Electronic equipment and vehicle

Abstract

The invention relates to electronic equipment and a vehicle. An EVSE (electronic device) externally supplies power of a battery to an electrical load. The EVSE externally charges the battery with the power of the power system. The vehicle side ECU and the ECU are connected through a CPLT signal line. When a short circuit occurs on the EVSE side from the charger / discharger during external power supply or external charging, the ECU identifies a short circuit occurrence site on the basis of a detection value from the current sensor. In addition, the information of the short-circuit location is communicated from the ECU to the vehicle-side ECU by using the CPLT signal line.

Description

Technical Field

[0001] The present disclosure relates to electronic devices and vehicles. Background Art

[0002] Japanese Patent Application Laid-Open No. 2017-118684 describes that in an electric vehicle equipped with an externally chargeable power storage device, when a stop condition for external charging is satisfied, the potential of a pilot signal input from a charging device to the electric vehicle is changed in a predetermined pattern. In Japanese Patent Application Laid-Open No. 2017-118684, the change pattern when fully charged and the change pattern when not fully charged are changed. In this way, whether the power storage device is fully charged can be communicated from the electric vehicle to the charging device.

[0003] It is known that a power storage device mounted on a vehicle is effectively utilized and the power of the power storage device is supplied to an external load (electrical load) (external power supply) (for example, V2L (Vehicle to Load)). When performing external power supply, it is considered that a device (having an interactive function) for adjusting the external power supply is provided between the vehicle and the external load. In the event of a short circuit between the device and the external load, the discharge from the vehicle (power storage device) is stopped, and the external power supply is stopped. At this time, it is desired to determine which of the device or the external load has a short circuit, that is, the location where the short circuit occurred.

[0004] When the power storage device mounted on the vehicle is externally charged, a device (e.g., a charging pile) for adjusting the external charging is provided between the external power source such as the power system and the vehicle. In the event of a short circuit between the device and the external power source, the power supply to the vehicle (power storage device) is stopped, and the external charging is stopped. At this time, it is desirable to determine which of the device or the external power source has a short circuit, that is, the location where the short circuit has occurred. In Japanese Patent Application Laid-Open No. 2017-118684, there is no mention of determining the location where the short circuit has occurred. Summary of the invention

[0005] An object of the present disclosure is to identify a short-circuit occurrence location when external power supply or external charging is performed using an electronic device connected to a vehicle equipped with a power storage device.

[0006] The electronic device of the present disclosure is an electronic device connected between at least one of an electric load and a power system and a vehicle equipped with a power storage device.

[0007] Electronic equipment shall have:

[0008] a first current sensor for detecting a current in a first power line connected to the vehicle;

[0009] a second current sensor for detecting a current in a second power line connected to one of the electrical load and the power system;

[0010] a communication unit that communicates with the vehicle; and

[0011] Control device.

[0012] When a short circuit occurs in a circuit including an electrical load or a power system and an electronic device, the control device determines the short circuit occurrence location based on the detection values ​​of the first current sensor and the second current sensor, and sends information on the short circuit occurrence location to the vehicle through the communication unit.

[0013] According to this structure, the electronic device is connected between the vehicle and the electrical load. Alternatively, the electronic device is connected between the vehicle and the power system (external power supply). The first current sensor detects the current of the power line connected to the vehicle, and the second current sensor detects the current of the power line connected to the electrical load or the power system.

[0014] If a short circuit occurs in a circuit including an electrical load (or power system) and an electronic device, a short circuit current flows in the short circuit occurrence location. Depending on the location where the short circuit current flows (short circuit occurrence location), the current of the power line connected to the vehicle and the current of the power line connected to the electrical load or power system change. The control device detects the current change through the first current sensor and the second current sensor to determine the short circuit occurrence location. The information of the short circuit occurrence location is sent to the vehicle through the communication unit, thereby being able to determine the short circuit occurrence location in the vehicle.

[0015] Preferably, when the first current sensor and the second current sensor detect a current from the power supplied from the power storage device to the electronic device, the control device determines that the short-circuit occurrence site is the electrical load or the power system.

