Charging cable, charging system comprising the charging cable, and method of charging a vehicle

Abstract

A charging cable (3) includes an abnormality detection unit (311, 332, 334, 337) that detects an abnormality in the charging cable (3), and a CCID controller (338) that outputs a first control pilot signal to a control pilot signal line (L3) to notify a vehicle (1) of a rated current of the charging cable (3). The first control pilot signal provides notification about the rated current in a state in which a duty cycle of the first control pilot signal is controlled to fall within a prescribed range while a frequency of the first control pilot signal is fixed to a specific value. When the abnormality detection unit (311, 332, 334, 337) detects an abnormality, the CCID controller (338) outputs a second control pilot signal to the control pilot signal line to notify the vehicle (1) of details of the detected abnormality. The second control pilot signal differs from the first control pilot signal in a duty cycle.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a charging cable, a charging system including the charging cable, and a method of charging a vehicle. BACKGROUND

[0002] A vehicle disclosed in Japanese Patent Publication No. 2019-129671 includes a controller that controls plug-in charging. The controller performs diagnosis of whether a charger is abnormal. The diagnosis can be performed in a state in which a connector is inserted in an inlet when the charger and the vehicle are connected to each other via a charging cable. Then, when the charger is diagnosed as abnormal, the controller transmits information about the abnormality to an external device (an external server or the like). SUMMARY

[0003] There is a possibility that an abnormality can occur in a charging cable that connects a vehicle and a charger. When the charging cable detects an abnormality of itself, it is conceivable to provide a notification about the detection result from the charging cable to the vehicle. The vehicle that has received the notification informs an external entity (a user of the vehicle, a server that manages the charger, or the like) of the abnormality, and thus, measures appropriate to details of the abnormality that occurred in the charging cable can be taken.

[0004] However, it has been conventionally difficult to provide a notification from the charging cable to the vehicle about specific details of an abnormality that occurred in the charging cable. This is because the charging cable complies with a specific charging standard. For example, it is impractical to newly add a signal line that is not defined in the charging standard in order to provide a notification about details of an abnormality. It is desirable to provide a notification from the charging cable to the vehicle about specific details of an abnormality in the charging cable while complying with a conventional charging standard.

[0005] The present disclosure is made to solve the above-described problem, and an object of the present disclosure is to notify a vehicle of details of an abnormality that occurred in a charging cable without providing an additional signal line in the charging cable.

[0006] (1) A charging cable according to a first aspect of the present disclosure electrically connects a vehicle and a charging facility. The charging cable includes an abnormality detection unit that detects an abnormality in the charging cable, a control pilot signal line, and a controller that outputs a first control pilot signal to the control pilot signal line to notify the vehicle of a rated current of the charging cable. The first control pilot signal provides a notification about the rated current in a state in which a duty cycle of the first control pilot signal is controlled to fall within a prescribed range while a frequency of the first control pilot signal is fixed to a specific value. When the abnormality detection unit detects an abnormality, the controller outputs a second control pilot signal to the control pilot signal line to notify the vehicle of details of the detected abnormality. The second control pilot signal differs from the first control pilot signal in at least one of the frequency and the duty cycle.

[0007] (2) When the duty cycle of the second control pilot signal is controlled to fall outside the specified range, the second control pilot signal provides notification of details about the anomaly.

[0008] (3) When the frequency of the second control pilot signal is controlled to fall within a range excluding a specific value, the second control pilot signal provides notification of details about the anomaly.

[0009] According to the configurations described in (1) to (3) above, the frequency and / or duty cycle are changed between the first control pilot signal and the second control pilot signal, thereby allowing switching of notification regarding details provided to the vehicle via the control pilot signal lines (rated current of the charging cable / details of anomalies in the charging cable). Therefore, details of anomalies occurring in the charging cable can be communicated to the vehicle without the need for additional signal lines in the charging cable.

[0010] (4) The second control pilot signal includes a first signal and a second signal output after the first signal is output. When the duty cycle of the first signal is controlled to fall outside a specified range, the first signal indicates a switch of notification provided from the charging cable to the vehicle. When the duty cycle of the second signal is controlled to fall within a specified range, the second signal provides notification of details about the anomaly.

[0011] According to the configuration in (4) above, the second control pilot signal includes a first signal and a second signal, and the first signal is output before the second signal is output. This allows the vehicle to recognize the switching of notifications provided to the vehicle from the charging cable. Thus, the same duty cycle can be used for both the first and second control pilot signals. As a result, a wide range of duty cycles can be ensured for providing notifications with details about anomalies in the charging cable.

[0012] (5) Anomalies detected by the anomaly detection unit are classified into a first anomaly and a second anomaly. When the anomaly is a first anomaly, the controller immediately outputs a second control pilot signal to the control pilot signal line to stop vehicle charging after detecting the anomaly. On the other hand, when the anomaly is a second anomaly, the controller outputs a second control pilot signal to the control pilot signal line after vehicle charging has ended.

[0013] According to the configuration in (5) above, when the first anomaly (an anomaly requiring immediate resolution) occurs, vehicle charging will stop immediately. Conversely, when the second anomaly (an anomaly not requiring immediate resolution) occurs, charging can continue until the vehicle charging is complete.

