Vehicle, charging method and computer device

Abstract

A method for charging an energy storage device (11) mounted on a vehicle (100) using power input to a charging port (71) of a vehicle (100) includes: connecting a first charging path (CL1) from the charging port (71) to the energy storage device (11) via a first charger (61), and disconnecting a second charging path (CL2) from the charging port (71) to the energy storage device (11) via a second charger (62); performing a pre-charging of the first charger (61) when the second charging path (CL2) is disconnected and the first charging path (CL1) is connected; determining whether the pre-charging of the first charger (61) has been completed; and when it is determined that the pre-charging of the first charger (61) has been completed, connecting both the first charging path (CL1) and the second charging path (CL2).

Description

Technical Field

[0001] This disclosure relates to vehicles, charging methods, and computer devices. Background Technology

[0002] Japanese Patent Publication No. 2014-017917 discloses an on-board power supply device that includes a charger for charging an on-board battery and a control device for controlling the charger. The control device performs a pre-charge of the charger before charging begins. This pre-charge increases the voltage of a smoothing capacitor included in the charger, thereby suppressing the inrush current at the start of charging. Summary of the Invention

[0003] As a result of the aforementioned pre-charging, the inrush current at the start of charging can be suppressed. However, when the charging power supplied from the vehicle's inlet to the energy storage device (on-board battery) via the charger becomes higher, the inrush current during pre-charging also becomes higher, and therefore it becomes difficult to adequately suppress the inrush current based on the technology described in Japanese Patent Publication No. 2014-017917.

[0004] This disclosure is made to solve the above-mentioned problems, and the purpose of this disclosure is to help to adequately suppress the inrush current during pre-charging, even when the charging power supplied from the vehicle entrance to the energy storage device via the charger is high.

[0005] According to the form described in the first point of this disclosure, the vehicle is provided as shown below.

[0006] The vehicle includes a charging port for receiving power from outside the vehicle, an energy storage device, a charger, and a control device for controlling the charger. The charger includes a first charger and a second charger. The first charger is configured to charge the energy storage device using power from the charging port when a first charging path is connected. The first charging path leads from the charging port to the energy storage device via the first charger. The second charger is configured to charge the energy storage device using power from the charging port when a second charging path is connected. The second charging path leads from the charging port to the energy storage device via the second charger. The second charging path is provided with a switching device for switching between connection and disconnection. The control device controls the switching device to: disconnect the second charging path before charging the energy storage device; maintain the first and second charging paths in a state where the second charging path is disconnected and the first charging path is connected during pre-charging of the first charger; and connect the second charging path after pre-charging of the first charger is complete.

[0007] The vehicle includes multiple chargers. For example, in a configuration where the vehicle includes two chargers (i.e., in a configuration where the vehicle includes only the two chargers described above (first charger and second charger), the sum of the power flowing through the first charging path (hereinafter also referred to as "first charging power") and the power flowing through the second charging path (hereinafter also referred to as "second charging power") corresponds to the charging power (hereinafter also referred to as "total charging power") supplied from the vehicle's inlet to the energy storage device via the chargers. After pre-charging of each charger is completed, the energy storage device is charged using the total charging power. Each of the first charging power and the second charging power is lower than the total charging power.

[0008] When pre-charging of both the first and second chargers is performed simultaneously, an inrush current corresponding to the total charging power is generated during pre-charging, thus the inrush current during pre-charging becomes high. In this connection, as in the above configuration, multiple chargers are pre-charged one after another. Specifically, when the second charging path is disconnected and the first charging path is connected, the control device completes the pre-charging of the first charger and then connects the second charging path. According to this control, since an inrush current corresponding to a first charging power lower than the total charging power is generated during the pre-charging of the first charger, the inrush current during pre-charging can be suppressed. Therefore, according to the above configuration, even when the charging power supplied from the vehicle's inlet to the energy storage device via the charger is high, it helps to sufficiently suppress the inrush current during pre-charging.

[0009] The number of chargers included in the vehicle is not limited to two, but can include at least three chargers. In addition to including a first charger and a second charger, the vehicle may also include a third charger.

[0010] The vehicle can be an electric vehicle (xEV) that uses electricity as a power source, either entirely or partially. Examples of xEVs include battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), and fuel cell electric vehicles (FCEVs).

[0011] The vehicles described above may include the features shown below.

[0012] The vehicle also includes the following features: The first charger includes a capacitor in which electricity is stored during pre-charging. The control device determines that pre-charging of the first charger is complete when the current flowing through the first charger becomes lower than a first reference value and the voltage of the capacitor becomes higher than a second reference value during pre-charging of the first charger.

[0013] According to the above configuration, as a result of charging, electricity is stored in the capacitor of the first charger, and the voltage of the capacitor increases. As the voltage of the capacitor increases, the inrush current flowing into the first charger becomes lower. Therefore, the control device can appropriately determine whether the pre-charging of the first charger has been completed based on the current flowing through the first charger and the voltage of the capacitor.

[0014] The vehicle also includes the following features. When specified conditions are met, the control device controls the switching device to connect the second charging path after pre-charging of the first charger has been completed. When the specified conditions are not met, the control device controls the switching device to disconnect the second charging path regardless of whether pre-charging of the first charger has been completed. The specified conditions include the condition that the rated output power of the external power supply facility exceeds a specified value. The power supply facility is connected to the charging port.

[0015] When the rated output power of the external power supply facility connected to the charging port (and the power input from the power supply facility to the vehicle inlet) is sufficiently low, overcurrent is unlikely to occur even when charging the storage device using only the first charger. In this configuration, the second charging path is connected after pre-charging of the first charger is completed when a predetermined condition, including the rated output power of the power supply facility exceeding a predetermined value, is met; otherwise, the second charging path is not connected. When the second charger is not needed, charging can be initiated prematurely by not connecting the second charging path.