[0016] Furthermore, when only the first current sensor detects a current from the electric power supplied from the power storage device to the electronic device, the control device determines that the short-circuit occurrence site is the electronic device.

[0017] In the case of a short circuit in an electronic device, if power is supplied from the power storage device to the electronic device, current flows in the first power line, but no current flows in the second power line. Therefore, in the case where the current is detected only by the first current sensor, it can be determined that the short circuit occurred in the electronic device. In the case of a short circuit in an electrical load or a power system, if power is supplied from the power storage device to the electronic device, current flows in the first power line and the second power line. Therefore, in the case where the current is detected by the first current sensor and the second current sensor, it can be determined that the short circuit occurred in the electrical load or the power system.

[0018] Preferably, the electronic device is configured as follows:

[0019] If the connector of the electronic device is connected to the socket of the vehicle, power can be received and supplied between the power storage device and the electronic device, and

[0020] The communication with the vehicle is performed using a signal line that is connected when the connector is connected to the socket.

[0021] The communication unit transmits information on the short-circuit occurrence location to the vehicle using a signal line.

[0022] In the inlet of a vehicle equipped with a power storage device, a control pilot line (CPLT) signal line is sometimes provided for performing a charging session in accordance with IEC61851 or a high-level communication (HLC) process specified in ISO15118. If the CPLT signal line is effectively used as the signal line, communication can be performed without providing a separate signal line.

[0023] The vehicle disclosed herein is a vehicle connected to the above-described electronic device.

[0024] The vehicle includes a vehicle-side control device and a reporting device.

[0025] The vehicle-side control device reports the short-circuit occurrence location based on the information on the short-circuit occurrence location received from the communication unit of the electronic device.

[0026] According to this configuration, the short-circuit occurrence location can be notified to the user of the vehicle.

[0027] According to the present disclosure, it is possible to identify a short-circuit occurrence location when external power supply or external charging is performed using an electronic device connected to a vehicle equipped with a power storage device. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals designate like elements, and in which:

[0029] Figure 1 1 is a diagram showing a schematic configuration of a charge and discharge system according to the present embodiment.

[0030] Figure 2 1 is a diagram showing a sequence of short-circuit location diagnosis processing in the present embodiment.

[0031] Figure 3A This is a diagram showing the relationship between the short circuit occurrence location and the current.

[0032] Figure 3B This is a diagram showing the relationship between the short circuit occurrence location and the current.

[0033] Figure 3C This is a diagram showing the relationship between the short circuit occurrence location and the current. DETAILED DESCRIPTION

[0034] The embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their description will not be repeated.

[0035] Figure 1 : is a diagram showing a schematic structure of a charging and discharging system S of the present embodiment. The charging and discharging system S includes a vehicle 1 and an electronic device 200. The vehicle 1 has a battery 130 that stores electric power for traveling. The battery 130 is equivalent to the "power storage device" of the present disclosure. The vehicle 1 can be a battery electric vehicle (BEV) that can travel only using the electric power stored in the battery 130, or a plug-in hybrid electric vehicle (PHEV) that can travel using both the electric power stored in the battery 130 and the output of an engine (not shown).

[0036] The battery 130 is a battery pack. The battery pack is composed of a plurality of single batteries (battery cells) electrically connected to each other. The battery cell may be a lithium-ion battery. The battery cell may also be a secondary battery other than a lithium-ion battery (for example, a nickel-hydrogen battery).

[0037] The vehicle 1 is provided with a vehicle-side electronic control unit (ECU) 100. The vehicle-side ECU 100 is configured to perform charging control and discharging control on a battery 130. The vehicle 1 is also provided with a monitoring module 140 for monitoring the state of the battery 130. The monitoring module 140 includes: a battery sensor for detecting the state of a battery pack included in the battery 130; and a signal processing circuit for processing an output signal of the battery sensor. The monitoring module 140 outputs the sensor signal processed by the signal processing circuit to the vehicle-side ECU 100. The battery sensor includes a voltage sensor, a current sensor, and a temperature sensor for respectively detecting the voltage, current, and temperature of the battery pack. The vehicle-side ECU 100 can obtain the state of the battery pack (e.g., temperature, current, voltage, SOC (State Of Charge) and internal resistance) based on the output of the monitoring module 140.