[0014] (6) The charging system according to the second aspect of this disclosure includes a charging cable and a vehicle. The vehicle includes at least one of the following: an interface for informing a user of the details of an anomaly; and a communication module for sending the details of the anomaly to an external server.

[0015] Based on the configuration in (6) above, the user or external server can take appropriate measures (such as repairing the charging cable) according to the details of the anomaly in the charging cable.

[0016] (7) The method for charging a vehicle according to the second aspect of this disclosure is a charging method using a charging cable including a control pilot signal line. The charging method includes a first step and a second step. The first step includes: when no abnormality is detected in the charging cable, informing the vehicle of the rated current of the charging cable using a first control pilot signal transmitted via the control pilot signal line. The second step includes: when an abnormality is detected in the charging cable, informing the vehicle of details of the abnormality in the charging cable using a second control pilot signal transmitted via the control pilot signal line. The first control pilot signal provides notification of the rated current while its frequency is fixed to a specific value and its duty cycle is controlled to fall within a specified range. The second control pilot signal differs from the first control pilot signal in at least one of its frequency and duty cycle.

[0017] According to the method described in (7) above, as configured in (1) above, the vehicle can be notified of details of an anomaly occurring in the charging cable without providing additional signal lines in the charging cable.

[0018] The foregoing and other objects, features, aspects and advantages of the invention will become more apparent from the following detailed description of the invention when taken in conjunction with the accompanying drawings. Attached Figure Description

[0019] Figure 1 A diagram illustrating the overall configuration of a charging system according to a first embodiment of the present disclosure is provided.

[0020] Figure 2 A diagram showing the appearance of the charging cable.

[0021] Figure 3 A diagram illustrating an example of a circuit configuration related to plug-in charging of a charging system.

[0022] Figure 4 A timing diagram illustrating an example of controlling the pilot signal.

[0023] Figure 5 This is a diagram used to illustrate the specified range of frequency and duty cycle of the control pilot signal.

[0024] Figure 6 This is a diagram illustrating an overall image of the information allocated to the control pilot signal in the first embodiment.

[0025] Figure 7This is a conceptual diagram illustrating how notification details regarding anomalies are assigned to control pilot signals in a first embodiment.

[0026] Figure 8 This is a flowchart illustrating the process related to notification of an anomaly in the charging cable in the first embodiment.

[0027] Figure 9 This is a flowchart illustrating the process related to notification of an anomaly in the charging cable in a variation of the first embodiment.

[0028] Figure 10 This is a diagram illustrating an overall image of the information allocated to the control pilot signal in the second embodiment.

[0029] Figure 11 This is a conceptual diagram illustrating how notification details regarding anomalies are assigned to control pilot signals in a second embodiment.

[0030] Figure 12 This is a flowchart illustrating the process related to notification of an anomaly in the charging cable in the second embodiment.

[0031] Figure 13 This is a diagram used to illustrate the change in the duty cycle of the control pilot signal in the third embodiment.

[0032] Figure 14 This is a flowchart illustrating the process related to notifications of anomalies in the charging cable in the third embodiment. Detailed Implementation

[0033] Embodiments of this disclosure will be described in detail below with reference to the accompanying drawings, wherein the same or corresponding parts are indicated by the same reference numerals and their descriptions will not be repeated.

[0034] [First Embodiment]

[0035] <Charging System Configuration>

[0036] Figure 1 The diagram illustrates the overall configuration of a charging system according to a first embodiment of the present disclosure. The charging system 100 includes a vehicle 1, a charging facility 2, and a charging cable 3.

[0037] For example, vehicle 1 is configured to be plug-in and is a plug-in hybrid electric vehicle (PHEV). Vehicle 1 can be a battery electric vehicle (BEV) or a plug-in fuel cell electric vehicle (PFCEV).

[0038] Vehicle 1 includes a Human Machine Interface (HMI) 18 and a communication module 19. The HMI 18 is, for example, an in-vehicle display and is configured to notify users in the vehicle compartment of various information. Furthermore, using the communication module 19, vehicle 1 can send various information to a server 9 (such as a management server for charging facility 2) installed externally to the charging system 100. Instead of being sent to or attached to the server 9, information can be sent to repair tools (not shown) installed in dealerships, etc., or to the user's mobile terminal (such as a smartphone).

[0039] Charging facility 2 is an alternating-current (AC) power supply facility and is a so-called "standard charger". Charging facility 2 is capable of supplying vehicle 1 with AC power from external power source 20 (see [link to charging facility]). Figure 3 Charging facility 2 is, for example, a charger installed on the exterior wall of a house, but it can also be a charger installed in a charging dock.

[0040] The charging cable 3 is an AC type cable and is configured to electrically connect the vehicle 1 to the charging facility 2.

[0041] Figure 2 This diagram illustrates the appearance of the charging cable 3. The charging cable 3 in this embodiment conforms to prescribed charging standards, more specifically, to international standards such as IEC 61851. The charging cable 3 includes a charging connector 31, a cable unit 32, a charging circuit interrupt device (CCID) box 33, and a plug 34.