[0016] The vehicle also includes the following features. The vehicle further includes a power supply port for outputting power to an external location. A second charger is configured to supply power to the power supply port using power from the energy storage device when the power supply path is connected. The power supply path runs from the energy storage device through the second charger to the power supply port. A switching device includes a C-contact relay that connects either the second charging path or the power supply path, and disconnects the other of the second charging path and the power supply path.

[0017] With this configuration, switching between connecting and disconnecting the second charging path can be achieved using a C-contact relay that switches between charging and discharging. Therefore, the circuit configuration is easily simplified.

[0018] The vehicle also includes the following features. The vehicle further includes a power supply port for outputting power to an external location. A first charger is configured to supply power to the power supply port using power from a storage device when the power supply path is connected. The first power supply path extends from the storage device to the power supply port via the first charger. The first charging path is provided with a first C-contact relay that connects either the first charging path or the first power supply path and disconnects the other. A second charger is configured to supply power to the power supply port using power from a storage device when the second power supply path is connected, extending from the storage device via the second charger. A switching device includes a second C-contact relay that connects either the second charging path or the second power supply path and disconnects the other.

[0019] According to this configuration, only either the first charger or the second charger can perform both charging and discharging. Therefore, even if either the first charger or the second charger is in an abnormal state, the other charger can still perform charging and discharging. The first charger can also be provided as standard equipment when purchasing the vehicle, while the second charger can be optional.

[0020] The vehicle also includes the following feature: When predetermined conditions are met, the control device controls the switching device to connect the second charging path after pre-charging of the first charger has been completed. When predetermined conditions are not met, the control device controls the switching device to disconnect the second charging path regardless of whether pre-charging of the first charger has been completed. The predetermined conditions include the condition that the second charger is available.

[0021] According to this configuration, when specified conditions, including the availability of a second charger, are met, the second charging path is connected after pre-charging of the first charger is completed; otherwise, the second charging path is not connected. When the second charger is unavailable, charging can be initiated prematurely by not connecting the second charging path. The unavailability of the second charger may include at least one of an abnormal condition of the second charger or the vehicle not having a second charger installed.

[0022] According to the second aspect of this disclosure, a charging method is provided as shown below.

[0023] A charging method is a method of charging an energy storage device mounted on a vehicle using electricity input to a charging port of the vehicle. The charging method includes: connecting a first charging path from the charging port to the energy storage device via a first charger; disconnecting a second charging path from the charging port to the energy storage device via a second charger; performing a pre-charging of the first charger when the second charging path is disconnected and the first charging path is connected; determining whether the pre-charging of the first charger has been completed; and when it is determined that the pre-charging of the first charger has been completed, connecting both the first charging path and the second charging path.

[0024] According to the same charging method, even when the charging power supplied from the vehicle's inlet to the energy storage device via the charger is as high as in the previously described vehicle, it helps to sufficiently suppress the inrush current during pre-charging.

[0025] According to another perspective, a program is provided that causes a computer to perform the above-described charging method. In one embodiment, a computer device is provided, comprising a processor and a memory storing a program that causes the processor to perform the above-described charging method. In another embodiment, a computer device for distributing the program is provided.

[0026] The above and other objects, features, aspects and advantages of this disclosure will become more apparent from the following detailed description of the disclosure taken in conjunction with the accompanying drawings. Attached Figure Description

[0027] Figure 1 This is a diagram illustrating the configuration of a vehicle according to an embodiment of the present disclosure.

[0028] Figure 2 It is shown that it includes Figure 1 The diagram shows the circuit configuration of the first charger / discharger in the vehicle.

[0029] Figure 3 It is shown that it includes Figure 1 The diagram shows the circuit configuration of the second charger / discharger in the vehicle.

[0030] Figure 4 This is a flowchart illustrating a charging method according to an embodiment of the present disclosure.

[0031] Figure 5 It is shown in Figure 1 The diagram shows a state in the vehicle where the second charging path is disconnected and the first charging path is connected.

[0032] Figure 6 It is shown in Figure 1 The diagram shows the state in which both the first charging path and the second charging path are connected in the vehicle.

[0033] Figure 7 It is shown in Figure 4 The diagram shows the timing of the state transitions of the first and second chargers in the pre-charge control when the conditions for using the second charger are met. Detailed Implementation

[0034] Embodiments of this disclosure will be described in detail with reference to the accompanying drawings. Identical or corresponding elements in the drawings have the same reference numerals and will not be described again thereon.

[0035] Figure 1 This is a diagram illustrating the configuration of a vehicle according to this embodiment. (Reference) Figure 1 The vehicle 100 according to this embodiment includes a battery 11 that can be charged by an Electric Vehicle Supply Equipment (EVSE) 900. The vehicle 100 is configured to operate using the electricity stored in the battery 11. The vehicle 100 according to this embodiment is a plug-in hybrid electric vehicle (PHEV). However, the vehicle 100 is not limited to this; it can be an electric vehicle (xEV) other than a PHEV. Known vehicle energy storage devices (e.g., flooded secondary batteries, all-solid-state secondary batteries, or battery packs) can be used as the battery 11. Examples of secondary batteries for vehicles include lithium-ion batteries and nickel-metal hydride batteries. The battery 11 corresponds to the exemplary "energy storage device" according to this disclosure.

[0036] Vehicle 100 also includes an inlet 71 to which the connector 920a of the EVSE 900 can be attached and removed. Inlet 71 corresponds to the exemplary “charging port” according to this disclosure. Power from outside the vehicle is input to inlet 71. When the connector 920a (plug) of the charging cable 920 connected to the body of the EVSE 900 is connected to the inlet 71 of the parked vehicle 100, vehicle 100 is set to a state of electrical connection to the EVSE 900 (hereinafter also referred to as the “inserted state”). For example, when vehicle 100 is in motion, vehicle 100 is in a state of no electrical connection to the EVSE 900 (hereinafter also referred to as the “uninserted state”). Although Figure 1 Only inlet 71, which is suitable for the power supply type of EVSE 900, is shown, but vehicle 100 may include a variety of inlets to accommodate a variety of power supply types (e.g., alternating current (AC) type and direct current (DC) type).

