle”.

Referring to FIG. 1, hybrid vehicle 100 includes a power storage device 10, a system main relay 11, a converter 12, a main positive bus MPL, a main negative bus MNL, a smoothing capacitor C, a complementary capacitor. Machine 22. Hybrid vehicle 100 further includes inverters 30-1 and 30-2, motor generators 32-1 and 32-2, power split device 34, engine 36, and drive wheels 38.

Hybrid vehicle 100 further includes

voltage sensors

14, 18, 20, current sensor 16, and MG-ECU (Electronic Control Unit) 40. Hybrid vehicle 100 further includes a charger 42, an HV-ECU 46, and a power cable 50.

Hybrid vehicle 100 further includes a power cable 53, a relay 51-2, and an inlet 54 for connecting to a connector 56 of charging cable 55. The charging cable 55 includes a plug 57 for connecting to a connector 59 (for example, an outlet of a house) connected to an external power source 58 and a CCID (Charging Circuit Interrupt Device) 60.

The power storage device 10 is a rechargeable DC power source, and includes, for example, a secondary battery such as nickel metal hydride or lithium ion, a large capacity capacitor, and the like. Power storage device 10 is connected to converter 12 via system main relay 11. System main relay 11 is provided between power storage device 10 and converter 12.

Converter 12 is connected to main positive bus MPL and main negative bus MNL. Converter 12 performs voltage conversion between power storage device 10 and main positive bus MPL and main negative bus MNL based on signal PWC1 from MG-ECU 40.

Auxiliary machine 22 is connected to positive line PL1 and negative line NL1 disposed between system main relay 11 and converter 12. Smoothing capacitor C is connected between main positive bus MPL and main negative bus MNL, and reduces power fluctuation components contained in main positive bus MPL and main negative bus MNL.

Inverters 30-1 and 30-2 are connected in parallel to main positive bus MPL and main negative bus MNL. Inverter 30-1 drives motor generator 32-1 based on signal PWI1 from MG-ECU 40. Inverter 30-2 drives motor generator 32-2 based on signal PWI2 from MG-ECU 40.

Motor generators 32-1 and 32-2 are AC rotating electric machines, for example, permanent magnet type synchronous motors having a rotor in which permanent magnets are embedded. Motor generators 32-1 and 32-2 are connected to power split device 34. Power split device 34 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so as to be capable of rotating, and is connected to the crankshaft of the engine 36. The sun gear is coupled to the rotation shaft of motor generator 32-1. The ring gear is connected to the rotation shaft of motor generator 32-2 and drive wheel 38. By this power split device 34, the power generated by the engine 36 is divided into a path transmitted to the drive wheels 38 and a path transmitted to the motor generator 32-1.

The motor generator 32-1 generates power using the power of the engine 36 divided by the power split device 34. For example, when the state of charge (SOC) of power storage device 10 is reduced, engine 36 is started and power is generated by motor generator 32-1, and the generated power is supplied to the power storage device.

On the other hand, motor generator 32-2 generates driving force using at least one of the electric power supplied from power storage device 10 and the electric power generated by motor generator 32-1. The driving force of the motor generator 32-2 is transmitted to the driving wheels 38. When the vehicle is braked, the kinetic energy of the vehicle is transmitted from the drive wheel 38 to the motor generator 32-2 to drive the motor generator 32-2, and the motor generator 32-2 operates as a generator. Thus, motor generator 32-2 operates as a regenerative brake that converts and recovers the kinetic energy of the vehicle into electric power.

MG-ECU 40 generates a signal PWC1 for driving converter 12 and outputs the generated signal PWC1 to converter 12. MG-ECU 40 generates signals PWI1 and PWI2 for driving motor generators 32-1 and 32-2, and outputs the generated signals PWI1 and PWI2 to inverters 30-1 and 30-2, respectively. .

Charger 42 has an input end connected to power cable 50, and an output end connected to positive line PL1 and negative line NL1 disposed between system main relay 11 and converter 12. The charger 42 receives power supplied from a power source 58 outside the vehicle (hereinafter also referred to as “external power source”). Charger 42 receives charge power command value CHPW from HV-ECU 46. The charger 42 outputs a voltage suitable for charging the power storage device 10. Specifically, charger 42 converts AC power from an external power source into DC power, and controls the voltage of the DC power to a voltage suitable for charging power storage device 10.

