vehicle

Abstract

To precisely perform power measurement in normal charging / discharging while suppressing an increase of cost in a vehicle corresponding to quick charging and normal charging / discharging.SOLUTION: A vehicle 1 is an electric vehicle corresponding to quick charging and normal charging / discharging. When normal charging / discharging is executed, an ECU 100 of the vehicle 1 sets relays 82 and 83 in a closed state and charges / discharges a battery 11 through power lines PL3 and NL2. The ECU 100 measures charging current or discharging current on the basis of a detection value of a current sensor 85, and measures charging power or discharging power on the basis of the detection value of the current sensor 85 and a detection value of a voltage sensor 77.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a vehicle configured to be able to charge and discharge an on-board battery using power supplied from a power source external to the vehicle. [Background technology]

[0002] In recent years, vehicles that can be externally charged by using power supplied from a power source outside the vehicle to charge the on-board battery, such as electric vehicles and plug-in hybrid vehicles, are becoming more common. For example, Japanese Patent Application Laid-Open Publication No. 2014-75297 (Patent Document 1) discloses a vehicle that can be charged with AC (Alternate Current) and DC (Direct Current). This vehicle detects a charging current based on the output of a current sensor 22 provided in a positive line PL that connects a positive terminal of a main battery 10 and a boost circuit 23 (see Patent Document 1).

[0003] Among vehicles that support DC charging, there are those that support rapid charging, which receives a certain amount of power (for example, 50 kW) or more from a power source external to the vehicle to charge the on-board battery. Vehicles that support rapid charging can charge the battery with a large amount of power, so battery charging can be completed quickly. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2014-75297 A Summary of the Invention [Problem to be solved by the invention]

[0005] Technologies are being developed that use vehicles as power adjustment resources to perform peak shifting and peak cutting of grid power. Vehicles that support such technologies include vehicles that support V2H (Vehicle to Home), which transfers power between charging and discharging equipment installed at home, and vehicles that support V2G (Vehicle to Grid), which transfers power between the power grid. Hereinafter, charging and discharging performed by V2H or V2G will also be referred to as "normal charging and discharging." Furthermore, it is expected that vehicles that support normal charging and discharging as well as rapid charging will be developed.

[0006] Here, power measurement during charging or discharging of the battery may be performed in the vehicle. The power exchanged during normal charging or discharging is usually smaller than the power during rapid charging (i.e., less than a predetermined power). Since the power exchanged during normal charging and discharging is small, if the vehicle's electrical load (auxiliary device) is driven during normal charging and discharging, the power consumption cannot be ignored. Therefore, in current measurement using a current sensor 22 provided on the positive electrode line PL, as in the vehicle disclosed in Patent Document 1, the accuracy of power measurement during normal charging and discharging decreases.

[0007] In addition, in the vehicle disclosed in Patent Document 1, if a current sensor were to be installed in the charging line CPL branched off from the positive line PL to measure the current during quick charging and normal charging and discharging, it would be necessary to employ a current sensor capable of measuring a wide range of current, which would result in a significant increase in costs.

[0008] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to perform accurate power measurement during normal charging and discharging in a vehicle that supports both rapid charging and normal charging and discharging while suppressing increases in costs. [Means for solving the problem]

[0009] (1) A vehicle according to an aspect of the present disclosure is a vehicle configured to be capable of rapid charging, in which a battery is charged by receiving a supply of power equal to or greater than a predetermined power from an electric power facility via an inlet, and normal charging and discharging, in which the battery is charged and discharged with power less than a predetermined power between the electric power facility via the inlet. The vehicle includes an electric load, a first power line electrically connecting the battery and the electric load, a second power line electrically connecting the inlet and the first power line, a first relay provided on the second power line, a third power line bypassing the first relay and electrically connecting the inlet and the first power line, a second relay provided on the third power line, a first current sensor detecting a current flowing through the first power line between a connection point of the second power line and the battery, a second current sensor detecting a current flowing through the third power line, and a control device controlling the first relay and the second relay. When performing rapid charging, the control device controls the first relay to a closed state and the second relay to an open state, and measures the current using the detection value of the first current sensor, and when performing normal charging / discharging, the control device controls the first relay to an open state and the second relay to a closed state, and measures the current using the detection value of the second current sensor.

[0010] According to the above configuration, when normal charging and discharging are performed, the first relay is controlled to be in an open state and the second relay is controlled to be in a closed state, and power is exchanged through the third power line. Then, the current flowing through the third power line is measured as the current in normal charging and discharging using the detection value of the second current sensor. As a result, even if an electric load is driven during normal charging and discharging, the current can be measured with high accuracy without being affected by the power consumption of the electric load. Therefore, power measurement in normal charging and discharging can be performed with high accuracy. In addition, since the third power line and the second current sensor are not used in rapid charging, those compatible only with normal charging and discharging can be adopted. Therefore, an increase in cost can be suppressed compared to the case where a power line and a current sensor compatible with rapid charging and normal charging and discharging are added.

[0011] (2) In one embodiment, the allowable current value of the third power line is smaller than the allowable current value of the second power line.