[0037] The EVSE 900 is configured to supply power by receiving a power supply from an external power source (e.g., a power grid, not shown). The main body of the EVSE 900 includes a power supply circuit 911 and a control device 912 that controls the power supply circuit 911. The power supply circuit 911 is electrically connected to the external power source. The power supply circuit 911 converts the power supplied from the external power source into power suitable for supplying to the vehicle 100 and outputs the resulting power to the charging cable 920. The EVSE 900 outputs power for supplying to the vehicle 100 from connector 920a (the end of the charging cable 920).

[0038] Vehicle 100 also includes an outlet 72. Outlet 72 corresponds to an exemplary "power supply port" according to this disclosure. Outlet 72 outputs power to the outside of the vehicle. Outlet 72 may be a socket that outputs AC power at a specified voltage (e.g., 100V or 200V). Outlet 72 may be located in the trunk Tr of vehicle 100. Outlet 72 may be located, for example, on a wall surface or floor surface of the trunk Tr. The trunk lid 73 is configured to be opened and closed by a user. The location of outlet 72 may be appropriately changed, and outlet 72 may be located, for example, in the vehicle compartment.

[0039] The vehicle 100 also includes a Battery Management System (BMS) 11a, a System Main Relay (SMR) 12, a Power Control Unit (PCU) 20, a Motor Generator (MG) 21 and 22, a planetary gear 23, a driven gear 24, a differential gear 25, an engine 30, a drive shaft 41, drive wheels 42, an Electronic Control Unit (ECU) 50, a charger and discharger 61 and 62, a start switch 80, a Human Machine Interface (HMI) 81, a navigation system (NAVI) 82, and a communication device 90.

[0040] ECU 50 is a computer that includes, for example, a processor, random access memory (RAM), and a memory. The memory is configured to allow the storage of information placed therein. The memory stores not only programs but also information to be used by the programs (e.g., mappings, mathematical expressions, and various parameters). In this embodiment, when the program stored in the memory is executed by the processor, various types of control performed by ECU 50 are implemented (e.g., as described later). Figure 4 (The control shown in the diagram). ECU 50 corresponds to the exemplary "control device" according to this disclosure.

[0041] The ECU 50 communicates with devices outside the vehicle 100 via a communication device 90. The communication device 90 includes a communication interface (I / F) for communication between the ECU 50 and the control unit 912 of the EVSE 900.

[0042] Planetary gear 23 serves as a power splitting mechanism. Planetary gear 23 is, for example, a single pinion-type planetary gear and includes a pinion, a planet carrier (input element), a sun gear (repulsion element), and a ring gear (output element). The output shaft of engine 30 and the rotor shaft of MG 21 are coupled to the planet carrier and sun gear of planetary gear 23, respectively. Planetary gear 23 outputs torque from engine 30 as a split torque to the sun gear and a torque to the ring gear.

[0043] MG 22, planetary gear 23, driven gear 24, and differential gear 25 are configured to combine the power output to the ring gear and the power output to the rotor shaft of MG 22 and transmit them to the drive wheel 42. More specifically, driven gear 24 is used to combine the power from planetary gear 23 (ring gear) and the power from MG 22. The combined drive torque is transmitted to differential gear 25 and further transmitted to drive wheel 42 via drive shaft 41 extending laterally from differential gear 25.

[0044] Any internal combustion engine can be used as engine 30. In this embodiment, a spark-ignition internal combustion engine comprising multiple cylinders is used as engine 30. Engine 30 generates power by burning fuel (e.g., gasoline) in each cylinder and uses the generated power to rotate a crankshaft (not shown) shared by all cylinders. Engine 30 is not limited to a gasoline engine; a diesel engine or a hydrogen engine may also be applicable.

[0045] In this embodiment, an AC motor (e.g., a permanent magnet synchronous motor or an induction motor) is used for each of MG 21 and MG 22. MG 21 and MG 22 serve as motors for driving the vehicle 100. MG 21 and MG 22 are driven by PCU 20 and rotate the drive wheels 42 of the vehicle 100. MG 21 and MG 22 generate electricity as needed and output the generated electricity to battery 11. MG 21 can utilize power from engine 30 to generate electricity.

[0046] PCU 20 uses power supplied from battery 11 to drive MG 21 and MG 22. PCU 20 is configured to control the states of MG 21 and MG 22 separately, and for example, it can set MG 21 to a power generation state while setting MG 22 to a power operation state. PCU 20 includes, for example, an inverter and a DC / DC converter. SMR 12 switches between connecting and disconnecting the electrical path from battery 11 to PCU 20. Each of SMR 12 and PCU 20 is controlled by ECU 50. When vehicle 100 is in motion, SMR 12 is set to a closed state (connected state). SMR 12 is also set to a closed state when exchanging power between battery 11 and the outside of the vehicle (inlet 71 or outlet 72).

[0047] BMS 11a monitors the state of battery 11. Specifically, BMS 11a includes various sensors that detect the state of battery 11 (e.g., voltage, current, and temperature) and outputs the detection results to ECU 50. ECU 50 can obtain the state of battery 11 (e.g., temperature, current, voltage, and SOC) based on the output from BMS 11a. State of Charge (SOC) represents the remaining amount of stored electrical energy and is expressed as, for example, the ratio of the current amount of stored electrical energy to the amount of stored electrical energy in a fully charged state, ranging from 0% to 100%.

[0048] Charger / discharger 61 and charge / discharger 62 are connected in parallel to each other. Charger / discharger 61 is located between inlet 71 and battery 11, and between outlet 72 and battery 11. Charger / discharger 62 is located between inlet 71 and battery 11, and between outlet 72 and battery 11. In this embodiment, charge / discharger 61 and charge / discharger 62 correspond to the exemplary "first charger" and exemplary "second charger" according to this disclosure, respectively.