[0038] The vehicle 1 includes a socket 110 and a charger and discharger 120. The socket 110 can be connected to a connector 210 of an electronic device 200. The socket 110 is connected to the charger and discharger 120 via a power line. The charger and discharger 120 is located between the socket 110 and the battery 130. The charger and discharger 120 is connected to the battery 130 via a power line Ls. The charger and discharger 120 includes a relay and a power conversion circuit (both not shown) for switching the connection / disconnection of the power path from the socket 110 to the battery 130. In the present embodiment, the power conversion circuit includes a DC / AC converter, which converts the DC power of the battery 130 into AC power and supplies it to the socket 110 side. In addition, the power conversion circuit converts the AC power input from the socket 110 into DC power to charge the battery 130. The relay and the power conversion circuit included in the charger and discharger 120 are respectively controlled by the vehicle-side ECU 100.

[0039] The vehicle 1 is provided with a monitoring module 121 for monitoring the state of the charger and discharger 120. The monitoring module 121 includes various sensors for detecting the state (e.g., voltage, current, and temperature) of the charger and discharger 120, and outputs the detection results to the vehicle-side ECU 100. In this embodiment, the monitoring module 121 is configured to detect the voltage and current input to the power conversion circuit and the voltage and current output from the power conversion circuit.

[0040] The vehicle-side ECU 100 includes a processor 101 and a storage device 102. In addition, the vehicle-side ECU 100 has a CPLT signal processing unit 103 as a functional block. The processor 101 executes a program stored in the storage device 102 to perform various controls in the vehicle-side ECU 100. The CPLT signal processing unit 103 processes a CPLT signal described later. The vehicle-side ECU 100 is equivalent to an example of the "vehicle-side control device" disclosed in the present invention.

[0041] The vehicle 1 further includes a travel drive unit 150 , an input device 160 , a notification device 170 , and drive wheels W. The travel drive unit 150 includes a power control unit (PCU) and a motor generator (MG) (not shown), and is configured to use the power stored in the battery 130 to drive the vehicle 1 .

[0042] The input device 160 is a device that receives input from a user. The input device 160 is operated by the user and outputs a signal corresponding to the user's operation to the vehicle-side ECU 100. The reporting device 170 is configured to perform a prescribed reporting process on a user (e.g., a passenger of the vehicle 1) when there is a request from the vehicle-side ECU 100. The reporting device 170 may be a display device such as a touch display. In this case, the touch display can serve as both the input device 160 and the reporting device 170. The reporting device 170 may include at least one of a speaker and a lamp (e.g., a MIL (malfunction warning lamp)). The reporting device 170 may be a dashboard, a head-up display, or a car navigation system.

[0043] The charging and discharging system S includes an electric vehicle service equipment (EVSE) 200. In the present embodiment, the EVSE 200 supplies power to the electrical load 300 with the power output from the charger and discharger 120 (the power stored in the battery 130). The electrical load 300 may be, for example, a household appliance. In the present disclosure, the power supply to the electrical load 300 is also referred to as external power supply. The power line L2 of the electrical load 300 is connected to the EVSE 200 via a connector, thereby enabling external power supply. In addition, the EVSE 200 charges the battery 130 via the charger and discharger 120 using the power supplied from the power system (external power source) 400. In the present disclosure, the charging of the battery 130 using the power of the power system is also referred to as external charging. The power line L3 of the power system 400 is connected to the EVSE 200 via a connector, thereby enabling external charging.

[0044] In the present embodiment, the EVSE 200 has the functions of external power supply and external charging, but may have only one of the functions of external power supply and external charging. The EVSE 200 corresponds to an example of the “electronic device” in the present disclosure.