[0012] According to the above configuration, the third power line provided as a path dedicated to normal charging and discharging has a smaller allowable current value than the second power line corresponding to rapid charging, thereby making it possible to suppress an increase in costs due to the provision of the third power line.

[0013] (3) In one embodiment, the rated current value of the second current sensor is smaller than the rated current value of the first current sensor.

[0014] According to the above configuration, the second current sensor that detects the current during normal charging and discharging has a smaller rated current value than the first current sensor that detects the current during quick charging, thereby preventing an increase in costs due to the provision of the second current sensor.

[0015] (4) In one embodiment, even if the power equipment supports rapid charging, when the supplyable power of the power equipment is limited to less than a predetermined power, the control device controls the first relay to an open state and the second relay to a closed state, and measures the current using the detection value of the second current sensor.

[0016] When the power supply capacity of the power equipment is limited to less than a predetermined power, it may be affected by the power consumption of the electric load, as in the case of normal charging and discharging. According to the above configuration, even if the power equipment supports quick charging, when the power supply capacity of the power equipment is limited to less than a predetermined power, the first relay is controlled to be in an open state and the second relay is controlled to be in a closed state, and charging is performed via the third power line. As a result, even if the electric load is driven during normal charging and discharging, the current can be accurately measured without being affected by the power consumption of the electric load. Effect of the Invention

[0017] According to the present disclosure, in a vehicle capable of both rapid charging and normal charging and discharging, it is possible to perform accurate power measurement during normal charging and discharging while suppressing increases in costs. [Brief description of the drawings]

[0018] [Figure 1] 1 is an overall configuration diagram of a vehicle according to an embodiment; [Diagram 2] 4 is a flowchart showing a procedure of a process related to quick charging and normal charging / discharging. [Diagram 3] 10 is a flowchart showing a procedure of processes relating to rapid charging and normal charging / discharging according to the first modification. [Figure 4] 10 is a flowchart showing a procedure of processes relating to rapid charging and normal charging and discharging according to Modification 2. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference characters and their description will not be repeated.

[0020] <Configuration> 1 is an overall configuration diagram of a vehicle 1 according to the present embodiment. Vehicle 1 is configured to be able to exchange electric power with an EVPS (Electric Vehicle Power System) outside the vehicle. In the present embodiment, it is assumed that there are two power facilities, EVPS 200 and EVPS 300.

[0021] EVPS 300 is, for example, a public or domestic direct current (DC) type power facility for vehicles. In the present embodiment, EVPS 300 is capable of rapid charging of vehicle 1. Rapid charging refers to supplying a predetermined power (for example, 50 kW) or more from EVPS 300 to vehicle 1 to charge battery 11 of vehicle 1. EVPS 300 and vehicle 1 are connected to each other by charging cable 310.

[0022] EVPS 200 is, for example, a public or domestic DC power facility for vehicles. In this embodiment, EVPS 200 is capable of normal charging and discharging of vehicle 1. "Normal charging and discharging" means that at least one of normal charging, in which EVPS 200 supplies power less than a predetermined power to vehicle 1 to charge battery 11 of vehicle 1, and normal discharging, in which vehicle 1 supplies power less than a predetermined power to EVPS 200 to discharge battery 11 of vehicle 1, is possible. EVPS 200 and vehicle 1 are connected to each other by charging cable 210.

[0023] In the following description, when there is no need to distinguish between EVPS 200 and EVPS 300, they will simply be referred to as "EVPS" without a reference symbol.

[0024] EVPS200 receives AC power from the power system via a power transmission line and converts the AC power into DC power. Then, EVPS200 supplies the converted DC power to vehicle 1 via charging cable 210. Also, EVPS200 receives DC power from vehicle 1 via charging cable 210 and converts the DC power into AC power. Then, EVPS200 supplies the converted AC power to the power system via a power transmission line. EVPS300 receives AC power from the power system via a power transmission line and converts the AC power into DC power. Then, EVPS300 supplies the converted DC power to vehicle 1 via charging cable 310.

[0025] Vehicle 1 according to this embodiment is an electric vehicle (BEV: Battery Electric Vehicle) that supports rapid charging and normal charging and discharging. Vehicle 1 can be used, for example, for V2G and / or V2H. Note that vehicle 1 may be any vehicle that is configured to enable rapid charging and normal charging and discharging, and may be, for example, a plug-in hybrid electric vehicle (PHEV: Plug-in Hybrid Electric Vehicle) or a plug-in fuel cell electric vehicle (PFCEV: Plug-in Fuel Cell Electric Vehicle).

[0026] The vehicle 1 includes a battery pack 10, a power control unit (hereinafter also referred to as "PCU (Power Control Unit)") 20, a motor generator 30, a power transmission gear 40, drive wheels 50, a DC / DC converter 60, an auxiliary device 65, an inlet 70, a locking device 75, a voltage sensor 77, relays 81, 82, 83, a current sensor 85, a communication device 90, and an ECU (Electronic Control Unit) 100.