[0042] Charging connector 31 is configured to be inserted into inlet 13 of vehicle 1 (see Figure 3 The charging connector 31 includes five terminals: positive terminal T1, negative terminal T2, control pilot terminal T3, ground terminal T4, and connector connection terminal T5.

[0043] Cable unit 32 electrically connects charging connector 31, CCID box 33, and plug 34. CCID box 33 is a structure that includes a current interruption mechanism, which will be described later. Plug 34 is configured to connect to socket 21 provided in charging facility 2 (see [link to socket 21]). Figure 3 ).

[0044] Figure 3This diagram illustrates an example of the circuit configuration associated with plug-in charging of the charging system 100. The vehicle 1 includes a voltage sensor 11, an electronic control unit (ECU) 12, an input 13, power lines ACL1 and ACL2, a control pilot line L3, a ground line L4, and a connection signal line L5.

[0045] The charging connector 31 includes the five terminals described above. The positive terminal T1 electrically connects the power line ACL1 of the vehicle 1 to the cable unit 32 of the charging cable 3. The negative terminal T2 electrically connects the power line ACL2 of the vehicle 1 to the cable unit 32 of the charging cable 3. The control pilot terminal T3 is electrically connected to the control pilot line L3. The ground terminal T4 is electrically connected to the ground line L4. The connector connection terminal T5 is electrically connected to the connection signal line L5.

[0046] CCID box 33 includes CCID relay 331, current sensor 332, voltage sensor 333, leakage current detector 334, control pilot circuit 335, electromagnetic coil 336, temperature sensor 337, and CCID controller 338.

[0047] CCID relay 331 is electrically connected to cable unit 32. CCID relay 331 is controlled by control pilot circuit 335 to be switched to an on / off state. When CCID relay 331 is in the off state, the electrical path in charging cable 3 is interrupted. When CCID relay 331 is in the on state, AC power can be supplied to vehicle 1 from charging facility 2 (such as external power source 20 of system power supply).

[0048] The current sensor 332 detects the AC current flowing through the cable unit 32 and outputs its detection value to the CCID controller 338. Thus, the CCID controller 338 can sense the occurrence of overcurrent in the charging cable 3.

[0049] Voltage sensor 333 detects the voltage of the AC power supplied from charging facility 2 and outputs its detected value to CCID controller 338.

[0050] A leakage current detector 334 is electrically connected to cable unit 32. When the leakage current detector 334 detects a leakage current in the charging cable 3, it outputs the detection result to the CCID controller 338. Specifically, the leakage current detector 334 detects the balance of currents flowing in opposite directions through the paired cable units. Then, when the balance is lost, the leakage current detector 334 detects a leakage current. Although not shown, when the leakage current detector 334 detects a leakage current, it interrupts the power supply to the electromagnetic coil 336 according to a control command from the CCID controller 338, thereby causing the CCID relay 331 to enter a non-conducting state.

[0051] The control pilot circuit 335 outputs a control pilot signal CPLT to the control pilot line L3. The control pilot signal CPLT is used to provide the ECU 12 with notification regarding the rated current of the charging cable 3 from the control pilot circuit 335.

[0052] The electromagnetic coil 336 is controlled by the control pilot circuit 335 to open / close the contacts of the CCID relay 331.

[0053] Temperature sensor 337 detects the temperature inside CCID box 33 (e.g., the temperature of the substrate on which components are mounted) and outputs its detection value to CCID controller 338. Thus, CCID controller 338 is able to sense excessive increases in temperature of CCID box 33.

[0054] CCID controller 338 includes a processor such as a central processing unit (CPU), memory such as read-only memory (ROM) and random access memory (RAM), and input / output ports, all of which are not shown. CCID controller 338 controls control pilot circuit 335 based on the detection values ​​of the aforementioned sensors.

[0055] More specifically, the control pilot circuit 335 includes a voltage sensor 335a, an oscillation circuit 335b, and a resistor R7. The voltage sensor 335a detects the potential of the control pilot signal CPLT and outputs its detected value to the CCID controller 338. When the potential of the control pilot signal CPLT is at a specified potential (e.g., 12V), the oscillation circuit 335b prevents the control pilot signal CPLT from oscillating. On the other hand, when the potential of the control pilot signal CPLT drops below a specified potential (e.g., drops to 9V), the oscillation circuit 335b causes the control pilot signal CPLT to oscillate at a specific frequency (1kHz in this example) and with a specific duty cycle.

[0056] The duty cycle of the control pilot signal CPLT is set based on the maximum current (rated current) that can be supplied from the charging facility 2 to the vehicle 1 through the charging cable 3. The rated current is set according to the specifications of the charging cable. Therefore, the rated current may also be different when the type of charging cable is different. By controlling the duty cycle of the control pilot signal CPLT, notification regarding the rated current of the charging cable 3 is provided from the control pilot circuit 335 to the ECU 12 in the vehicle 1. Based on the duty cycle of the control pilot signal CPLT, the ECU 12 can sense the maximum current that can be supplied to the vehicle 1.