[0045] EVSE 200 includes ECU 201, power circuit 202, power line L1 and connector 210. ECU 201 has the same structure as the vehicle-side ECU 100, and includes a processor, a storage device and a CPLT signal processing unit (not shown). ECU 201 is an example of a "control device" disclosed in the present invention. Connector 210 is provided at the top of power line L1, and connector 210 is connected to socket 110, thereby enabling power to be received and supplied between power circuit 202 and charger 120. Power circuit 202 includes a relay for switching connection / disconnection of the power path between power line L1 and power line L2, and a relay for switching connection / disconnection of the power path between power line L1 and power line L3 (both not shown). In addition, power circuit 202 may also include a current control circuit for controlling the supply current and the charging current.

[0046] ECU 201 controls the connection / disconnection of the relay of the power circuit 202 and the current control circuit. ECU 201 and connector 210 are connected through the CPLT signal line CL. Socket 110 and vehicle-side ECU 100 are also connected through the CPLT signal line CL. Connecting the connector 210 and socket 110 enables the vehicle-side ECU 100 and ECU 201 to receive and send signals via the CPLT signal line CL. This enables communication. The CPLT signal line CL and the power line L1 between ECU 201 and connector 210 are stored in the charging and discharging cable of EVSE 200. In addition, the CPLT signal line CL is provided to perform the communication (information exchange) specified by IEC61851 and ISO15118. The communication between the vehicle-side ECU 100 and ECU 201 using the CPLT signal line CL is equivalent to an example of the "communication unit" disclosed in the present invention.

[0047] A current sensor M1 is provided on the power line L1. The current sensor M1 detects the current value flowing through the power line L1. The EVSE 200 is provided with a current sensor M2. The current sensor M2 detects the current supplied from the power circuit 202 to the power line L2. The EVSE 200 is provided with a current sensor M3. The current sensor M2 detects the current supplied from the power line L3 to the power circuit 202. The detection signals of the current sensors M1, M2, and M3 are input to the ECU 201. The current sensor M1 is equivalent to the "first current sensor" of the present disclosure. The current sensor M2 or the current sensor M3 is equivalent to an example of the "second current sensor" of the present disclosure.

[0048] If the connector 210 is connected to the socket 110, the vehicle-side ECU 100 and the ECU 201 communicate via the CPLT signal line CL. Communication via the CPLT signal line is also referred to as CPLT communication. The vehicle-side ECU 100 and the ECU 201 exchange information through CPLT communication. With respect to the vehicle-side ECU 100 and the ECU 201, if the external power supply preparation is completed in both, the external power supply is started. Alternatively, with respect to the vehicle-side ECU 100 and the ECU 201, if the external charging preparation is completed in both, the external charging is started. With respect to the vehicle-side ECU 100 and the ECU 201, if a short circuit occurs in the power circuit between the power line L1 and the electrical load 300 during external power supply, the external power supply is stopped. In addition, with respect to the vehicle-side ECU 100 and the ECU 201, if a short circuit occurs in the power circuit between the power line L1 and the power system 400 during external charging, the external charging is stopped. In the present embodiment, when these short circuits occur, the short circuit occurrence location is identified using the detection values ​​of the current sensors M1 , M2 , and M3 .

[0049] Figure 2 : is a diagram showing the timing of the short-circuit part diagnosis processing in the present embodiment. If a short circuit occurs in the power circuit between the power line L1 and the electrical load 300 or the power circuit between the power line L1 and the power system 400 (refer to step 0, hereinafter the step is abbreviated as "S"), in S1, the external power supply / external charging is stopped. The stopping of the external power supply / external charging is performed, for example, by cutting off the relay between the charger and discharger 120 and the power circuit 202 and stopping the operation of the power conversion circuit of the charger and discharger 120. In addition, the detection of the short circuit can be detected by the short circuit detection circuit provided in the charger and discharger 120 and the EVSE 200, or can be detected based on the input and output power detected in the monitoring module 121. For example, when the current output from the charger and discharger 120 becomes an overcurrent during external power supply, it can be determined that a short circuit has occurred, and when the voltage input to the charger and discharger 120 becomes 0 during external charging, it can be determined that a short circuit has occurred.