[0027] The battery pack 10 and the PCU 20 are electrically connected by power lines PL1 and NL1. The battery pack 10 includes a battery 11, a system main relay (SMR) device 13, a voltage monitoring module 16, and a current sensor 17.

[0028] Battery 11 is mounted on vehicle 1 as a driving power source (i.e., a power source). Battery 11 is configured to include a plurality of stacked cells 12. Battery 12 is, for example, a secondary battery such as a nickel-metal hydride battery or a lithium-ion battery. Battery 12 may be a battery having a liquid electrolyte between the positive and negative electrodes, or may be a battery having a solid electrolyte (all-solid-state battery). Battery 11 may be any rechargeable DC power source, and a large-capacity capacitor may also be used.

[0029] The system main relay device 13 is provided on the power lines PL1, NL1 that electrically connect the battery 11 and the PCU 20. The system main relay device 13 includes SMRs 14, 15. One end of the SMR 14 is electrically connected to the positive terminal of the battery 11, and the other end is electrically connected to the PCU 20. One end of the SMR 15 is electrically connected to the negative terminal of the battery 11, and the other end is electrically connected to the PCU 20.

[0030] The voltage monitoring module 16 detects the voltage of each of the multiple cells 12 included in the battery 11, and outputs a signal indicating the detection result to the ECU 100. The voltage monitoring module 16 may detect the terminal voltage of the battery 11, and output a signal indicating the detection result to the ECU 100.

[0031] The current sensor 17 is provided between the positive terminal of the battery 11 and the SMR 14, and detects a current input to and output from the battery 11. That is, the current sensor 17 detects a current flowing in the power line PL1 between the positive terminal of the battery 11 and the SMR 14. The current sensor 17 outputs a signal indicating the detection result to the ECU 100. The current sensor 17 is selected on the assumption that it will detect a current flowing in quick charging. That is, the current sensor 17 has a current measurement range, a rated current value, and an accuracy according to a current that can be input to the battery 11 when performing quick charging compatible with the vehicle 1. The rated current value of the current sensor 17 is larger than the rated current value of the current sensor 85 intended to detect a current flowing in normal charging and discharging. For example, a cored sensor having a rated current value of several hundred A or several kA may be used as the current sensor 17.

[0032] The PCU 20 collectively represents a power conversion device for receiving power from the battery pack 10 (battery 11) and driving the motor generator 30. For example, the PCU 20 includes an inverter for driving the motor generator 30, a converter for boosting the power output from the battery 11 and supplying it to the inverter, and the like.

[0033] The motor generator 30 is an AC rotating electric machine, for example, a permanent magnet type synchronous motor having a rotor in which a permanent magnet is embedded. The rotor of the motor generator 30 is mechanically connected to the drive wheels 50 via a power transmission gear 40. The motor generator 30 generates kinetic energy for running the vehicle 1 by receiving AC power from the PCU 20. The kinetic energy generated by the motor generator 30 is transmitted to the power transmission gear 40. On the other hand, when the vehicle 1 is decelerated or stopped, the motor generator 30 converts the kinetic energy of the vehicle 1 into electric energy. The AC power generated by the motor generator 30 is converted to DC power by the PCU 20 and supplied to the battery 11. This allows regenerative power to be stored in the battery 11. In this way, the motor generator 30 is configured to generate a driving force or a braking force for the vehicle 1, accompanied by the exchange of power between the motor generator 30 and the battery 11 (i.e., charging and discharging the battery 11).

[0034] When the vehicle 1 is configured as a plug-in hybrid vehicle further equipped with an engine (not shown) as a power source, the output of the engine can be used as driving force for traveling in addition to the output of the motor generator 30. Alternatively, a motor generator (not shown) that generates electricity using the engine output can be further installed, and charging power for the battery 11 can be generated using the engine output.

[0035] DC / DC converter 60 is electrically connected between power lines PL1, NL1 and power line EL. DC / DC converter 60 steps down the voltage between power lines PL1, NL1 and supplies the voltage to power line EL. DC / DC converter 60 operates in accordance with a control signal from ECU 100.

[0036] The auxiliary devices 65 are electrically connected to the power line EL. The auxiliary devices 65 include, for example, a lighting device, an audio device, a navigation device, a headlight system, a wiper device, a power steering device, and the like.

[0037] Inlet 70 is configured to be able to connect to connector 220 provided at the end of charging cable 210 of EVPS 200, and connector 320 provided at the end of charging cable 310 of EVPS 300.

[0038] Locking device 75 is provided near inlet 70. Locking device 75 is configured to be switchable between a locked state in which connectors 220, 320 (charging cables 210, 310) connected to inlet 70 are restricted from being inserted or removed from inlet 70, and an unlocked state in which connectors 220, 320 connected to inlet 70 can be inserted or removed from inlet 70.

[0039] The voltage sensor 77 detects the voltage applied to the inlet 70, and outputs a signal indicating the detection result to the ECU 100.