[0057] The control pilot signal CPLT is also used as a signal for the ECU 12 to remotely control the CCID relay 331. Specifically, the potential of the control pilot signal CPLT is controlled by the ECU 12. When the potential of the control pilot signal CPLT is controlled by the ECU 12 to further decrease (e.g., to 6V) after the rated current is notified, the control pilot circuit 335 supplies current to the electromagnetic coil 336. As a result, the electromagnetic coil 336 generates electromagnetic force. Consequently, the contacts of the CCID relay 331 close and the CCID relay 331 enters the conducting state. In other words, power can be supplied from the charging facility 2 to the vehicle 1 via the charging cable 3.

[0058] In addition to the five terminals (T1 to T5) mentioned above, the charging connector 31 also includes a temperature sensor 311, a connection detection circuit 312, and a button 313. Furthermore, the ECU 12 in vehicle 1 includes a resistor circuit 121, input buffers 122 and 123, a power node 124, a pull-up resistor R3, and a CPU 125. The input 13 includes a resistor R4.

[0059] Temperature sensor 311 detects the temperature inside charging connector 31 (e.g., the temperatures of positive terminal T1 and negative terminal T2) and outputs its detection value to CCID controller 338. Thus, CCID controller 338 is able to sense excessive increases in temperature of charging connector 31.

[0060] The connection detection circuit 312 includes resistors R5 and R6 and switch SW3. Resistors R5 and R6 are connected in series between the connection signal line L5 and the ground line L4. Switch SW3 is connected in parallel with resistor R6. Switch SW3 is, for example, a limit switch. The contacts of switch SW3 are closed when the charging connector 31 is reliably fitted into the inlet 13. When the charging connector 31 is removed from the inlet 13 (or when the fit between the charging connector 31 and the inlet 13 is unreliable), the contacts of switch SW3 are open. Furthermore, when the charging connector 31 is removed from the inlet 13, the user operates button 313. The contacts of switch SW3 are also opened by operating button 313.

[0061] A connection signal PISW, indicating the connection status between charging connector 31 and input 13, is transmitted via connection signal line L5. When charging connector 31 is removed from input 13, connection signal line L5 is connected to power node 124 via pull-up resistor R3, causing connection signal PISW to go high. When charging connector 31 is connected to input 13, connection signal line L5 is connected to ground line L4 (pulled down) via resistors R5 and R6 in charging connector 31, causing connection signal PISW to go low.

[0062] Resistor circuit 121 is used to control the potential of the control pilot signal CPLT from vehicle 1. More specifically, resistor circuit 121 includes pull-down resistors R1 and R2 and switches SW1 and SW2. Pull-down resistor R1 and switch SW1 are connected in series between control pilot line L3 and vehicle ground GND. Pull-down resistor R2 and switch SW2 are also connected in series between control pilot line L3 and vehicle ground GND. Each of switches SW1 and SW2 is controlled to be on / off by a control command from CPU 125.

[0063] Input buffer 122 receives the control pilot signal CPLT sent via control pilot line L3 and outputs the control pilot signal CPLT to CPU 125. Input buffer 123 receives the connection signal PISW sent via connection signal line L5 and outputs the connection signal PISW to CPU 125.

[0064] Voltage sensor 11 detects the AC voltage (voltage of AC power supplied from charging facility 2) between power line ACL1 and power line ACL2, and outputs its detection value to CPU 125.

[0065] CPU 125 receives a connection signal PISW from input buffer 123 and a control pilot signal CPLT from input buffer 122. Based on the potential level of the connection signal PISW, CPU 125 detects the connection status from charging connector 31 to input 13. When charging connector 31 is connected to input 13, CPU 125 remotely controls CCID relay 331 using the control pilot signal CPLT. This control of the control pilot signal CPLT is described in more detail below.

[0066] <Control Pilot Signal>

[0067] Figure 4 A timing diagram illustrating an example of controlling the pilot signal CPLT. Figure 4 The changes in the connection signal PISW are also shown. Figure 4 In the diagram, the horizontal axis represents the elapsed time, while the vertical axis represents the potential of the control pilot signal CPLT and the connection signal PISW.

[0068] See Figure 3 and Figure 4 At the initial time t0, charging connector 31 is not connected to input 13. The potential of connection signal PISW is U0, and the potential of control pilot signal CPLT is V0. CCID relay 331 is in a non-conducting state.

[0069] When the charging connector 31 is connected to the input port 13 at time t1, the potential of the connection signal PISW drops from U0 to U1, and the potential of the control pilot signal CPLT drops from V0 to V1. Therefore, the CCID controller 338 senses that the charging connector 31 has been connected to the input port 13.

[0070] At time t2, the CCID controller 338 controls the control pilot circuit 335 (oscillation circuit 335b) so that the control pilot signal CPLT oscillates at a specified frequency and a specified duty cycle, assuming the upper limit of the potential is defined as V1. The CPU 125 detects the duty cycle of the control pilot signal CPLT to obtain the rated current of the charging cable 3.

[0071] When the prescribed processing for preparation (charging preparation) before power supply begins at time t3 is completed, CPU 125 controls switches SW1 and SW2, thereby lowering the potential of the control pilot signal CPLT from V1 to V2. Then, the upper limit of the potential of the oscillating control pilot signal CPLT is set to V2. Accordingly, CCID controller 338 switches CCID relay 331 from a non-conducting state to a conducting state. This thus allows AC power to be supplied from charging facility 2 to vehicle 1.