[0049] Each of the chargers 61 and 62 is controlled by the ECU 50 and functions as both a charger (charging circuit) and a discharger (discharging circuit). Each of the chargers 61 and 62 charges the battery 11 using power input from outside the vehicle to inlet 71. Each of the chargers 61 and 62 discharges the power from the battery 11 to the outside of the vehicle through outlet 72. Although details of the circuit configuration will be described later, each of the chargers 61 and 62 performs bidirectional AC / DC conversion.

[0050] When inserted, the vehicle 100 can perform external charging (i.e., charging the battery 11 using power from outside the vehicle) and external power feeding (i.e., feeding power from the battery 11 to the outside of the vehicle). Power for external charging is supplied, for example, from the EVSE 900 to inlet 71. Each of chargers 61 and 62 converts the power received at inlet 71 (e.g., AC power) into power suitable for charging the battery 11 (e.g., DC power) and outputs the resulting power to the battery 11. Power for external power feeding is supplied from the battery 11 to each of chargers 61 and 62. Each of chargers 61 and 62 converts the DC power supplied from the battery 11 into power suitable for external power feeding (e.g., AC power) and outputs the resulting power to outlet 72.

[0051] The switching between on (activation) and off (deactivation) of the vehicle system, including the ECU 50 (the system controlling vehicle 10), is performed by the user on the start switch 80. The start switch 80 is located, for example, in the passenger compartment of vehicle 100. Typically, the vehicle's start switch is referred to as a "power switch" or "ignition switch".

[0052] HMI 81 includes input devices and display devices. HMI 81 may include a touch panel display. HMI 81 may include an instrument panel and / or a head-up display. NAVI 82, for example, uses a Global Positioning System (GPS) to detect the location of vehicle 100 and displays the location of vehicle 100 on a map in real time. NAVI 82 searches for routes by referring to map information.

[0053] Figure 2 This is a diagram showing the circuit configuration of the charger / discharger 61. (Refer to...) Figure 2 The charger 61 includes a circuit with a switching device 200. This circuit branches at the location where the switching device 200 is situated, and by defining this branch point (switching device 200) as a reference, the circuit can be broadly divided into a circuit on the inlet 71 side (hereinafter referred to as the "input circuit"), a circuit on the outlet 72 side (hereinafter referred to as the "output circuit"), and a circuit on the battery 11 side (hereinafter referred to as the "battery circuit"). The switching device 200 includes a pair of C-contact relays controlled by the ECU 50. The C-contact relays are configured to connect either the input circuit or the output circuit to the battery circuit and disconnect the other of the input circuit and the output circuit from the battery circuit.

[0054] The input circuit of the charger 61 includes a fuse circuit 211, an AC input filter 212, and a surge protective device (SPD) 213. The SPD 213 is connected to the AC input filter 212 and acts as a lightning surge absorber circuit in the AC power supply. The SPD 213 includes, for example, a variable resistor and an overvoltage protector. The voltage applied from the input circuit to the battery circuit is detected by a voltage sensor Sv11, and the detection result is output to the ECU 50.

[0055] The output circuit of the charger 61 includes an AC output filter 220. The voltage applied from the battery circuit to the output circuit (AC output filter 220) is detected by the voltage sensor Sv12, and the detection result is output to the ECU 50.

[0056] The battery circuit of the charger 61 includes a zero-phase current transformer (ZCT) 310, a filter 320, a pre-charge circuit 330, a power factor correction (PFC) circuit 340, a smoothing capacitor 350, an insulation circuit 360, an AC / DC conversion circuit 370, and a smoothing capacitor 380, arranged in the following order from the switching device 200 to the battery 11.

[0057] ZCT 310 detects ground fault current for each of the power input from the input circuit to the filter 320 and the power output from the filter 320 to the output circuit, and outputs the detection result to ECU 50.

[0058] The pre-charge circuit 330 includes a limiting resistor 331, a fuse 332 connected in series with the limiting resistor 331, and a switch 333 connected in parallel with the limiting resistor 331. The switch 333 is positioned in an electrical path that bypasses the limiting resistor 331. When the switch 333 is in the open (disconnected) state (hereinafter also referred to as the "limiting resistor ON state"), the resistance of the pre-charge circuit 330 is high due to the limiting resistor 331. When the switch 333 is in the closed (connected) state (hereinafter also referred to as the "limiting resistor OFF state"), the resistance of the pre-charge circuit 330 is lower than the value in the limiting resistor ON state.

[0059] The PFC circuit 340 includes an inverter that performs bidirectional power conversion. The PFC circuit 340 is configured to perform bidirectional power waveform conversion. This is achieved by current sensor I... AVoltage sensor Sv13 detects the current and voltage on the switching device 200 side of the PFC circuit 340 and outputs the detection results to the ECU 50. Voltage sensor Sv14 detects the voltage on the battery 11 side of the PFC circuit 340 and outputs the detection results to the ECU 50. The ECU 50 controls the PFC circuit 340 to obtain the target power waveform, while using voltage sensors Sv11 to Sv14 and current sensor I. A To check the voltage and current.

[0060] A smoothing capacitor 350 is arranged between the PFC circuit 340 and the insulation circuit 360. The detection value from the voltage sensor Sv14 corresponds to the voltage across the smoothing capacitor 350. When external charging of the battery 11 begins, power is stored in the smoothing capacitor 350 as a result of the power input from the PFC circuit 340 to the insulation circuit 360. For example, an insulation transformer is used as the insulation circuit 360. The insulation transformer transforms the voltage at a ratio corresponding to the turns ratio between the primary and secondary coils.

[0061] AC / DC conversion circuit 370 performs bidirectional AC / DC conversion. AC / DC conversion circuit 370 outputs AC power to switching device 200 and DC power to battery 11. Smoothing capacitor 380 is arranged between AC / DC conversion circuit 370 and SMR 12.

[0062] The charger 61 configured as described above is electrically connected to wire EL20, and wire EL20, through wire EL21, connects PCU 20 ( Figure 1 SMR 12 and SMR 12 are connected to each other. During external charging of battery 11, SMR 12 is set to the closed state, and DC power output from AC / DC conversion circuit 370 is input to battery 11 through smoothing capacitor 380 and SMR 12.