[0040] Relay 81 is provided on power line PL2 that electrically connects inlet 70 to a node N1 on power line PL1 between SMR 14 and PCU 20. Relay 81 switches between an open state and a closed state in accordance with a control signal from ECU 100. ECU 100 switches between the open and closed states of relay 81 to electrically connect and disconnect inlet 70 and power line PL1.

[0041] Relay 82 is provided on power line NL2 that electrically connects inlet 70 to a node N2 on power line NL1 between SMR 15 and PCU 20. Relay 82 switches between an open state and a closed state in accordance with a control signal from ECU 100. ECU 100 switches between the open and closed states of relay 82 to electrically connect and disconnect inlet 70 and power line NL1.

[0042] The relay 83 is provided on the power line PL3 that electrically connects the inlet 70 and the power line PL1, bypassing the relay 81. The power line PL3 electrically connects a node N3 on the power line PL2 between the node N1 and the relay 81, and a node N4 on the power line PL2 between the relay 81 and the inlet 70. One end of the relay 83 is electrically connected to the node N3, and the other end is electrically connected to the node N4. The relay 83 switches between an open state and a closed state according to a control signal from the ECU 100. Note that the power line PL3 only needs to form a path that can electrically connect the inlet 70 and the power line PL1 without passing through the relay 81, and is not limited to being provided so as to electrically connect the nodes N3 and N4. For example, one end of the power line PL3 may be electrically connected to a node on the power line PL1 between the SMR 14 and the PCU 20, and the other end may be electrically connected to the inlet 70.

[0043] The power line PL3 is selected on the assumption that it will be used during normal charging and discharging. The power line PL3 has an allowable current value corresponding to the current that can flow through the power line PL3 when normal charging and discharging is performed. The allowable current value of the power line PL3 is smaller than the allowable current value of the power line PL2. In other words, the diameter of the power line PL3 is smaller than the diameter of the power line PL2. Therefore, a relatively small space is required for wiring the power line PL3. Incidentally, the power line PL2 is selected on the assumption that it will be used during rapid charging.

[0044] Current sensor 85 is provided on power line PL3 between node N3 and relay 83. Current sensor 85 detects a current flowing through power line PL3 and outputs a signal indicating the detection result to ECU 100. Current sensor 85 is selected on the assumption that it will detect a current flowing during normal charging and discharging. That is, current sensor 85 has a current measurement range, a rated current value, and an accuracy according to a current that may flow through power line PL3 when normal charging and discharging compatible with vehicle 1 is performed. The rated current value of current sensor 85 is smaller than the rated current value of current sensor 17 intended to detect a current flowing during quick charging. For example, a coreless sensor having a rated current value of several tens of A may be adopted as current sensor 85.

[0045] The communication device 90 is configured to be able to communicate with the EVPS 200 electrically connected to the inlet 70 via a communication signal line SL and a charging cable 210. The communication device 90 is also configured to be able to communicate with the EVPS 300 electrically connected to the inlet 70 via a communication signal line SL and a charging cable 310. Communication between the communication device 90 (vehicle 1) and the EVPS 200 and EVPS 300 is performed by communication according to a Controller Area Network (CAN) communication protocol (hereinafter also referred to as "CAN communication"). Note that communication between the communication device 90 (vehicle 1) and the EVPS 200 and EVPS 300 is not limited to CAN communication and may be performed by, for example, power line communication (PLC).

[0046] The ECU 100 includes a CPU (Central Processing Unit) 100a, a memory 100b, and an input / output buffer (not shown), and receives signals from sensors and outputs control signals to each device, while controlling each device. Note that these controls are not limited to software processing, and can also be performed by configuring and processing using dedicated hardware (electronic circuits).

[0047] The memory 100b of the ECU 100 stores information related to charging and discharging the battery 11, such as a charging voltage lower limit, a charging voltage upper limit, a minimum charging current value, a discharging current upper limit, and a discharging voltage lower limit, in advance. The charging voltage lower limit is a lower limit of a voltage that can be applied to the battery 11 when charging the battery 11. The charging voltage upper limit is an upper limit of a voltage that can be applied to the battery 11 when charging the battery 11. The minimum charging current value is a lower limit of a charging current when charging the battery 11. The discharging current upper limit is an upper limit of a discharging current when discharging the battery 11. The discharging voltage lower limit is a lower limit of a terminal voltage that is allowed when discharging the battery 11. The charging voltage lower limit, the charging voltage upper limit, the minimum charging current value, the discharging current upper limit, and the discharging voltage lower limit are determined, for example, based on the specifications of the battery 11.

[0048] The ECU 100 controls the system main relay device 13 and the open / closed states of the relays 81 , 82 , and 83 .

[0049] The ECU 100 controls each part of the vehicle 1, and controls rapid charging and normal charging and discharging. The ECU 100 measures charging power or discharging power when rapid charging and / or normal charging and discharging is performed.

[0050] When performing quick charging, ECU 100 closes relays 81, 82 and charges battery 11 via power lines PL2, NL2. When performing quick charging, ECU 100 opens relay 83. ECU 100 measures the charging current based on the detection value of current sensor 17. ECU 100 measures the charging power during quick charging based on the detection value of voltage sensor 77 and the detection value of current sensor 17. The charging power during quick charging can also be measured by EVPS 300, for example.

