Vehicle

Abstract

A vehicle includes an electric power storage device, a DC charging inlet to which a DC charging connector is connectable, an AC charging inlet to which an AC charging connector is connectable, a charging circuit connected to the AC charging inlet and converting alternating current power into direct current power, a common wiring via which direct current power from the DC charging inlet and direct current power from the charging circuit flow, a control device, and a relay provided between the common wiring and the electric power storage device.

Description

[0001] Divisional application statement

[0002] This application is a divisional application of Chinese invention patent application filed on August 3, 2021, entitled "Charging System, Vehicle, Charging Control Device and Charging Method", with application number 2021108882698. Technical Field

[0003] This disclosure relates to charging systems, vehicles, charging control devices, and charging methods. Background Technology

[0004] Japanese Unexamined Patent Application Publication No. 2018-129956 (JP 2018-129956 A) discloses a charging system that uses electricity supplied to each of a first charging port and a second charging port to charge a secondary battery (energy storage device). Summary of the Invention

[0005] In the charging system described in JP 2018-129956A, a first relay and a second relay are respectively provided near a first charging port and a second charging port. When the charging connector is connected to the first charging port, the first relay near the first charging port is turned on (connected), and the second relay near the second charging port is turned off (disconnected). Because the first relay is turned on, power supplied to the first charging port is allowed to be output from the first charging port to the secondary battery side. During this charging of the secondary battery, no voltage is applied to the second charging port because the second relay is turned off. Therefore, when charging the secondary battery using the first charging port, it is considered safe (i.e., the risk of electric shock is low) even if the terminals of the second charging port are exposed.

[0006] In the charging system described in JP 2018-129956A, safety is ensured by implementing the aforementioned control. However, in this control, a first relay and a second relay are respectively provided for the first charging port and the second charging port, and the first relay and the second relay are controlled to different states independently depending on which of the first charging port and the second charging port is used. This complex control is disadvantageous in terms of both safety and cost. The more complex the control, the more likely a malfunction will occur.

[0007] This disclosure is made to address the aforementioned problems, and the purpose of this disclosure is to improve safety through simple control of a charging system that uses power supplied to each of a plurality of charging ports to charge an energy storage device.

[0008] The charging system according to a first aspect of this disclosure is configured to charge an energy storage device using power supplied to each of a plurality of charging ports. The charging system includes: a switching device configured to switch between connection and disconnection of each of a plurality of power paths from the plurality of charging ports to the energy storage device; and a control device configured to control the switching device. Each of the plurality of charging ports is provided with a cover configured to open and close a corresponding charging port. The control device is configured to determine whether a predetermined charging prohibition condition is met before starting to charge the energy storage device using any of the plurality of charging ports, and, when the predetermined charging prohibition condition is met, to keep each of the plurality of power paths from the plurality of charging ports to the energy storage device disconnected. The predetermined charging prohibition condition is met when the cover of at least one charging port included in the plurality of charging ports and which is other than the charging port to be used is opened.

[0009] In the following text, the charging port to be used among multiple charging ports is also referred to as the "used port". The charging ports other than the one to be used are also referred to as the "unused ports".

[0010] In the charging system described above, a charging prohibition condition is met when the cover of an unused port is open. When the charging prohibition condition is met, each of the multiple power paths from the multiple charging ports to the energy storage device remains disconnected. Charging cannot begin unless the cover of each unused port is closed. In this configuration, control is simplified because the power paths to all charging ports remain disconnected.

[0011] It is safe to apply voltage to any unused port when charging begins because the cover of the unused port is closed (i.e., the terminals of the unused port are not exposed). Because the terminals of the unused port are covered, users are physically prohibited from touching the terminals of the unused port.

[0012] As described above, the safety of the charging system can be improved through simple control based on the above configuration.

[0013] The switching device may include a relay disposed in a common portion of multiple power paths from multiple charging ports to the energy storage device, and configured to switch between connection and disconnection of the common portion.

[0014] In a charging system that includes a switching device, by switching the state of a relay (connected or disconnected), the control device can switch between connecting and disconnecting each of the multiple power paths from multiple charging ports to the energy storage device. This simplifies control and reduces costs.

[0015] A relay can be a normally closed switch. When the relay is not energized, it is switched off (open), thus improving safety.

[0016] The charging port may include multiple contact charging ports. The control device may be configured to determine whether a predetermined charging prohibition condition is met at the moment the charging connector is connected to any one of the multiple contact charging ports before starting to charge the energy storage device using any one of the multiple contact charging ports.

[0017] When a charging connector is connected to a charging port, it is highly likely that charging will be performed using the charging port to which the charging connector is connected. Since the charging connector connects to the terminals of the charging port, the terminals of the charging port are not exposed. Therefore, it is unlikely that a user will touch the terminals of the port being used.