The charging cable 55 that connects the plug-in hybrid vehicle and the external power source 58 includes a connector 56, a plug 57, and a CCID (Charging Circuit Interrupt Device) 60.

When the inlet 54 of the hybrid vehicle 100 is connected to the connector 56 of the charging cable 55, the plug 57 of the charging cable 55 is connected to the connector 59 of the external power supply 58, and the relay 51-2 is closed. The charger 42 receives the power supplied from the external power source 58 via the charging cable 55, the inlet 54, and the power cables 43 and 50.

The voltage sensor 14 detects the voltage VB of the power storage device 10 and outputs the detected value to the battery monitoring unit 24. Current sensor 16 detects current IB input / output to / from power storage device 10 and outputs the detected value to battery monitoring unit 24.

The voltage sensor 18 detects the voltage VL between the positive line PL1 and the negative line NL1, and outputs the detected value to the HV-ECU 46. Voltage sensor 20 detects voltage VHM between main positive bus MPL and main negative bus MNL, and outputs the detected value to HV-ECU 46.

HV-ECU 46 calculates the target value of the charging power (kW / h) of power storage device 10 based on pilot signal CPLT when power storage device 10 is charged using charging cable 55.

The power cable 53 is provided at the input end of the charger 42. When the inlet 54 is connected to the connector 56 of the charging cable 55 and the plug 57 of the charging cable 55 is connected to the connector 59 of the external power supply 58, the HV-ECU 46 turns on the relay 51-2. When relay 51-2 is turned on, the end of power cable 53 is electrically connected to the input end of charger 42 via power cable 50. Thereby, the charger 42 receives the electric power supplied from the external power supply 58 through the charging cable 55, the inlet 54, and the power cables 43 and 50.

FIG. 2 is a schematic configuration diagram of charger 42 and cable 55 shown in FIG.
Referring to FIG. 2, charger 42 includes a filter 81, an AC / DC conversion unit 82, a smoothing capacitor 83, a DC / AC conversion unit 84, an insulating transformer 85, a rectification unit 86, and a temperature sensor 87. And

voltage sensors

91 and 93, a current sensor 92, and a microcomputer 88.

Filter 81 is provided between vehicle inlet 54 and AC / DC converter 82 to prevent high-frequency noise from being output from vehicle inlet 54 to external power supply 58 when power storage device 10 is charged by external power supply 58. To do. AC / DC converter 82 includes a single-phase bridge circuit. The AC / DC converter 82 converts AC power supplied from the external power supply 58 into DC power based on a drive signal from the microcomputer 88 and outputs the DC power to the positive line PLC and the negative line NLC. Smoothing capacitor 83 is connected between positive line PLC and negative line NLC, and reduces the power fluctuation component contained between positive line PLC and negative line NLC.

The DC / AC converter 84 includes a single-phase bridge circuit. The DC / AC conversion unit 84 converts the DC power supplied from the positive line PLC and the negative line NLC into high frequency AC power based on the drive signal from the microcomputer 88 and outputs the high frequency AC power to the insulation transformer 85. Insulation transformer 85 includes a core including a magnetic material, and a primary coil and a secondary coil wound around the core. The primary coil and the secondary coil are electrically insulated and connected to the DC / AC converter 84 and the rectifier 86, respectively. Insulating transformer 85 converts high-frequency AC power received from DC / AC converter 84 into a voltage level corresponding to the turn ratio of the primary coil and the secondary coil, and outputs the voltage level to rectifier 86. Rectifying unit 86 rectifies the AC power output from insulation transformer 85 into DC power and outputs the DC power to positive line PL1 and negative line NL1.

The voltage sensor 91 detects the voltage of the external power supply 58 and outputs the detected value to the microcomputer 88. Current sensor 92 detects a current supplied from external power supply 58 and outputs the detected value to microcomputer 88. Voltage sensor 93 detects the voltage between positive line PLC and negative line NLC, and outputs the detected value to microcomputer 88.

The microcomputer 88 generates a drive signal for driving the AC / DC conversion unit 82 and the DC / AC conversion unit 84 so that the output power matches the charging power command value CHPW. Then, the microcomputer 88 outputs the generated drive signal to the AC / DC converter 82 and the DC / AC converter 84.