[0072] Figure 5 This is a diagram illustrating the specified range of frequency and duty cycle for the control pilot signal CPLT. The aforementioned international standards (IEC 61851, etc.) define a specific fixed value (1 kHz) for use as the frequency of the control pilot signal CPLT.

[0073] Furthermore, values ​​falling within the range of 10% to 96% are defined as the duty cycle for the control pilot signal CPLT. When the duty cycle falls within the range of 10% to 85%, the rated current is represented by the value obtained by multiplying the duty cycle d by 0.6A. On the other hand, when the duty cycle falls within the range of 85% to 96%, the rated current is represented by the value obtained by subtracting 64% from the duty cycle d and then multiplying the result by 2.5A.

[0074] <Abnormalities in the charging cable>

[0075] For ease of understanding, in the following description, the control entity for charging cable 3, which is referred to as CCID controller 338, is simply referred to as charging cable 3, and the control entity for vehicle 1, which is referred to as CPU 125, is simply referred to as vehicle 1.

[0076] When the charging cable 3 detects an abnormality in itself, it is conceivable to provide a notification of the detection result from the charging cable 3 to the vehicle 1. The vehicle 1 that has received the notification uses the communication module 19 to inform an external entity (the user of the vehicle 1, the server that manages the charging facility 2, etc., none of which are shown) of the occurrence of the abnormality. Thus, measures suitable for the details of the abnormality occurring in the charging cable 3 can be taken.

[0077] However, conventionally, it has been difficult to provide a notification of specific details of an abnormality occurring in the charging cable 3 from the charging cable 3 to the vehicle 1. This is because the charging cable 3 complies with a specific charging standard (international standard) described in reference to Figures 3 to 5 It is not practical to newly add a signal line not defined in the charging standard to provide a notification of the details of the abnormality. It is desired to provide a notification of specific details of an abnormality occurring in the charging cable 3 from the charging cable 3 to the vehicle 1 in accordance with the conventional charging standard.

[0078] Therefore, the present embodiment employs such a configuration that when an abnormality occurs in the charging cable 3, among the duty ratios of the control pilot signal CPLT, the duty ratios not used for providing a notification of the rated current are allocated for each detail of the abnormality in the charging cable 3.

[0079] Figure 6 A diagram showing an overall picture of the information allocated to the control pilot signal CPLT in the first embodiment. In the first embodiment, the duty ratios outside the duty ratio range described in reference to Figure 5 That is, the duty ratios falling within the range d1 (range of 1% ≤ d1 < 10%) and / or the range d2 (range of 96% < d2 ≤ 100%) that are 1% or greater and less than or equal to 10% are allocated for providing a notification of the details of the abnormality in the charging cable 3.

[0080] Figure 7 A conceptual diagram showing the allocation of notification details of an abnormality to the control pilot signal CPLT in the first embodiment. In this example, different types of abnormalities are allocated for each 1% of the duty ratio of the control pilot signal CPLT. When the duty ratio is 1%, this means that a first abnormality has occurred in the charging cable 3. When the duty ratio is 2%, this means that a second abnormality has occurred in the charging cable 3. When the duty ratio is 3%, this means that a third abnormality has occurred in the charging cable 3. The same also applies to the case where the duty ratio is 4% or greater.

[0081] The first abnormality to the ninth abnormality may include various abnormalities such as an excessive rise in the temperature of the charging connector 31, an excessive rise in the temperature of the substrate housed in the CCID box 33, a leakage in the charging cable 3, and an overcurrent in the charging cable 3.

[0082] In the above description of this example, the duty cycle falls within the range d1 of 1% or greater and less than 10%, but a range d2 of greater than 96% and less than 100% can also be used. Furthermore, both ranges d1 and d2 can be used, or a combination of a portion of range d1 and a portion of range d2 can be used.

[0083] <Control Flow>

[0084] Figure 8 The flowchart illustrating the process related to notification of an anomaly in the charging cable 3 in the first embodiment is shown. This flowchart (and each flowchart described later) is executed repeatedly for each predetermined calculation cycle, for example, with the charging cable 3 connected to the inlet 13. Each step is implemented by software processing by the charging cable 3 (CCID controller 338), but can also be implemented by hardware (circuit) fabricated in the charging cable 3. Hereinafter, the steps will be abbreviated as S.

[0085] In S11, the charging cable 3 determines whether an abnormality is detected in the charging cable 3. Based on the explanation of the examples of the four types of abnormalities mentioned above, an excessive increase in the temperature of the charging connector 31 can be detected using a temperature sensor 311. An excessive increase in the temperature of the substrate housed in the CCID box 33 can be detected using a temperature sensor 337. A leakage current detector 334 can be used to detect leakage current in the charging cable 3. An overcurrent in the charging cable 3 can be detected using a current sensor 332.

[0086] When no abnormality is detected in charging cable 3 ("No" in S11), charging cable 3 is used as if it falls into the water. Figure 5 The duty cycle shown is within the range defined for the normal state (from 10% to 96%), which notifies vehicle 1 of the rated current of charging cable 3 (S12). The control pilot signal at this time corresponds to the "first control pilot signal" according to this disclosure.