[0050] Next, the charger 120 performs a check power supply (S10). In the check power supply, the charger 120 supplies a specified current (specified voltage) to the EVSE 200 via the power line L1 for a specified time. When the external power supply is stopped in S1, the EVSE 200 (ECU 201) connects the relay of the power path between the power line L1 and the power line L2. In addition, when the external charging is stopped in S1, the EVSE 200 (ECU 201) connects the relay of the power path between the power line L1 and the power line L3.

[0051] When the relay of the power path between the power line L1 and the power line L2 is connected (when external power supply is stopped), the ECU 201 (EVSE 200) detects the current by the current sensor M1 and the current sensor M2 (S20). When the relay of the power path between the power line L1 and the power line L3 is connected (when external charging is stopped), the ECU 201 detects the current by the current sensor M1 and the current sensor M3 (S20).

[0052] When checking the power supply, the ECU 201 determines whether the current is detected only in the current sensor M1 (S21). When the current is detected only in the current sensor M1, the ECU 201 sends a signal of mode A to the vehicle-side ECU 100 through the CPLT signal line CL (S22). When the current is detected in the current sensor M1 and the current sensor M2 (or the current sensor M1 and the current sensor M3), the ECU 201 sends a signal of mode B to the vehicle-side ECU 100 through the CPLT signal line CL.

[0053] The signal of mode A is a signal indicating that a short circuit has occurred in the EVSE 200 . FIG. 3A to FIG. 3C 2 is a diagram showing the relationship between the short circuit occurrence location and the current. If a short circuit occurs in the EVSE 200, a short circuit current flows in the short circuit occurrence location of the EVSE 200. Figure 3A As shown by the dotted line, it is checked that the current supplied flows in the current sensor M1. The current does not flow in the current sensor M2 and the current sensor M3. In the case where the current is detected only in the current sensor M1, a short circuit occurs in the EVSE 200. Regarding the signal of mode A, the potential of the CPLT signal can be set to a specified potential, or the potential of the CPLT signal can be changed according to a specified pattern. In addition, the duty cycle of the pulse width modulation (PWM) signal superimposed on the CPLT signal (change in potential) can also be set to a specified value.

[0054] When the relay of the power path between the power line L1 and the power line L2 is connected and the power supply is checked, if a short circuit occurs in the electrical load 300, a short circuit current flows in the short circuit occurrence portion of the electrical load 300. Figure 3B As shown by the dashed line in FIG. , the current for the inspection power supply flows through the current sensor M1 and the current sensor M2 . When the current sensor M1 and the current sensor M2 detect the current, a short circuit occurs in the electric load 300 .

[0055] When the relay of the power path between the power line L1 and the power line L3 is connected and the power supply is checked, if a short circuit occurs in the power system 400, a short circuit current flows in the short circuit occurrence part of the power system 400. Figure 3C As shown by the dashed line in , the current for the inspection power supply flows through the current sensor M1 and the current sensor M3. When the current sensor M1 and the current sensor M3 detect the current, a short circuit occurs in the power system 400.

[0056] The signal of mode B is a signal indicating that a short circuit has occurred in the electrical load 300 or the power system 400. Regarding the signal of mode B, the potential of the CPLT signal may be set to a predetermined potential different from that of mode A. Regarding the signal of mode B, the potential of the CPLT signal may be changed in a predetermined pattern different from that of mode A. In addition, the duty ratio of the PWM signal superimposed on the CPLT signal (change in potential) may be set to a predetermined value different from that of mode A.

[0057] If the vehicle-side ECU 100 receives a signal of mode A or mode B via the CPLT signal line CL, it reports the short-circuited part (S11). The short-circuited part is reported using the reporting device 170. For example, when the reporting device 170 is a display device, when the signal of mode A is received, it displays "a short circuit has occurred in the electronic device". In addition, when the vehicle-side ECU 100 receives mode B, it displays "a short circuit has occurred in the connected electrical load" or "a short circuit has occurred in the power system". At the same time, the MIL can also be lit up, and the short-circuited part can be notified by sound from the speaker.