[0063] Inlet 71 and outlet 72 are electrically connected to charger 62 via wires EL11 and EL12, respectively. Charger 62 is electrically connected to wire EL20 via wire EL22.

[0064] Figure 3 This is a diagram showing the circuit configuration of the charger / discharger 62. (See reference) Figure 3The charger / discharger 62 is configured similarly to the aforementioned charger / discharger 61. The charger / discharger 62 includes a switching device 400, a fuse circuit 411, an AC input filter 412, an SPD 413, an AC output filter 420, a ZCT 510, a filter 520, a pre-charge circuit 530 (limiting resistor 531, fuse 532, and switch 533), a PFC circuit 540, a smoothing capacitor 550, an insulation circuit 560, an AC / DC conversion circuit 570, a smoothing capacitor 580, voltage sensors Sv21 to Sv24, and a current sensor I. B These correspond to the switching device 200, fuse circuit 211, AC input filter 212, SPD 213, AC output filter 220, ZCT 310, filter 320, pre-charge circuit 330 (limiting resistor 331, fuse 332 and switch 333), PFC circuit 340, smoothing capacitor 350, insulation circuit 360, AC / DC conversion circuit 370, smoothing capacitor 380, voltage sensors Sv11 to Sv14, and current sensor I in the charge / discharger 61, respectively. A .

[0065] Figure 4 This is a flowchart illustrating pre-charge control performed by ECU 50 according to this embodiment. ECU 50 corresponds to the exemplary "computer device" according to this disclosure. "S" in the flowchart signifies a step. The process shown in the flowchart begins when a predetermined charging start condition, including the condition that vehicle 100 is in an inserted state, is met. The charging start condition can be met when vehicle 100 is set from a non-inserted state to an inserted state, or when the charging start time programmed by a timer (set in ECU 50) arrives in vehicle 100 in an inserted state. Alternatively, the charging start condition can be met when ECU 50 of vehicle 100 in an inserted state receives a charging command from HMI 81 or EVSE 900. In this embodiment, during the period when no power is exchanged between battery 11 and the vehicle exterior (inlet 71 or outlet 72), each of the smoothing capacitors 350 and 550 discharges. Therefore, in Figure 4 At the start of the series of processes shown, each of the smoothing capacitors 350 and 550 is in an empty state (a state without stored power).

[0066] refer to Figure 4 Together Figures 1 to 3 In S11, ECU 50 enables the first charging path (which will be described later). Figure 5 and Figure 6 The first charging path CL1 shown in the diagram) and the second charging path (which will be described later) are shown in the diagram. Figure 6Each of the second charging paths (CL2) shown is disconnected. The first charging path is the electrical path from the inlet 71 (charging port) via the charger 61 (first charger) to the battery 11 (energy storage device). In the first charging path according to this embodiment, a switching device 200 is provided to switch between connecting and disconnecting the first charging path (see [link]). Figure 2 The second charging path is an electrical path that leads from the inlet 71 (charging port) to the battery 11 (energy storage device) via the charger 62 (second charger). In the second charging path according to this embodiment, a switching device 400 is provided for switching between connecting and disconnecting the second charging path (see [link]). Figure 3 ).

[0067] Specifically, ECU 50 controls switching device 200 (a pair of C-contact relays) in charge / discharger 61 to connect the output circuit (including AC output filter 220) to the battery circuit (including PFC circuit 340) and disconnect the input circuit (including AC input filter 212) from the battery circuit. ECU 50 controls switching device 400 (a pair of C-contact relays) in charge / discharger 62 to connect the output circuit (including AC output filter 420) to the battery circuit (including PFC circuit 540) and disconnect the input circuit (including AC input filter 412) from the battery circuit. Therefore, the first charging path is disconnected at the branch point (switching device 200) in charge / discharger 61 where it branches into the input and output circuits, while the second charging path is disconnected at the branch point (switching device 400) in charge / discharger 62. Therefore, before charging battery 11, ECU 50 controls switching device 200 to disconnect the first charging path and controls switching device 400 to disconnect the second charging path.

[0068] In the subsequent S12, ECU 50 sets the charge / discharger 61 to the limiting resistor on state. Specifically, ECU 50 sets switch 333 ( Figure 2 The circuit is set to open. Therefore, the resistance of the first charging path is increased by limiting resistor 331.

[0069] In the subsequent S13, ECU 50 connects the first charging path. Specifically, ECU 50 controls the switching device 200 (a pair of C-contact relays) in the charger 61 to connect the input circuit to the battery circuit and disconnect the output circuit from the battery circuit. Therefore, vehicle 100 is in a state where the second charging path is disconnected and the first charging path is connected.

[0070] Figure 5 This diagram illustrates a state in vehicle 100 where the second charging path is disconnected and the first charging path is connected. (Reference) Figure 5In the charger 61, the switching device 200 (more specifically, a C-contact relay) is configured to connect either the first charging path or the first power supply path, and to disconnect the other of the first charging path and the first power supply path. The first power supply path is the electrical path from the battery 11 (energy storage device) through the charger 61 (first charger) to the outlet 72 (power supply port).

[0071] In the charger 62, the switching device 400 (more specifically, a C-contact relay) is configured to connect either the second charging path or the second power supply path, and to disconnect the other of the second charging path and the second power supply path. The second power supply path is the electrical path from the battery 11 (energy storage device) through the charger 62 (second charger) to the outlet 72 (power supply port).

[0072] exist Figure 5 In the state shown, switching device 200 connects the first charging path CL1. Switching device 400 connects the second power supply path SL2. Therefore, each of the second charging path and the first power supply path is disconnected, and each of the first charging path CL1 and the second power supply path SL2 is connected.