[0087] On the other hand, when an anomaly is detected in the charging cable 3 ("Yes" in S11), the charging cable 3 identifies the details (type) of the anomaly detected in S11 (S13). Then, the charging cable 3 sets the duty cycle of the control pilot signal CPLT to a value corresponding to the details of the identified anomaly (S14). The control pilot signal at this time corresponds to the "second control pilot signal" according to this disclosure.

[0088] Therefore, vehicle 1 can identify the occurrence of an anomaly in charging cable 3, and also identify the type of anomaly. Thus, for example, vehicle 1 can stop plugging in charging based on the details of the anomaly occurring in charging cable 3, or it can notify the user or an external server that charging cable 3 needs repair. To notify the user or external server of the repair need, an HMI 18, such as an in-vehicle display, can be used instead of or attached to communication module 19.

[0089] As described above, in the first embodiment, a range of duty cycles not allocated for notification regarding the rated current of the charging cable 3 is provided in order to provide notification of details regarding anomalies in the charging cable 3. In other words, the use of the existing control pilot signal CPLT is expanded so that the control pilot signal CPLT can also be used to notify details of anomalies in the charging cable 3. Therefore, according to the first embodiment, the vehicle 1 can be notified of details of anomalies occurring in the charging cable 3 without providing additional signal lines in the charging cable 3.

[0090] [Modifications of the First Embodiment]

[0091] Figure 9 This is a flowchart illustrating the process related to notification of an anomaly in the charging cable 3 in a variation of the first embodiment. In this variation, after identifying the details of the anomaly in S13, the timing for providing a notification from the charging cable 3 to the vehicle 1 is set based on the details of the anomaly. More specifically, the flowchart in this variation is the same as the flowchart in the first embodiment (see...). Figure 8 The difference is that it also includes the processing in S15 to S17.

[0092] In S15, the charging cable 3 determines whether an abnormality occurring in the charging cable 3 requires immediate attention. In the example above, leakage or overcurrent in the charging cable 3 can be classified as an abnormality requiring immediate attention (first abnormality). Conversely, temperature rise in the charging connector 31 or CCID box 33 can be classified as an abnormality that does not require immediate attention (second abnormality), although this classification may depend on the degree of temperature rise. Therefore, information regarding whether the abnormality requires immediate attention is determined in advance and then provided to the charging cable 3 (CCID controller 338).

[0093] When an anomaly occurs in the charging cable 3 that requires urgent resolution ("Yes" in S15), the charging cable 3 sets the duty cycle of the control pilot signal CPLT to a value corresponding to the details of the anomaly, as in the first embodiment, thereby immediately notifying the vehicle 1 of the details of the anomaly (S14).

[0094] On the other hand, when an anomaly occurring in the charging cable 3 does not require immediate resolution ("No" in S15), the charging cable 3 continues charging control as normally would until plug-in charging is complete ("No" in S16, then proceeds to S17). When plug-in charging is complete ("Yes" in S16), the charging cable 3 sets the duty cycle of the control pilot signal CPLT to a value corresponding to the details of the anomaly, thereby notifying the vehicle 1 of the details of the anomaly (S14).

[0095] As described above, according to this variation, when an abnormality occurring in the charging cable 3 does not require immediate resolution, the notification of details regarding the abnormality is scheduled to occur after plug-in charging is complete. This allows for more reliable completion of plug-in charging of vehicle 1.

[0096] [Second Embodiment]

[0097] In the description of the configuration in the first embodiment, the duty cycle of the control pilot signal CPLT is used to provide notification of details about an anomaly occurring in the charging cable 3. In the following description of the configuration in the second embodiment, the frequency of the control pilot signal CPLT is used to provide notification.

[0098] Figure 10 This is a diagram illustrating the overall information allocated to the control pilot signal CPLT in the second embodiment. As described above, the frequency of the control pilot signal CPLT is fixed at 1 kHz under normal conditions. In this embodiment, frequencies other than 1 kHz (preferably frequencies higher than 1 kHz) can be allocated to provide notification of details regarding anomalies in the charging cable 3.

[0099] Figure 11 This is a conceptual diagram illustrating how notification details regarding anomalies are assigned to the control pilot signal CPLT in the second embodiment. In this example, different types of anomalies are assigned for every 1 kHz of the frequency of the control pilot signal CPLT. In other words, when the frequency is 2 kHz, this means that a first anomaly has occurred in the charging cable 3. When the frequency is 3 kHz, this means that a second anomaly has occurred in the charging cable 3. When the frequency is 4 kHz, this means that a third anomaly has occurred in the charging cable 3. This also applies to frequencies of 5 kHz or higher.

[0100] Figure 12 This is a flowchart illustrating the process related to notification of an anomaly in the charging cable 3 in the second embodiment. The process in S21 is different from the anomaly detection process in the first embodiment. Figure 8 (The processing in S11 is the same).

[0101] When no abnormality is detected in the charging cable 3 ("No" in S21), the charging cable 3 uses a circuit that falls into the specified frequency (1 kHz) while the frequency of the control pilot signal CPLT is kept fixed at a specific value. Figure 5 The duty cycle shown is within the range defined for the normal state (from 10% to 96%), and the rated current of the charging cable 3 is notified to vehicle 1 (S22).