[0018] Each of the multiple contact charging ports can be a charging port that receives DC power (hereinafter also referred to as a "DC port").

[0019] When charging an energy storage device using an AC port that receives AC power (e.g., a charging port compatible with a standard charger), the AC power supplied to the AC port is converted to DC power, and the DC power is supplied to the energy storage device. On the other hand, when charging an energy storage device using a DC port that receives DC power (e.g., a charging port compatible with a fast charger), this power conversion (AC to DC conversion) is unnecessary. Because there is no AC to DC conversion circuit between the DC port and the energy storage device, the voltage from the energy storage device tends to be applied to the DC port when the DC port and the energy storage device are electrically connected. Therefore, a particularly high level of safety is required in a configuration where each of the multiple contact charging ports is a DC port.

[0020] Multiple contact charging ports may include manual charging ports where the user connects to the charging connector and automatic charging ports where the user automatically connects to the charging connector.

[0021] In manual charging, where the user connects the charging connector to the charging port to initiate charging, a significant amount of work is required, leading to a tendency to forget to close the cover. Conversely, in automatic charging, where the charging connector automatically connects to the charging port, less effort is required, thus reducing the likelihood of user distraction. Configurations where the contact charging port includes both manual and automatic charging ports require an exceptionally high level of safety.

[0022] Any of the above-mentioned charging systems may further include a notification device configured to be controlled by a control device. The control device may be configured to notify the user that a predetermined charging prohibition condition has been met before the control device begins charging the energy storage device.

[0023] In the above configuration, when the charging prohibition condition is met, the notification device notifies the user that the charging prohibition condition has been met. The user can then begin charging the energy storage device by preventing the charging prohibition condition from being met.

[0024] The control device can be configured to prompt the user to close the cover of an unused port by using a notification device when the control device determines that a predetermined charging prohibition condition is met before starting to charge the energy storage device. The notification device can inform the user of the location of the unused port with the cover open.

[0025] The control device can be configured to connect the power path from the desired charging port to the energy storage device to begin charging the energy storage device when the control device determines that a predetermined charging prohibition condition is not met before starting to charge the energy storage device. The predetermined charging prohibition condition may not be met when the covers of all charging ports except the desired charging port are closed.

[0026] In the above configuration, charging of the energy storage device begins when the cover of each unused port is closed. Based on this configuration, the energy storage device can be safely charged.

[0027] The charging prohibition condition is not limited to the above-mentioned charging prohibition conditions, and can be satisfied when the cover of any unused port is open and when the cover of any unused port is unlocked. When the cover of each unused port is closed and the cover of each unused port is locked, the charging prohibition condition can be set to not be satisfied.

[0028] The control device can be configured to: determine whether a predetermined charging prohibition condition is met during the charging of the energy storage device, and when the control device determines that the predetermined charging prohibition condition is met, disconnect each of the multiple power paths from the multiple charging ports to the energy storage device to stop charging the energy storage device.

[0029] In the above configuration, when the cover of an unused port is opened during charging of the energy storage device, each of the multiple power paths from the multiple charging ports to the energy storage device is disconnected, and charging of the energy storage device is stopped. This improves safety during charging in the charging system.

[0030] A charging system according to a second aspect of this disclosure is configured to charge an energy storage device using power supplied to each of a plurality of charging ports. The charging system includes: a switching device configured to switch between connection and disconnection of each of a plurality of power paths from the plurality of charging ports to the energy storage device; and a control device configured to control the switching device. The plurality of charging ports includes a first charging port and a second charging port, an AC-to-DC converter circuit is present in the power path from the first charging port to the energy storage device, and no AC-to-DC converter circuit is present in the power path from the second charging port to the energy storage device. The second charging port is provided with a cover configured to open and close the second charging port. The control device is configured to: determine whether a predetermined charging prohibition condition is met before starting to charge the energy storage device using any of the plurality of charging ports, and when the predetermined charging prohibition condition is met, keep each of the plurality of power paths from the plurality of charging ports to the energy storage device disconnected. The predetermined charging prohibition condition is met when the cover of the unused second charging port is opened.

[0031] Because the AC-to-DC converter circuit exists in the power path (charging path) from the first charging port to the energy storage device, the DC power output from the energy storage device is cut off by the AC-to-DC converter circuit. Therefore, even if the first charging port is electrically connected to the energy storage device, the voltage of the energy storage device is not applied to the first charging port. With this configuration, safety can be ensured even when the first charging port is not in use and is electrically connected to the energy storage device.

[0032] In the aforementioned charging system, if the cover of the unused second charging port is opened before charging of the energy storage device begins, the control device keeps each of the multiple power paths from the multiple charging ports to the energy storage device disconnected. Even with this configuration, the safety of the charging system can be improved through simple control.