[0073] Refer again Figure 4 Together Figures 1 to 3 In S13, ECU 50 enables the first charging path CL1 ( Figure 5 The ECU 50 connects to the charger 61 (first charger) and then begins pre-charging. Specifically, the ECU 50 requests the EVSE 900 (control device 912) to supply power corresponding to the charger 61 (e.g., a supply power from 2.5kW to 5kW). Then, in S14, while the ECU 50 performs pre-charging of the charger 61 with the first charging path CL1 connected, the ECU 50 determines whether the pre-charging is complete. Specifically, power is stored in the smoothing capacitor 350 by pre-charging the charger 61. The ECU 50 determines whether the pre-charging of the charger 61 is complete based on whether a predetermined first pre-charging completion condition is met. In this embodiment, the first pre-charging completion condition is met when both a first current requirement and a first voltage requirement are met during the pre-charging of the charger 61. When the current sensor I... AThe first current requirement is met when the detected current value IAC_A (the current flowing through the charge / discharger 61) is less than a predetermined first reference value (Th1). The first voltage requirement is met when the voltage value VH_A (the voltage of the smoothing capacitor 350) detected by the voltage sensor Sv14 is greater than a predetermined second reference value (Th2). If either requirement is not met, the first pre-charge completion condition is not met. Based on such a first pre-charge completion condition, it is easier and more appropriate to determine whether pre-charge has been completed.

[0074] Any first precharge completion condition can be set, without being subject to the above restrictions. For example, the first precharge completion condition can be met when a specified time period or longer has elapsed since the start of precharge.

[0075] When the first pre-charge completion condition is not met ("No" in S14), ECU 50 allows continued pre-charging of the charger 61, and when the first pre-charge completion condition is met ("Yes" in S14), the process proceeds to S15. In S15, ECU 50 sets the charger 61 to the limiting resistor off state. Specifically, ECU 50 switches 333 ( Figure 2 The circuit is set to a closed state. Therefore, the resistance of the first charging path CL1 becomes lower and tends to supply sufficient power to the battery 11.

[0076] In the subsequent S16, ECU 50 determines whether the prescribed conditions for using the second charger are met. In this embodiment, the conditions for using the second charger are met when both the charger 62 (second charger) is available (first usage requirement) and the rated output power of the EVSE 900 exceeds a prescribed value (second usage requirement). If either requirement is not met, the conditions for using the second charger are not met.

[0077] When the charger 62 is available in vehicle 100, ECU 50 determines that the first usage requirement is met. When the charger 62 is in an abnormal condition, ECU 50 determines that the first usage requirement is not met. Even if vehicle 100 is not equipped with charger 62, it can perform external charging and external power supply as long as it is equipped with charger 61. In this type of vehicle, charger 61 can be a standard device, while charger 62 can be an optional device. When purchasing a vehicle, the user can choose whether to include the optional device. Vehicles without charger 62 (optional device) do not meet the first usage requirement.

[0078] In this embodiment, ECU 50 receives specification information (including rated output power) about EVSE 900 from control device 912. Rated output power indicates the power supply performance of the power supply facility. EVSE 900 (a power supply facility external to the vehicle connected to inlet 71) can be a common power supply facility. Common power supply facilities include those with different rated output power. When a power supply facility with a rated output power exceeding a specified value is connected to inlet 71, ECU 50 determines that a second usage requirement is met. The specified value can be a value corresponding to the charging performance of charger 61.

[0079] The usage conditions of the second charger can be set without being subject to the above restrictions. For example, neither the first nor the second usage requirement needs to be set. The EVSE 900 connected to inlet 71 can be a non-public power supply facility (e.g., a power supply facility installed in a residence or workplace).

[0080] When the conditions for using the second charger are met ("Yes" in S16), the process proceeds to S17. In S17, ECU 50 sets the charger / discharger 62 to the limiting resistor on state. Specifically, ECU 50 sets switch 533 ( Figure 2 The circuit is set to open. Therefore, the resistance of the second charging path is increased by limiting resistor 531.

[0081] In the subsequent S18, ECU 50 connects the second charging path. Specifically, ECU 50 controls the switching device 400 (a pair of C-contact relays) in the charger 62 to connect the input circuit to the battery circuit and disconnect the output circuit from the battery circuit. Therefore, vehicle 100 is in a state where both the first and second charging paths are connected.

[0082] Figure 6 This is a diagram showing a state in vehicle 100 where both the first charging path and the second charging path are connected. (Reference) Figure 6 In charge / discharger 61, switching device 200 (more specifically, a C-contact relay) connects the first charging path CL1. In charge / discharger 62, switching device 400 (more specifically, a C-contact relay) connects the second charging path CL2. Figure 6 In the state shown, both the first power supply path and the second power supply path are disconnected, and both the first charging path CL1 and the second charging path CL2 are connected.

[0083] Refer again Figure 4 Together Figures 1 to 3 In S18, ECU 50 enables the second charging path CL2 ( Figure 6The ECU 50 connects to the charger 61, and then begins pre-charging of the charger 62 (second charger). Specifically, the ECU 50 requests the EVSE 900 (control device 912) to feed power corresponding to both charger 61 and charger 62 (e.g., a feed power from 5 kW to 10 kW). Then, in S19, while the ECU 50 performs pre-charging of the charger 62 with both the first charging path CL1 and the second charging path CL2 connected, the ECU 50 determines whether pre-charging has been completed. Specifically, power is stored in the smoothing capacitor 550 by pre-charging the charger 62. The ECU 50 determines whether pre-charging of the charger 62 has been completed based on whether a predetermined second pre-charging completion condition is met. The second pre-charging completion condition can be a condition consistent with the first pre-charging completion condition described previously. In this embodiment, the second pre-charging completion condition is met when both the second current requirement and the second voltage requirement are met during the pre-charging of the charger 62. When measured by the current sensor I... B The second current requirement is met when the detected current value IAC_B (the current flowing through the charge / discharger 62) is less than the specified third reference value (Th3). The second voltage requirement is met when the voltage value VH_B (the voltage of the smoothing capacitor 550) detected by the voltage sensor Sv24 is greater than the specified fourth reference value (Th4). The second pre-charge completion condition is not met if either requirement is not met. Based on such a second pre-charge completion condition, it is easier and more appropriate to determine whether pre-charging has been completed. Any second pre-charge completion condition can be set without the above limitations.