The HV-ECU 46 calculates charging power from the voltage VB and current IB transmitted from the battery monitoring unit 24, and executes feedback control of the charging power command value CHPW.

The temperature sensor 87 detects whether or not the save operation condition that the charger 42 may be overheated is satisfied. Specifically, the temperature sensor 87 detects the temperature TC of the charger 42 and transmits it to the microcomputer 88. The microcomputer 88 changes the operation mode of the charger 42 between the save mode and the normal mode based on the temperature TC output from the temperature sensor 87. The power limiting unit 80 limits the power from the power supply outside the vehicle under the control of the microcomputer 88 and supplies it as charging power to the power storage device 10.

The charging cable 55 that connects the plug-in hybrid vehicle and the external power source 58 includes a connector 56, a plug 57, and a CCID 60.

The connector 56 of the charging cable 55 is connected to an inlet 54 provided in the plug-in hybrid vehicle. The connector 56 is provided with a switch 66. The switch 66 is closed in a state where the connector 56 of the charging cable 55 is connected to the inlet 54 provided in the plug-in hybrid vehicle, and the connector 56 of the charging cable 55 is connected to the inlet 54 provided in the plug-in hybrid vehicle. A connector signal PISW indicating that the state has been achieved is input to the HV-ECU 46.

The plug 57 of the charging cable 55 is provided in a house and connected to a connector 59 to which AC power is supplied from an external power source 58.

CCID 60 includes a relay 62 and a control pilot circuit 64. When the relay 62 is opened, the path for supplying power from the external power source 58 of the plug-in hybrid vehicle to the plug-in hybrid vehicle is blocked. When the relay 62 is closed, power can be supplied from the external power source 58 of the plug-in hybrid vehicle to the plug-in hybrid vehicle. The state of the relay 62 is controlled by the HV-ECU 46 in a state where the connector 56 of the charging cable 55 is connected to the inlet 54 of the plug-in hybrid vehicle.

The control pilot circuit 64 is connected to the control pilot line when the plug 57 of the charging cable 55 is connected to the connector 59, that is, the external power source 58, and the connector 56 is connected to the inlet 54 provided in the plug-in hybrid vehicle. Send signal CPLT. Pilot signal CPLT is output from an oscillator (not shown) provided in control pilot circuit 64.

When the plug 57 of the charging cable 55 is connected to the connector 59, the control pilot circuit 64 can output the pilot signal CPLT even if the connector 56 is disconnected from the inlet 54 provided in the plug-in hybrid vehicle. However, the HV-ECU 46 cannot detect the output pilot signal CPLT when the connector 56 is removed from the inlet 54 provided in the plug-in hybrid vehicle.

When plug 57 of charging cable 55 is connected to connector 59 and connector 56 is connected to inlet 54 of the plug-in hybrid vehicle, control pilot circuit 64 provides pilot signal CPLT having a predetermined pulse width (duty cycle). Is output.

The plug-in hybrid vehicle is notified of the current capacity that can be supplied (current capacity that can be requested by the vehicle) based on the pulse width of the pilot signal CPLT. For example, the plug-in hybrid vehicle is notified of the current capacity of the charging cable 55 and the current capacity determined from the capacity of the external power supply.

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

In the present embodiment, in a state where the plug-in hybrid vehicle and external power supply 58 are connected by charging cable 55, power storage device 10 is charged by supplying power supplied from external power supply 58 to power storage device 10. Is done. When the power storage device 10 is charged, the system main relay 11 and the relay 62 in the CCID 60 are closed.

The AC voltage VAC of the external power source 58 is detected by a voltage sensor 91 provided inside the plug-in hybrid vehicle. The detected voltage VAC is transmitted to the HV-ECU 46.

FIG. 3 is a schematic diagram showing a configuration related to plug-in charging of vehicle 100.
FIG. 4 is a flowchart for explaining control executed when plug-in charging is performed to vary charging power.

3 and 4, when the plug 57 is connected to the external power source and the connector 56 is connected to the inlet 54, the processing is started. First, in step S1, the HV-ECU 46 receives the pilot signal CPLT and converts the pilot signal CPLT into a requestable charging current within the HV-ECU 46.