[0033] In the charging system according to the second aspect, each of the number of first charging ports and the number of second charging ports can be one or more. Since the AC-to-DC converter circuit is present in the power path from the first charging port to the energy storage device, the first charging port may not be covered. However, this disclosure is not limited thereto, and the first charging port may be covered.

[0034] The first charging port may include a contactless charging port. The control device may be configured to determine whether a predetermined charging prohibition condition is met at the moment when the alignment of the contactless charging port for contactless charging is started or completed, before starting charging of the energy storage device using the contactless charging port.

[0035] In the following text, the alignment of the contactless charging port for contactless charging is also referred to as "alignment before power transmission". When performing alignment before power transmission (e.g., alignment between the power transmitting coil and the power receiving coil), it is highly likely that charging will be performed using the contactless charging port.

[0036] The control device can request the power supply to send power in a contactless manner when preparations for sending contactless power to the contactless charging port are completed. The control device can determine whether predetermined charging prohibition conditions are met immediately before requesting the power supply to send power in a contactless manner.

[0037] The first charging port may include a charging port for receiving AC power (hereinafter also referred to as the "AC port"). AC-to-DC converter circuitry and isolation circuitry may be present in the power path from the AC port to the energy storage device.

[0038] Since not only the AC-to-DC converter circuit but also the isolation circuit exists in the power path from the AC port to the energy storage device, a higher level of security for the AC port can be ensured.

[0039] The vehicle according to the third aspect of this disclosure includes any of the aforementioned charging systems. Because the vehicle includes any of the aforementioned charging systems, the safety of the charging system can be improved through simple control.

[0040] The energy storage device in any of the above-described charging systems can be configured to supply electricity to the vehicle for operation. The vehicle can be an electrically driven vehicle. An electrically driven vehicle is a vehicle configured to operate based on the electricity stored in the energy storage device. In addition to electric vehicles (EVs) and plug-in hybrid vehicles (PHVs), electrically driven vehicles also include fuel cell vehicles (FCs) and range-extended electric vehicles (REEVs).

[0041] The vehicles can be connected cars. Connected cars involve a lot of communication. Therefore, if the control system is complex, malfunctions may occur.

[0042] The charging control device according to the fourth aspect of this disclosure is configured as a control switching device, which is configured to switch between connecting and disconnecting each of a plurality of power paths from a plurality of charging ports to an energy storage device. The charging control device is configured to: determine whether a predetermined charging prohibition condition is met before starting to charge the energy storage device using any one of the plurality of charging ports; and when the predetermined charging prohibition condition is met, keep each of the plurality of power paths from the plurality of charging ports to the energy storage device disconnected. The predetermined charging prohibition condition is met when the cover of at least one of the plurality of charging ports, which is other than the charging port to be used, is opened.

[0043] Unless the cover of each unused port is closed, the charging control device keeps each of the multiple power paths from the multiple charging ports to the energy storage device disconnected and charging will not begin. Based on the above-described charging control device, the safety of the charging system can be improved through simple control.

[0044] The charging method according to the fifth aspect of this disclosure includes steps A to C. In step A, before starting to charge the energy storage device using any one of the plurality of charging ports, a control device determines whether a predetermined charging prohibition condition is met. The predetermined charging prohibition condition is met when the cover of at least one of the plurality of charging ports, other than the charging port to be used, is opened.

[0045] In step B, when a predetermined charging prohibition condition is met, the control device disconnects each of the multiple power paths from the multiple charging ports to the energy storage device so as not to start charging the energy storage device.

[0046] In step C, when the predetermined charging prohibition condition is not met, the control device connects the power path from the charging port to be used, which is included among a plurality of charging ports, to the energy storage device to start charging the energy storage device.

[0047] In the above charging method, unless the cover of each unused port is closed, each of the multiple power paths from the multiple charging ports to the energy storage device remains disconnected, and charging will not begin. According to the above charging method, the safety of the charging system can be improved through simple control.

[0048] According to this disclosure, in a charging system that charges an energy storage device by supplying power to each of a plurality of charging ports, safety can be improved through simple control. Attached Figure Description

[0049] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, wherein like reference numerals denote like elements, and wherein:

[0050] Figure 1 The configuration of a vehicle according to an embodiment of the present disclosure is shown;

[0051] Figure 2 The appearance of each of the vehicle and charging port according to an embodiment of the present disclosure is shown;

[0052] Figure 3 A charging system mounted on a vehicle according to an embodiment of the present disclosure is shown;

[0053] Figure 4 This is a timing diagram illustrating a first example of the operation of a vehicle according to an embodiment of the present disclosure;

[0054] Figure 5 This is a timing diagram illustrating the control based on the comparative example;

[0055] Figure 6 This is a timing diagram illustrating a second example of the operation of a vehicle according to an embodiment of the present disclosure;

[0056] Figure 7 This is a flowchart illustrating charging control according to an embodiment of the present disclosure;

[0057] Figure 8 It is shown in detail in Figure 7 The flowchart shown illustrates the determination of whether the predetermined charging prohibition condition is met during the processing.