[0102] On the other hand, when an anomaly is detected in the charging cable 3 ("Yes" in S21), the charging cable 3 identifies the details of the anomaly detected in S21 (S23). Then, the charging cable 3 sets the frequency of the control pilot signal CPLT to a value corresponding to the details of the identified anomaly (S24). The duty cycle of the control pilot signal CPLT is not particularly limited, but can be set to a specified value, for example, falling within a range defined for the normal state (from 10% to 96%).

[0103] Therefore, vehicle 1 can identify the occurrence of an abnormality in charging cable 3, and also identify the type of abnormality. Thus, for example, vehicle 1 can stop plugging in charging based on the details of the abnormality occurring in charging cable 3, or can inform the user that charging cable 3 needs repair.

[0104] As described above, in the second embodiment, a frequency not used when providing notification regarding the rated current of the charging cable 3 is assigned based on the details of the anomaly in the charging cable 3. Since the existing control pilot signal CPLT is also used in the second embodiment, as in the first embodiment, the vehicle 1 can be notified of the details of the anomaly occurring in the charging cable 3 without providing additional signal lines in the charging cable 3.

[0105] Note that the first and second embodiments can also be appropriately combined. Specifically, when providing notification of details regarding anomalies in the charging cable 3, a combination of frequencies and duty cycles not used for providing notification of the rated current of the charging cable 3 can be used.

[0106] [Third Embodiment]

[0107] In the following description of the configuration in the third embodiment, a duty cycle falling within the range defined for the normal state can be used to provide notification of details about anomalies in the charging cable 3.

[0108] Figure 13 This is a diagram illustrating the change in the duty cycle of the control pilot signal CPLT in the third embodiment. Figure 13 In the diagram, the horizontal axis represents the elapsed time, while the vertical axis represents the duty cycle of the control pilot signal CPLT.

[0109] In the following description, it is assumed that no abnormality is detected in the charging cable 3 at the initial time t10, and plug-in charging is performed normally. In this case, vehicle 1 (CPU 125) detects the duty cycle of the control pilot signal CPLT to obtain the rated current of the charging cable 3. The duty cycle falls within the range of 10% to 96% (e.g., 20%) defined for normal conditions.

[0110] When an anomaly is detected in charging cable 3 at time t11, charging cable 3 (CCID controller 338) temporarily changes the duty cycle of the control pilot signal CPLT so that it falls outside the range defined for the normal state. Figure 13 In the example shown, the duty cycle drops to a value lower than the lower limit (10%) defined for the normal state (e.g., 8%). Thus, vehicle 1 is able to recognize that the details of the notification provided using the duty cycle of the control pilot signal CPLT have switched from information about the rated current of the charging cable 3 to details about an anomaly in the charging cable 3.

[0111] At time t12, the CCID controller 338 returns the duty cycle of the control pilot signal CPLT to a value falling within the range defined for the normal state (e.g., 40%). At this time, a different duty cycle is assigned to each detail of the anomaly in the charging cable 3. Therefore, as in the first embodiment, the vehicle 1 can obtain details of the anomaly in the charging cable 3 by controlling the duty cycle of the pilot signal CPLT.

[0112] The duty cycle of the control pilot signal CPLT under normal conditions ranges from 10% to 96%, and extends to cover most of the entire range (see [link]). Figure 5 Therefore, as described in the first embodiment, when the duty cycle of the control pilot signal CPLT changes to a value falling outside the range defined for the normal state to provide notification of details about an anomaly in the charging cable 3, the duty cycle needs to be controlled with high precision within a narrow range. For example, when as referenced... Figure 7 As described above, when different types of anomalies are assigned for each 1% of the duty cycle within the range of 1% to 9%, the duty cycle for charging cable 3 needs to be controlled more precisely than it would be in the case of a 1% duty cycle. This could pose a significant challenge in the design of charging cable 3.

[0113] Conversely, in the third embodiment, the duty cycle of the control pilot signal CPLT uses a value within a range defined for the normal state, thus allowing for a wider range of notifications regarding details of anomalies in the charging cable 3. Accordingly, different types of anomalies can be assigned to a wider range per duty cycle than in the first embodiment (e.g., per 3% of the duty cycle, per 5% of the duty cycle, etc.). This increases the error tolerance allowed for controlling the duty cycle, thereby reducing the design complexity of the charging cable 3.

[0114] Figure 14 This is a flowchart illustrating the process related to the notification of an anomaly in the charging cable 3 in the third embodiment. The processes in S31 and S32 are the same as the corresponding processes in the first embodiment. Figure 8 (The processing in S11 and S12).

[0115] When an anomaly is detected in the charging cable 3 ("Yes" in S31), the charging cable 3 identifies the details of the anomaly detected in S31 (S33). The charging cable 3 temporarily sets the duty cycle of the control pilot signal CPLT to a value that falls outside the range defined for the normal state (S34). Thus, the vehicle 1 is notified that the details of the notification provided by the duty cycle of the control pilot signal CPLT have switched from the rated current of the charging cable 3 to the details of the anomaly in the charging cable 3. The control pilot signal at this time corresponds to the "first signal of the second control pilot signal" according to this disclosure.