[0051] When performing normal charging / discharging, ECU 100 closes relays 82, 83 to charge or discharge battery 11 via power lines PL3, NL2. Power line PL3 is, so to speak, a dedicated charging / discharging path for performing normal charging / discharging. ECU 100 measures the charging current or discharging current based on the detection value of current sensor 85. ECU 100 measures the charging power and discharging power during normal charging / discharging based on the detection value of voltage sensor 77 and the detection value of current sensor 85.

[0052] During rapid charging and normal charging and discharging, the auxiliary device 65 may be driven by utilizing the My Room mode of the vehicle 1. For example, during charging, a portion of the power supplied to the vehicle 1 is consumed by the auxiliary device 65, and during discharging, a portion of the power taken out from the battery 11 is consumed by the auxiliary device 65. The power consumption of the auxiliary device 65 with respect to charging power during rapid charging is small enough to be negligible. On the other hand, the power consumption of the auxiliary device 65 with respect to power (charging power or discharging power) during normal charging and discharging cannot be ignored.

[0053] In this embodiment, as described above, by providing the charge / discharge path (power line PL3) and current sensor 85 dedicated to normal charging / discharging, it becomes possible to perform power measurement without being affected by the power consumption of auxiliary device 65. Therefore, it is possible to improve the accuracy of power measurement during normal charging / discharging.

[0054] Moreover, by making the power line PL3 a charge / discharge path dedicated to normal charging / discharging, it is sufficient to add a power line having an allowable current value corresponding to normal charging / discharging. Therefore, it is possible to suppress an increase in costs due to providing a charge / discharge path dedicated to normal charging / discharging. Furthermore, by providing a charge / discharge path dedicated to normal charging / discharging, it is possible to adopt a current sensor 85 compatible with normal charging / discharging as a current sensor that detects the current flowing through the power line PL3. It is possible to suppress an increase in costs compared to a case where a wide-range current sensor is provided on the power line PL2 without providing a charge / discharge path dedicated to normal charging / discharging.

[0055] <Flowchart> FIG. 2 is a flowchart showing the procedure of processing related to quick charging and normal charging / discharging. This flowchart is started by ECU 100 when a start operation is performed in a state in which connector 220 of charging cable 210 or connector 320 of charging cable 310 is connected to inlet 70. The start operation is, for example, an operation on an operation button (not shown) provided on EVPS 200 or EVPS 300 for starting normal charging / discharging or quick charging. The start operation may be, for example, an operation on an operation button displayed on a display screen of a navigation device of vehicle 1. Each step (hereinafter, step is abbreviated as "S") of the flowcharts shown in FIG. 2 and FIGS. 3 and 4 described later will be described as being realized by software processing by ECU 100, but a part or all of the steps may be realized by hardware (electrical circuitry) created within ECU 100.

[0056] In S1, the ECU 100 starts CAN communication with the EVPS via the communication device 90 in response to a start operation being performed.

[0057] In S2, the ECU 100 executes information exchange processing with the EVPS before the start of charging. Specifically, the ECU 100 transmits information related to charging and discharging of the battery 11, including a charging voltage lower limit value, a charging voltage upper limit value, a minimum charging current value, a discharging current upper limit value, and a discharging voltage lower limit value, to the EVPS via the communication device 90. Meanwhile, the ECU 100 acquires information related to the EVPS, such as an available output voltage value, an available output current value, and a discharging-enabled flag, from the EVPS via the communication device 90. The available output voltage value indicates the maximum output voltage of the EVPS. The available output current value indicates the maximum output current of the EVPS. The discharging-enabled flag indicates whether the EVPS is capable of discharging. For example, if the EVPS is capable of discharging, the discharging-enabled flag indicates a value of "1". If the EVPS is not capable of discharging, the discharging-enabled flag indicates a value of "0".

[0058] In S3, the ECU 100 determines whether the EVPS electrically connected to the inlet 70 is capable of charging and discharging. Specifically, the ECU 100 determines whether the EVPS electrically connected to the inlet 70 is capable of charging and discharging, based on the discharge-capable flag received from the EVPS in the information exchange process in S2. If the discharge-capable flag indicates a value of 0, the ECU 100 determines that the EVPS is capable of charging only (not capable of discharging) and that the EVPS 300 is electrically connected to the inlet 70. If the discharge-capable flag indicates a value of 1, the ECU 100 determines that the EVPS is capable of charging and discharging and that the EVPS 200 is electrically connected to the inlet 70. If the ECU 100 determines that the EVPS is not capable of charging and discharging (NO in S3), the process proceeds to S4. If the ECU 100 determines that the EVPS is capable of charging and discharging (YES in S3), the process proceeds to S9.

[0059] In S4, ECU 100 switches lock device 75 from the unlocked state to the locked state, thereby restricting connector 320 of charging cable 310 from being inserted into or removed from inlet 70.