[0084] When the second pre-charge completion condition ("No" in S19) is not met, ECU 50 allows pre-charging of the charger 62 to continue, and when the second pre-charge completion condition ("Yes" in S19) is met, the process proceeds to S20. In S20, ECU 50 sets the charger 62 to the limiting resistor off state. Specifically, ECU 50 switches 533 ( Figure 2 The circuit is set to a closed state. Therefore, the resistance of the second charging path CL2 becomes lower, and it tends to supply sufficient power to the battery 11.

[0085] Following the processing in S20, in S21, ECU 50 determines that pre-charging is complete and transitions to charging control after pre-charging completion. If the conditions for using the second charger are not met ("No" in S16), the processing in S17 to S20 is skipped, and in S21, ECU 50 transitions to charging control after pre-charging completion. Since the result of the processing in S21 is the transition to charging control after pre-charging completion, Figure 4 The series of processes shown here has ended.

[0086] In the charging control following pre-charging completion when the conditions for using the second charger are met, power is supplied from the vehicle 100's inlet 71 via chargers 61 and 62 when both the first charging path CL1 and the second charging path CL2 are connected. Specifically, the total charging power (IAC), a combination of the power flowing through the first charging path CL1 (first charging power) and the power flowing through the second charging path CL2 (second charging power), is supplied to the battery 11. For example, external charging of the battery 11 continues until a predetermined exit condition is met. Then, when the exit condition is met, external charging stops. For example, the exit condition can be met when the battery 11 is fully charged. During charging, the ECU 50 controls chargers 61 and 62. The ECU 50 can control a notification device (e.g., HMI 81 or NAVI 82) to notify the user that high-power charging is being performed during charging using chargers 61 and 62.

[0087] In the charging control following pre-charging when the conditions for using the second charger are not met, when the first charging path CL1 is connected and the second charging path CL2 is disconnected, power is supplied from the vehicle 100's inlet 71 to the battery 11 via the charger 61. Specifically, the power flowing through the first charging path CL1 (first charging power) is supplied to the battery 11 as total charging power (IAC). External charging of the battery 11 continues until the prescribed exit conditions are met. During charging, the ECU 50 controls the charger 61. The ECU 50 may control a notification device (e.g., HMI 81 or NAVI 82) to notify the user that low-power charging is being performed during charging using only the charger 61.

[0088] When the specified discharge conditions are met while the battery 11 is not charging, the ECU 50 controls the switching devices 200 and 400 to connect both the first and second discharge paths. The discharge conditions can be met when the ECU 50 receives a discharge command from the HMI 81. When the first discharge path is connected, the charger 61 uses power from the battery 11 to feed power to the outlet 72. When the second discharge path is connected, the charger 62 uses power from the battery 11 to feed power to the outlet 72. When both the first and second discharge paths are connected, the ECU 50 can control a notification device (e.g., HMI 81 or NAVI 82) to notify the user that the discharge preparation is complete. The user can notify the user by opening the trunk lid 73. Figure 1 And plug the power cord of an electrical load (e.g., an appliance such as a lighting fixture or kitchen appliance) not shown into outlet 72 (socket) to supply AC power from outlet 72 to the electrical load.

[0089] Figure 7This is shown in the aforementioned pre-charge control ( Figure 4 The timing diagram shows the state transitions of chargers 61 and 62 when the conditions for using the second charger are met. Figure 7 In the timing diagram, lines L11, L12, L13, L14, L15, L16, and L17 represent the current values ​​IAC_A (current flowing through charge / discharger 61), IAC_B (current flowing through charge / discharger 62), IAC (total charging power flowing through charge / dischargers 61 and 62), VH_A (voltage of smoothing capacitor 350), VH_B (voltage of smoothing capacitor 550), the state (connected / disconnected) of the first charging path CL1, and the state (connected / disconnected) of the second charging path CL2, respectively. In the timing diagram, "t" represents time.

[0090] refer to Figure 7 When starting at t10 Figure 4 During the pre-charge control shown, both the first charging path CL1 and the second charging path CL2 are disconnected (lines L16 and L17). Subsequently, at t11, the first charging path CL1 (line L16) is connected, and pre-charging of the charger 61 begins. Figure 4 (S13 in the diagram). Therefore, the current flowing through the charge / discharger 61 (line L11), the voltage of the smoothing capacitor 350 (line L14), and the total charging power (line L13) increase. As the voltage of the smoothing capacitor 350 increases, the inrush current flowing into the charge / discharger 61 becomes lower. Subsequently, when the pre-charging of the charge / discharger 61 is completed at t12, the second charging path CL2 (line L17) is connected, and the pre-charging of the charge / discharger 62 begins. Figure 4 (See S18 in the original text). Therefore, the current flowing through the charge / discharger 62 (line L12), the voltage of the smoothing capacitor 550 (line L15), and the total charging power (line L13) increase. As the voltage of the smoothing capacitor 550 increases, the inrush current flowing into the charge / discharger 62 becomes lower. Before charging the battery 11, the ECU 50 controls the switching device 400 to disconnect the second charging path CL2, with the second charging path CL2 disconnected and the first charging path CL1 connected (see S18 in the original text). Figure 5 When the pre-charging of the charger 61 is completed, the switching device 400 is then controlled to connect the second charging path CL2 (see [reference]). Figure 6 ).

[0091] As described above, the charging method according to this embodiment includes Figure 4The process is illustrated in the series of steps shown. In S11 to S13, ECU 50 connects the first charging path CL1 and disconnects the second charging path CL2. In S13 to S14, while the second charging path CL2 is disconnected and the first charging path CL1 is connected, ECU 50 performs pre-charging of the charger 61. In S14, ECU 50 determines whether the pre-charging of the charger 61 has been completed. When ECU 50 determines that the pre-charging of the charger 61 has been completed, in S18, ECU 50 connects both the first charging path CL1 and the second charging path CL2.