[0116] In step S35, the charging cable 3 sets the duty cycle of the control pilot signal CPLT to a value that falls within the range defined for the normal state and corresponds to the details of the anomaly. Thus, the vehicle 1 can identify the occurrence of an anomaly in the charging cable 3 and also identify the type of anomaly. The frequency of the control pilot signal CPLT can be fixed at a value defined for the normal state (1 kHz). At this time, the control pilot signal corresponds to the "second signal of the second control pilot signal" according to this disclosure.

[0117] As described above, in the third embodiment, a switch is triggered to provide notification of details about the duty cycle by temporarily switching the duty cycle of the control pilot signal CPLT to fall outside the range defined for the normal state. Thus, a duty cycle falling within the range defined for the normal state can be used to provide notification of details about anomalies in the charging cable 3. Since the existing control pilot signal CPLT is also used in the third embodiment, as in the first and second embodiments, the vehicle 1 can be notified of details of anomalies occurring in the charging cable 3 without providing additional signal lines in the charging cable 3.

[0118] Furthermore, in the third embodiment, the signal indicating the switching of the notification about details provided by the duty cycle of the control pilot signal CPLT can be a signal with a frequency different from the value (1 kHz) in the normal state.

[0119] Note that each of temperature sensor 311, current sensor 332, leakage current detector 334, and temperature sensor 337 corresponds to the "anomaly detection unit" according to this disclosure. CCID controller 338 corresponds to the "controller" according to this disclosure.

[0120] Although the invention has been described and illustrated in detail, it is clearly understood that it is employed by way of illustration and example only, and not by way of limitation, and the scope of the invention is to be interpreted by the terminology of the appended claims.

Claims

1. A charging cable that electrically connects a vehicle to a charging facility, the charging cable comprising: An anomaly detection unit that detects anomalies in the charging cable; Control pilot signal lines; as well as The controller outputs a first control pilot signal to the control pilot signal line to notify the vehicle of the rated current of the charging cable, wherein... The first control pilot signal is an oscillating signal that provides notification about the rated current while the frequency of the first control pilot signal is fixed to a specific value defined by a specific charging standard followed by the charging cable, and the duty cycle of the first control pilot signal is controlled to fall within a specified range defined by the specific charging standard. When the anomaly detection unit detects the anomaly, the controller outputs a second control pilot signal to the control pilot signal line to notify the vehicle of the details of the anomaly. The second control pilot signal differs from the first control pilot signal in at least one of its frequency and duty cycle. The second control pilot signal includes a first signal and a second signal output after the first signal is output. When the duty cycle of the first signal is controlled to fall outside the specified range, the first signal indicates a switch of notification provided from the charging cable to the vehicle. When the duty cycle of the second signal is controlled to fall within the specified range, the second signal provides notification of details regarding the anomaly, and The specified range covers most of the entire duty cycle range, and in the second signal of the second control pilot signal, a different duty cycle is assigned to each of the details of a plurality of anomalies in the charging cable, so that the vehicle's CPU can identify what type of anomaly has occurred in the charging cable based on the duty cycle of the second signal of the second control pilot signal output to the vehicle's CPU via the control pilot signal line.

2. The charging cable according to claim 1, wherein The anomalies detected by the anomaly detection unit are classified into a first anomaly and a second anomaly. When the anomaly is the first anomaly, the controller immediately outputs the second control pilot signal to the control pilot signal line to stop the vehicle charging after detecting the anomaly, and When the anomaly is the second anomaly, the controller outputs the second control pilot signal to the control pilot signal line after the vehicle charging is completed.

3. A charging system, including: The charging cable according to claim 1 or 2; as well as The vehicle, wherein The vehicle includes at least one of the following: The interface informs the user of the details of the exception, and The communication module sends the details of the exception to an external server.

4. A method for charging a vehicle using a charging cable including control pilot signal lines, the method comprising: When no abnormality is detected in the charging cable, the vehicle is notified of the rated current of the charging cable using a first control pilot signal transmitted via the control pilot signal line. as well as When an anomaly is detected in the charging cable, a second control pilot signal transmitted via the control pilot signal line is used to notify the vehicle of the details of the anomaly in the charging cable, wherein... The first control pilot signal provides notification about the rated current when its frequency is fixed to a specific value defined by a specific charging standard followed by the charging cable, and its duty cycle is controlled to fall within a specified range defined by the specific charging standard. The second control pilot signal differs from the first control pilot signal in at least one of its frequency and duty cycle. The second control pilot signal includes a first signal and a second signal output after the first signal is output. When the duty cycle of the first signal is controlled to fall outside the specified range, the first signal indicates a switch of notification from the charging cable to the vehicle, and When the duty cycle of the second signal is controlled to fall within the specified range, the second signal provides notification of details regarding the anomaly, and The specified range covers most of the entire duty cycle range, and in the second signal of the second control pilot signal, a different duty cycle is assigned to each of the details of a plurality of anomalies in the charging cable, so that the vehicle's CPU can identify what type of anomaly has occurred in the charging cable based on the duty cycle of the second signal of the second control pilot signal output to the vehicle's CPU via the control pilot signal line.

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