[0060] In S5, the ECU 100 closes the relays 81 and 82. In this case, the ECU 100 keeps the relay 83 in an open state.

[0061] In S6, ECU 100 starts quick charging. The charging power during quick charging may be measured by ECU 100 based on the detection values ​​of voltage sensor 77 and current sensor 17, or may be measured by EVPS 300.

[0062] In S7, the ECU 100 stops the quick charge when a condition for ending the quick charge is satisfied. The condition for ending the quick charge can be, for example, that the battery 11 is fully charged, that the SOC (State Of Charge) of the battery 11 is a preset SOC, or that a predetermined charging time has elapsed since the start of the quick charge.

[0063] In S8, the ECU 100 executes a welding diagnosis of the relays 81 and 82. For example, the ECU 100 controls the output voltage of the EVPS 300 to be equal to or lower than a threshold voltage (for example, zero), and keeps the SMRs 14 and 15 in a closed state. Then, the ECU 100 opens both the relays 81 and 82, and determines whether or not the detection value of the voltage sensor 77 is equal to or lower than the threshold voltage. If the detection value of the voltage sensor 77 is not equal to or lower than the threshold voltage, the ECU 100 determines that the contacts of both the relays 81 and 82 are welded. Next, the ECU 100 opens the relay 81 and closes the relay 82, and determines whether or not the detection value of the voltage sensor 77 is equal to or lower than the threshold voltage. If the detection value of the voltage sensor 77 is not equal to or lower than the threshold voltage, the ECU 100 determines that the contacts of the relay 81 are welded. The ECU 100 closes the relay 81 and opens the relay 82, and determines whether or not the detection value of the voltage sensor 77 is equal to or lower than the threshold voltage. If the detection value of voltage sensor 77 is not equal to or less than the threshold voltage, ECU 100 determines that the contacts of relay 82 are welded. If ECU 100 determines in the weld diagnosis that at least one of the contacts of relays 81, 82 is welded, it may, for example, display a warning on a display screen of a navigation device included in auxiliary device 65, or cause the navigation device to issue an audible warning. After completing the weld diagnosis, ECU 100 opens SMRs 14, 15, and proceeds to S14.

[0064] In S9, the ECU 100 switches the lock device 75 from the unlocked state to the locked state, thereby restricting the connector 220 of the charging cable 210 from being inserted into or removed from the inlet 70.

[0065] In S10, the ECU 100 closes the relays 82 and 83. In this case, the ECU 100 keeps the relay 81 in an open state.

[0066] In S11, the ECU 100 starts normal charging / discharging (charging or discharging). When normal charging / discharging starts, the ECU 100 starts measuring the charging power or discharging power based on the detection value of the current sensor 85 and the detection value of the voltage sensor 77.

[0067] In S12, the ECU 100 stops normal charging / discharging when a termination condition for normal charging / discharging is satisfied. The termination condition for normal charging may be, for example, that the battery 11 is fully charged, that the SOC of the battery 11 is a preset SOC, or that a predetermined charging time has elapsed since normal charging started. The termination condition for normal discharging may be, for example, that the SOC of the battery 11 has dropped to a lower limit SOC, that the SOC of the battery 11 has dropped to a preset SOC, or that a predetermined discharging time has elapsed since normal discharging started. The ECU 100 stops measuring the charging power or discharging power when it stops normal charging / discharging.

[0068] In S13, the ECU 100 executes a welding diagnosis of the relays 82, 83. The same method as that described in S8 can be applied as a method for the welding diagnosis of the relays 82, 83. After completing the welding diagnosis, the ECU 100 opens the SMRs 14, 15 and proceeds to S14.

[0069] In S14, the ECU 100 confirms, based on the detection value of the voltage sensor 77, that the voltage applied from the EVPS to the inlet 70 is zero.

[0070] In S15, the ECU 100 ends the CAN communication, and ends the process of this flowchart.

[0071] As described above, in the vehicle 1 according to the present embodiment, when rapid charging is performed, the ECU 100 closes the relays 81 and 82 to charge the battery 11 through the power lines PL2 and NL2. On the other hand, when normal charging and discharging is performed, the ECU 100 closes the relays 82 and 83 to charge or discharge the battery 11 through the power lines PL3 and NL2. In normal charging and discharging, the ECU 100 measures the charging current and the discharging current based on the detection value of the current sensor 85, and measures the charging power and the discharging power in normal charging and discharging based on the detection value of the voltage sensor 77 and the detection value of the current sensor 85. By providing a charging and discharging path (power line PL3) and a current sensor 85 dedicated to normal charging and discharging, it becomes possible to perform power measurement without being affected by the power consumption of the auxiliary device 65. Therefore, the accuracy of the power measurement in normal charging and discharging can be improved.

[0072] In addition, by making the power line PL3 a charge / discharge path dedicated to normal charging / discharging, it is sufficient to add a power line having an allowable current value corresponding to normal charging / discharging, and therefore it is possible to suppress the increase in costs due to the provision of a charge / discharge path dedicated to normal charging / discharging.