FIG. 5 is a diagram for explaining the relationship between the chargeable charge current and the pilot signal CPLT.

As shown in FIG. 5, the relationship between the duty ratio (pulse width) of pilot signal CPLT and the charging current that can be requested by the vehicle is defined. The current value increases as the pulse width increases. Based on this predetermined relationship, the HVECU 46 obtains a charging current value that can be requested by the vehicle from the pilot signal CPLT. For example, the allowable current value varies depending on the thickness of the charging cable. The allowable current value varies depending on the capacity of the external power supply. The pilot signal CPLT includes information regarding these allowable currents.

Referring to FIGS. 3 and 4 again, the power command value on the input side of charger 42 is calculated in step S2. This charge power command value is obtained by the product of the chargeable charge current calculated in step S1 and the voltage value detected by voltage sensor 91. Instead of the detection value of voltage sensor 91, a fixed value such as a voltage value (for example, 100V or 200V) supplied from an external power source may be adopted.

Subsequently, in step S3, charging power command value filtering processing on the input side of the charger 42 is executed. This filtering process prevents the charge power command value from changing suddenly when the value indicated by pilot signal CPLT fluctuates due to noise or the like.

In this embodiment, charger 42 operates to output a power value given by charging power command value CHPW. Therefore, in step S4, the power command value on the input side of the charger is multiplied by the charger efficiency to calculate the power command value on the charge output side. That is, when the charging power command value Po on the charger output side, the charging power command value Pi on the charger input side, and the charger efficiency η, it can be expressed by the following equation.
Po = Pi × η
Subsequently, in step S5, the HV-ECU 46 transmits the charging power command value CHPW to the charger 42. In step S6, the charger 42 outputs charging power based on the charging power command value CHPW.

In step S 7, the HV-ECU 46 acquires the measurement values obtained by the current sensor 16 and the voltage sensor 14 from the battery monitoring unit 24. In step S8, the HV-ECU 46 calculates the actual power value by multiplying the current IB and the voltage VB obtained from the battery monitoring unit 24. In step S9, the HV-ECU determines whether or not the difference between the power command value and the actual power is large. Specifically, it is determined whether (power command value−α) <actual power <(power command value + α) is satisfied.

In step S9, when the difference between the actual power and the power command value is less than α, the process ends in step S11. On the other hand, if the difference between the actual power and the power command value is larger than α in step S9, the HV-ECU 46 corrects the charge power command value in step S10, and the process ends in step S11.

As described above, in this embodiment, the chargeable command value on the charger input side is calculated by calculating the chargeable charge current from the pilot signal CPLT. As a result, it is possible to control external charging without providing a current sensor on the input side of the charger 42, that is, the path from the inlet to the charger. Further, the actual power obtained from the current value and the voltage value obtained via the battery monitoring unit 24 is compared with the charge power command value of the charger 42, and the command value is corrected based on the comparison result, thereby improving accuracy. Charge control can be performed well.

By the way, when the current sensor 92 in the charger 42 breaks down, it is necessary to quickly detect and stop the charging.

FIG. 6 is a flowchart for explaining failure detection of the current sensor 92 inside the charger 42.

Referring to FIGS. 3 and 6, first, when the process is started, in step S21, HV-ECU 46 determines the actual power obtained from the product of current value IB and voltage value VB obtained via battery monitoring unit 24. The current value on the charger input side is estimated by dividing the value by the voltage value of the voltage sensor 91.

In step S22, the HV-ECU 46 compares the estimated current value on the charger input side with the required charge current value converted from the pilot signal CPLT, and determines whether the current sensor 92 is normal / failed. That is, it is determined whether or not the current value estimated in step S21 is within ± α% of the requestable charge current value.

If the estimated current value is within ± α% of the chargeable current value that can be requested, it is determined that the current sensor 92 is normal, and the process ends in step S24. On the other hand, if the estimated current value is not within ± α% of the requestable charging current value in step S22, the process proceeds to step S23. In step S23, it is determined that the current sensor 92 inside the charger has failed. In step S24, the process ends. If a failure of the current sensor 92 is detected, measures such as turning on the warning lamp or stopping plug-in charging are taken.