[0058] According to the present embodiment, the EVSE 200 is connected between the vehicle 1 and the electric load 300. The EVSE 200 is connected between the vehicle 1 and the electric power system (external power supply) 400. The current sensor M1 detects the current of the power line connected to the vehicle 1. The detection signal is input to the ECU 201. The current sensor M2 detects the current of the power line connected to the electric load 300. The detection signal is input to the ECU 201. The current sensor M3 detects the current of the power line connected to the electric power system 400. The detection signal is input to the ECU 201.

[0059] When a short circuit occurs in a circuit including an electrical load 300 (or an electric power system 400) and an EVSE 200, if a check power supply is performed from the charger and discharger 120, a short circuit current flows at the short circuit occurrence location. Depending on the location where the short circuit current flows (short circuit occurrence location), the current sensor M1 and the current sensor M2 (or the current sensor M3) show different reactions. Thus, the short circuit occurrence location can be determined based on the detection signals of the current sensor M1 and the current sensor M2 (or the current sensor M3). The information of the short circuit occurrence location is sent to the vehicle-side ECU 100 through the CPLT signal line CL. Thus, in the vehicle 1, the short circuit occurrence location is determined.

[0060] According to the present embodiment, the information of the short-circuit occurrence location (signal of mode A, mode B) is transmitted from the vehicle-side ECU 100 to the ECU 201 using the CPLT signal line CL. The CPLT signal line CL is provided in advance so as to perform communication (information exchange) specified in IEC61851 and ISO15118. Therefore, the information of the short-circuit occurrence location can be transmitted from the vehicle-side ECU 100 to the ECU 201 without providing a new communication line.

[0061] In the above-mentioned embodiment, when a short circuit occurs in the external power supply, the external power supply is temporarily stopped, and then the power supply is checked and the short circuit location is determined. During the external power supply, if a short circuit occurs in the EVSE 200, the detection signal of the current sensor M2 becomes 0, but the current is detected in the current sensor M1. During the external power supply, when a short circuit occurs in the electrical load 300, both the current sensor M1 and the current sensor M2 detect the current. Therefore, when a short circuit occurs in the external power supply, by using the detection signals of the current sensor M1 and the current sensor M2 just before the short circuit occurs, it is possible to determine the short circuit location without checking the power supply. In this way, it is also possible to determine the short circuit location in the external power supply by using the detection signals of the current sensor M1 and the current sensor M2 just before the short circuit occurs, without checking the power supply.

[0062] The embodiments disclosed this time are to be considered in all respects as illustrative and non-restrictive. The scope of the present invention is indicated by the claims rather than the description of the embodiments above, and includes all modifications within the scope equivalent to the claims.

Claims

1. An electronic device connected between at least one of an electric load and a power system and a vehicle equipped with a power storage device, the electronic device comprising: a first current sensor for detecting a current in a power line connected to the vehicle; a second current sensor for detecting a current in a power line connected to said one of said electrical load or said power system; a communication unit for communicating with the vehicle; as well as Control device, When a short circuit occurs in a circuit including the electrical load or one of the power systems and the electronic device, the control device determines a location where the short circuit occurs based on a detection value of the first current sensor and a detection value of the second current sensor, and sends information about the location where the short circuit occurs to the vehicle through the communication unit.

2. The electronic device according to claim 1, When the first current sensor and the second current sensor detect a current through the power supplied from the power storage device to the electronic device, the control device determines that the short circuit occurs at the electrical load or the power system. When the current is detected only by the first current sensor, the control device determines that the short-circuit occurrence site is the electronic device.

3. The electronic device according to claim 1, The electronic device is configured as follows: If the connector of the electronic device is connected to the inlet of the vehicle, power can be received and supplied between the power storage device and the electronic device, and communicating with the vehicle using a signal line connected when the connector is connected to the socket, The communication unit transmits information on the short-circuit occurrence location to the vehicle using the signal line.

4. A vehicle connected to the electronic device according to any one of claims 1 to 3, the vehicle comprising: a vehicle-side control device; and Reporting device, The vehicle-side control device reports the short-circuit occurrence location based on the information on the short-circuit occurrence location received from the communication unit.

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