[0073] Furthermore, by providing a charge / discharge path dedicated to normal charge / discharge, it becomes possible to employ current sensor 85 compatible with normal charge / discharge as a current sensor that detects the current flowing through power line PL3. This makes it possible to suppress increases in costs compared to a case in which a wide-range current sensor is provided on power line PL2 without providing a charge / discharge path dedicated to normal charge / discharge.

[0074] [Variation 1] In the embodiment, an example has been described in which, when the EVPS 300 capable of rapid charging is electrically connected to the inlet 70, the relays 81 and 82 are closed and the battery 11 is charged via the power lines PL2 and NL2. However, for example, due to a drop in the grid voltage, the charging current of the EVPS 300 may be limited. When the charging current is limited, the power that can be supplied from the EVPS 300 to the vehicle 1 may be less than the predetermined power. In other words, due to the limitation of the charging current, the EVPS 300 may be unable to supply to the vehicle 1 only the same power as that in normal charging and discharging. In such a case, as in normal charging and discharging, the power consumption of the auxiliary device 65 may affect the measurement of the charging power. Therefore, when the power that can be supplied from the EVPS 300 to the vehicle 1 is less than the predetermined power, the ECU 100 closes the relays 82 and 83 and charges the battery 11 via the power lines PL3 and NL2.

[0075] Fig. 3 is a flowchart showing the procedure of processing related to quick charging and normal charging / discharging according to the first modification. As in the embodiment, the processing of the flowchart in Fig. 3 is started by ECU 100 when a start operation is performed in a state in which connector 220 of charging cable 210 or connector 320 of charging cable 310 is connected to inlet 70. Note that the flowchart in Fig. 3 is obtained by adding processing of S20 to the flowchart in Fig. 2. The processing other than S20 in the flowchart in Fig. 3 is the same as that in the flowchart in Fig. 2, so the same step numbers are used and description thereof will not be repeated.

[0076] In S3, when ECU 100 determines that EVPS is not compatible with charging and discharging (NO in S3), that is, when ECU 100 determines that EVPS 300 is electrically connected to inlet 70, the process proceeds to S20.

[0077] In S20, ECU 100 determines whether the available output current value of EVPS 300 is equal to or greater than a threshold value. The available output current value is acquired from EVPS 300 in the information exchange process in S2. A threshold value for quick charging is stored in advance in memory 100b of ECU 100. The threshold value is a value for determining whether the charging current is limited in quick charging. For example, a plurality of threshold values ​​may be prepared for each voltage. In this case, ECU 100 selects a threshold value to be used this time from the plurality of threshold values ​​based on the available output voltage value of EVPS 300. If ECU 100 determines that the available output current value is equal to or greater than the threshold value (YES in S20), ECU 100 advances the process to S4. If ECU 100 determines that the available output current value is less than the threshold value (NO in S20), ECU 100 advances the process to S9.

[0078] As a result, when the available output current value of EVPS 300 is less than the threshold value, ECU 100 measures the charging power based on the detection value of current sensor 85 and the detection value of voltage sensor 77 in S11.

[0079] Instead of the process of S20, it may be determined whether the available power supply calculated from the available output current value and the available output voltage value is equal to or greater than a predetermined power. If the ECU 100 determines that the available power supply is equal to or greater than the predetermined power (YES in S20), the process proceeds to S4. If the ECU 100 determines that the available power supply is less than the predetermined power (NO in S20), the process proceeds to S9.

[0080] As described above, even if EVPS 300 is electrically connected to inlet 70, when the supplyable power is limited to less than a predetermined power, relays 82, 83 are closed to charge battery 11 via power lines PL3, NL2, similarly to normal charging and discharging. This makes it possible to perform power measurement without being affected by the power consumption of auxiliary device 65.

[0081] [Variation 2] In the embodiment, an example has been described in which EVPS 200 supports normal charging and discharging, and EVPS 300 supports rapid charging. However, an EVPS that supports both normal charging and discharging and rapid charging may exist.

[0082] Referring again to FIG. 1 , EVPS 400 is, for example, a public or domestic DC power facility for vehicles. EVPS 400 is capable of normal charging and discharging and quick charging. EVPS 400 and vehicle 1 are connected to each other by a charging cable 410. A connector 420 provided at the tip of charging cable 410 is configured to be connectable to an inlet 70 of vehicle 1.

[0083] EVPS 400 receives AC power from the power grid via a power transmission line, and converts the AC power to DC power. Then, EVPS 400 supplies the converted DC power to vehicle 1 via charging cable 410. Also, EVPS 400 receives DC power from vehicle 1 via charging cable 410, converts the DC power to AC power, and then EVPS 400 supplies the converted AC power to the power grid via a power transmission line.

[0084] Regarding charging, the EVPS 400 is configured to be able to execute quick charging or normal charging based on a user's selection. If the user selects quick charging, the EVPS 400 supplies power equal to or greater than a predetermined power to the vehicle 1. If the user selects normal charging, the EVPS 400 supplies power less than a predetermined power to the vehicle 1. The user can select quick charging or normal charging, for example, by operating an operation panel (not shown) of the EVPS 400. Note that the configuration may also be such that quick charging or normal charging can be selected, for example, by operating a navigation device of the vehicle 1. In this case, the user's selection is transmitted from the vehicle 1 to the EVPS 400 via the charging cable 410.