In this way, it is possible to determine the failure of the current sensor 92 by estimating the input current and comparing it with the chargeable current value that can be requested. Note that the failure may be determined by comparing the input current estimated value with the detected value of the current sensor 92. By performing such processing, a failure of the current sensor can be quickly determined.

If charging is performed with the current sensor failed, the voltage may decrease and the current may increase, causing the cable to heat up.However, according to the present embodiment, if the current sensor has failed, it will be charged without knowing. Can be prevented.

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.

10 power storage device, 11 system main relay, 12 converter, 14, 18, 20, 91, 93 voltage sensor, 16, 92 current sensor, 22 auxiliary machine, 24 battery monitoring unit, 30 inverter, 32 motor generator, 34 power split device , 36 engine, 38 drive wheel, 42 charger, 43, 50, 53 power cable, 51, 62 relay, 54 inlet, 55 charging cable, 56, 59 connector, 57 plug, 58 power supply, 64 control pilot circuit, 66 switch , 80 power limiting unit, 81 filter, 82, 84 conversion unit, 83, C smoothing capacitor, 85 insulation transformer, 86 rectification unit, 87 temperature sensor, 88 microcomputer, 100 hybrid vehicle, MNL main negative bus, MPL main positive Line, NL1, NLC negative electrode line, PL1, PLC positive line.

Claims

A vehicle power supply system,
A power storage device (10);
A charger (42) for receiving power from an external power source and charging the power storage device;
A signal receiver (54) for receiving a charge control signal from the external power source;
The charging control signal is received from the signal receiving unit, first electric power that can be supplied from the external power source to the vehicle is calculated based on the charging control signal, and the first electric power is calculated as the efficiency of the charger. And a control device (46) for controlling the charger so that the second power is output from the charger to the power storage device.
A first current sensor (16) for detecting a current charged in the power storage device;
A first voltage sensor (14) for detecting the voltage of the power storage device,
The control device outputs the second power to the charger as a charge command value,
The control device calculates the actual power charged in the power storage device based on the output of the first current sensor and the output of the first voltage sensor, and the actual power and the charge command value deviate from each other. The power supply system for a vehicle according to claim 1, wherein the charging command value is corrected in a case.
A second voltage sensor (91) for detecting a voltage supplied from the external power source to the charger;
The charger is
A second current sensor (92) for detecting a current supplied from the external power source to the charger;
The control device calculates an estimated value of a detection value of the second current sensor based on the actual power and an output of the second voltage sensor, and calculates the detection value of the second current sensor as the estimated value. The power supply system for a vehicle according to claim 2, wherein a failure of the second current sensor is determined in comparison with the second power sensor.
A vehicle comprising the power supply system according to any one of claims 1 to 3.
A control method for a power supply system of a vehicle,
The power supply system for a vehicle includes a power storage device (10) and a charger (42) that receives power from an external power source and charges the power storage device.
The control method is:
Receiving a charge control signal from the external power source and calculating first power that can be supplied from the external power source to the vehicle based on the charge control signal (S1, S2);
Converting the first power into second power in consideration of the efficiency of the charger (S4);
A control method for a vehicle power supply system, comprising: controlling the charger so that the second power is output from the charger to the power storage device (S5).
The vehicle power supply system further includes a first current sensor (16) for detecting a current charged in the power storage device, and a first voltage sensor (14) for detecting a voltage of the power storage device,
The step of controlling the charger (S5) outputs the second power to the charger as a charge command value,
The control method is:
Calculating actual power charged in the power storage device based on the output of the first current sensor and the output of the first voltage sensor (S7, S8);
The vehicle power system control method according to claim 5, further comprising a step (S9, S10) of correcting the charge command value when the actual power deviates from the charge command value.
The vehicle power supply system further includes a second voltage sensor (91) for detecting a voltage supplied from the external power supply to the charger,
The charger includes a second current sensor (92) for detecting a current supplied from the external power source to the charger;
The control method calculates an estimated value of a detection value of the second current sensor based on the actual power and an output of the second voltage sensor (S21);
The vehicle according to claim 6, further comprising a step (S22, S23) of comparing a detected value of the second current sensor with the estimated value to determine a failure of the second current sensor. Power system control method.