[0092] In the above method, the chargers 61 and 62 (multiple chargers) are pre-charged one after another. Specifically, the ECU 50 completes the pre-charging of the charger 61 when the second charging path CL2 is disconnected and the first charging path CL1 is connected, and then connects the second charging path CL2. This control helps to effectively suppress inrush currents during pre-charging, even when the charging power (total charging power of chargers 61 and 62) supplied from the vehicle 100's inlet 71 to the battery 11 is high.

[0093] The vehicle's configuration is not limited to the aforementioned configurations. Figures 1 to 3 ).although Figure 1 A front-wheel-drive four-wheel vehicle is shown, but the number of wheels and drive type can be varied as appropriate. The drive type can be rear-wheel drive or four-wheel drive. Three, five, or more wheels can be provided. The vehicle is not limited to passenger cars; buses or trucks may also be applicable. The vehicle is not limited to PHEVs; BEVs or other xEVs excluding internal combustion engines may also be applicable.

[0094] Any number of control devices (processors) can be installed in the vehicle. For example, a controller that controls chargers 61 and 62 according to instructions from ECU 50 can be located between chargers 61 and 62 and ECU 50 (or within chargers 61 and 62). Sensors that detect abnormal conditions of PFC circuits 340 and 540 (e.g., temperature sensors that detect abnormal high temperatures) can be installed. External power supply to the vehicle is not required. The vehicle may include a charger (charging circuit) instead of chargers. The number of chargers installed in the vehicle is not limited to two. Three or more chargers can be connected in parallel.

[0095] The vehicle may include solar panels. The vehicle may be configured to be wirelessly charged. When alignment is completed between the power transmission unit (e.g., a power transmission coil) on the power supply side and the power receiving unit (e.g., a power receiving coil) on the vehicle side, a vehicle suitable for wireless charging (contactless charging) can be considered to be in a state equivalent to the previously described "insertion state." In such a vehicle, the power receiving unit corresponds to a charging port. The vehicle may be configured to be capable of autonomous driving or flight. The vehicle may be a vehicle capable of operating without human intervention (e.g., an autonomous guided vehicle or agricultural machinery).

[0096] Although embodiments of this disclosure have been described, it should be understood that the embodiments disclosed herein are illustrative in every respect and not restrictive. The scope of this disclosure is defined by the terminology of the claims and is intended to include any modifications within the scope and meaning equivalent to the terminology of the claims.

Claims

1. Vehicles, including: A charging port that receives power from outside the vehicle; Energy storage devices; charger; as well as A control device that controls the charger, wherein: The charger includes a first charger and a second charger. The first charger is configured to charge the energy storage device using power from the charging port when the first charging path is connected, the first charging path being guided from the charging port to the energy storage device via the first charger; The second charger is configured to charge the energy storage device using power from the charging port when the second charging path is connected, the second charging path being guided from the charging port to the energy storage device via the second charger; The second charging path is equipped with a switching device for switching between connecting and disconnecting the second charging path, and The control device controls the switching device to: Disconnect the second charging path before charging the energy storage device; During the pre-charging of the first charger, the first charging path and the second charging path are maintained in a state where the second charging path is disconnected and the first charging path is connected. When the specified conditions are met, and after pre-charging of the first charger is completed, the second charging path is connected, and When the specified conditions are not met, the second charging path is disconnected regardless of whether pre-charging of the first charger has been completed, and The specified conditions include the condition that the rated output power of the external power supply facility connected to the charging port exceeds a specified value.

2. The vehicle according to claim 1, wherein: The first charger includes a capacitor in which electricity is stored during the pre-charging process, and The control device determines that the pre-charging of the first charger has been completed when the current flowing through the first charger becomes lower than a first reference value and the voltage of the capacitor becomes higher than a second reference value during the pre-charging of the first charger.

3. The vehicle according to claim 1 or 2, further comprising a power supply port for outputting power to the outside of the vehicle, wherein: The second charger is configured to supply power to the feed port using power from the energy storage device when the feed path is connected, the feed path being routed from the energy storage device via the second charger to the feed port. The switching device includes a C-contact relay that connects either the second charging path or the power supply path, and disconnects the other of the second charging path and the power supply path.

4. The vehicle according to claim 1 or 2, further comprising a power supply port for outputting power to the outside of the vehicle, wherein: The first charger is configured to supply power to the feed port using power from the energy storage device when the first feed path is connected, the first feed path being routed from the energy storage device through the first charger to the feed port. The first charging path is equipped with a first C-contact relay, which connects either the first charging path or the first power supply path, and disconnects the first charging path from the other of the first power supply path. The second charger is configured to supply power to the feed port using power from the energy storage device when the second feed path is connected, the second feed path being routed from the energy storage device through the second charger to the feed port, and The switching device includes a second C-contact relay, which connects either the second charging path or the second power supply path, and disconnects the other of the second charging path and the second power supply path.

5. The vehicle according to claim 4, wherein: The specified conditions also include the condition that the second charger is available.

6. A charging method that uses electricity input to a charging port of a vehicle to charge an energy storage device mounted on the vehicle, the charging method comprising: Connect the first charging path from the charging port to the energy storage device via the first charger; Disconnect the second charging path from the charging port to the energy storage device via the second charger; Precharging of the first charger is performed when the second charging path is disconnected and the first charging path is connected; Determine whether the pre-charging of the first charger has been completed; When it is determined that the pre-charging of the first charger has been completed, it is determined whether the specified conditions are met. The specified conditions include the condition that the rated output power of the external power supply facility of the vehicle exceeds a specified value, and the power supply facility is connected to the charging port. When the specified conditions are met, both the first charging path and the second charging path are connected. as well as When the specified conditions are not met, the second charging path remains disconnected.

7. A computer device, comprising: processor, and A memory containing a program that causes the processor to execute the charging method according to claim 6.

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