[0085] When quick charging is selected, EVPS 400 transmits a possible output voltage value and a possible output current value corresponding to quick charging to vehicle 1 in an information exchange process with vehicle 1. Vehicle 1 can determine whether quick charging or normal charging has been selected by calculating a possible supply power of EVPS 400 based on the possible output voltage value and the possible output current value.

[0086] Fig. 4 is a flowchart showing the procedure of processing related to quick charging and normal charging / discharging according to the second modification. As in the embodiment, the processing of the flowchart in Fig. 4 is started by ECU 100 when a start operation is performed in a state in which any of connectors 220, 320, 420 is connected to inlet 70. Note that the flowchart in Fig. 4 is obtained by adding processing of S30 to the flowchart in Fig. 2. The processing other than S30 in the flowchart in Fig. 4 is the same as that in the flowchart in Fig. 2, so the same step numbers are used and the description thereof will not be repeated.

[0087] In S3, when ECU 100 determines that EVPS is compatible with charging and discharging (YES in S3), that is, when ECU 100 determines that EVPS 200 or EVPS 400 is electrically connected to inlet 70, the process proceeds to S30.

[0088] In S30, ECU 100 determines whether the power that can be supplied by EVPS is equal to or greater than a predetermined power based on the available output voltage value and the available output current value acquired in S2. If the available power that can be supplied by EVPS is equal to or greater than the predetermined power, it can be determined that EVPS 400 is electrically connected to inlet 70 and that the user has selected to perform quick charging. Therefore, if the available power that can be supplied by EVPS is equal to or greater than the predetermined power (YES in S30), ECU 100 advances the process to S4. As a result, in quick charging, relays 81, 82 are closed and battery 11 is charged via power lines PL2, NL2.

[0089] On the other hand, if the power that the EVPS can supply is less than the predetermined power, it can be determined that either the EVPS 200 is electrically connected to the inlet 70 or the EVPS 400 is electrically connected to the inlet 70 and the user has selected to perform normal charging. Therefore, if the power that the EVPS can supply is less than the predetermined power (NO in S30), the ECU 100 advances the process to S9. As a result, in normal charging and discharging, the relays 82, 83 are closed and the battery 11 is charged or discharged via the power lines PL3, NL2.

[0090] As described above, even when EVPS 400 that supports both normal charging / discharging and rapid charging is used, an appropriate charging / discharging path can be selected depending on whether rapid charging or normal charging / discharging is selected.

[0091] The second modification can also be combined with the first modification described above.

[0092] The embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present disclosure is defined by the claims, not by the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0093] 1 vehicle, 10 battery pack, 11 battery, 12 battery, 13 system main relay device, 14, 15 SMR, 16 voltage monitoring module, 17 current sensor, 20 PCU, 30 motor generator, 40 power transmission gear, 50 drive wheel, 60 DC / DC converter, 65 auxiliary device, 70 inlet, 75 lock device, 77 voltage sensor, 81, 82, 83 relay, 85 current sensor, 90 communication device, 100 ECU, 100a CPU, 100b memory, 200, 300, 400 EVPS, 210, 310, 410 charging cable, 220, 320, 420 connector, EL, NL1, NL2, PL1, PL2, PL3 power line, N1, N2, N3, N4 node, SL communication signal line.

Claims

1. A vehicle configured to be capable of rapid charging, in which a battery is charged by receiving a supply of power equal to or greater than a predetermined power from an electric power facility via an inlet, and normal charging and discharging, in which the battery is charged and discharged between the electric power facility via the inlet and the electric power facility with power less than the predetermined power, Electrical load and a first power line electrically connecting the battery and the electrical load; a second power line electrically connecting the inlet and the first power line; a first relay provided on the second power line; a third power line that bypasses the first relay and electrically connects the inlet and the first power line; a second relay provided on the third power line; a first current sensor that detects a current flowing through the first power line between a connection point of the second power line and the battery; a second current sensor that detects a current flowing through the third power line; a control device for controlling the first relay and the second relay, The control device includes: When the quick charging is performed, the first relay is controlled to a closed state and the second relay is controlled to an open state, and a current is measured using a detection value of the first current sensor; When the normal charging / discharging is performed, the first relay is controlled to an open state and the second relay is controlled to a closed state, and the current is measured using the detection value of the second current sensor.

2. The vehicle according to claim 1 , wherein an allowable current value of the third power line is smaller than an allowable current value of the second power line.

3. The vehicle according to claim 2 , wherein a rated current value of the second current sensor is smaller than a rated current value of the first current sensor.

4. 4. The vehicle according to claim 1, wherein when the power equipment is compatible with the rapid charging, the control device controls the first relay to an open state and the second relay to a closed state, and measures the current using the detection value of the second current sensor when the supplyable power of the power equipment is limited to less than the predetermined power.

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