[0058] Figure 9 Shown in Figure 7 An example of a screen display (notification screen) shown by a notification device during processing;

[0059] Figure 10 It is shown Figure 8 A flowchart illustrating a variation of the predetermined charging prohibition condition;

[0060] Figure 11 Showing it Figure 1 One of the two charging ports shown is a variant of the automatic charging port;

[0061] Figure 12 Show Figure 3 The charging system shown is a variation;

[0062] Figure 13 Show Figure 12 An example of the configuration of the charging circuit shown;

[0063] Figure 14An example of a configuration for a contactless charging system is shown;

[0064] Figure 15 Show Figure 14 An example of the configuration of the power transmitting unit, power receiving unit, and charging circuit shown;

[0065] Figure 16 It is shown Figure 7 The flowchart of the variant of the process shown;

[0066] Figure 17 It is shown Figure 8 The flowchart of the variant of the process shown; and

[0067] Figure 18 Show Figure 3 A variation of the switching device shown. Detailed Implementation

[0068] Embodiments of this disclosure will be described in detail with reference to the accompanying drawings. Identical or corresponding parts in the drawings are indicated by the same symbols and their descriptions will not be repeated. In the following text, the electronic control unit will be referred to as an "ECU".

[0069] Figure 1 The configuration of a vehicle according to an embodiment is shown. (Refer to...) Figure 1 The vehicle 100 includes charging port 10a, charging port 10b, charging relay 40, battery 50, system main relay (SMR) 60, driving drive unit 70, start switch 80, vehicle status sensor 81, drive unit 82, input device 83, notification device 84, communication device 85 and ECU 300.

[0070] The vehicle 100 according to this embodiment is an electric vehicle (EV). The battery 50 is configured to supply driving power for the vehicle 100 to the driving drive unit 70. The driving drive unit 70 is configured to use the power supplied from the battery 50 to generate traction for the vehicle 100. The configuration of the driving drive unit 70 will be described in detail later. The SMR 60 is configured to connect and disconnect the power path from the battery 50 to the driving drive unit 70. The battery 50, charging relay 40, and ECU 300 according to this embodiment are examples of an "energy storage device," a "switching device," and a "charging control device (control device)" according to this disclosure, respectively.

[0071] The vehicle body 100 has charging ports 10a and 10b. In this embodiment, the multiple charging ports 10a and 10b are DC ports (i.e., charging ports that receive DC power). In this embodiment, charging ports 10a and 10b are manual charging ports for a user to connect a charging cable connector. The battery 50 is configured to be charged using power supplied from outside the vehicle 100 to the charging ports 10a and 10b. Charging port 10a includes an inlet 11a, a cover 12a, an opening and closing mechanism 13a, an opening and closing sensor 14a, and a connection sensor 15a. Charging port 10b includes an inlet 11b, a cover 12b, an opening and closing mechanism 13b, an opening and closing sensor 14b, and a connection sensor 15b. In the following text, unless otherwise specified, each of the charging ports 10a and 10b is referred to as “charging port 10”, each of the inlets 11a and 11b is referred to as “inlet 11”, each of the covers 12a and 12b is referred to as “cover 12”, each of the opening and closing mechanisms 13a and 13b is referred to as “opening and closing mechanism 13”, each of the opening and closing sensors 14a and 14b is referred to as “opening and closing sensor 14”, and each of the connection sensors 15a and 15b is referred to as “connection sensor 15”.

[0072] Inlet 11 is configured to allow a connector (not shown) for a charging cable connected to a power supply device (not shown) installed outside the vehicle 100 to be connected to inlet 11. The connector is connected to inlet 11 by the user. A connection sensor detects whether the connector is connected to the inlet and outputs the detection result to ECU 300. When the connector is connected to inlet 11, power can be supplied from the power supply device to inlet 11 via the charging cable.

[0073] Cover 12 is configured to open and close charging port 10. Cover 12 is configured such that when cover 12 is attached to the vehicle body via opening and closing mechanism 13 (e.g., hinge), cover 12 can open and close charging port 10. When cover 12 is closed, use of inlet 11 is prohibited. When cover 12 is open, the user is allowed to use inlet 11 from outside vehicle 100. Cover 12 is provided with opening and closing sensor 14. Opening and closing sensor 14 is configured to detect whether cover 12 is open or closed and output the detection result to ECU 300. Opening and closing sensor 14 may be a courtesy switch. Charging port 10 may also include a cover locking device that locks and unlocks cover 12 according to instructions from ECU 300. Charging port 10 may also include a connector locking device that adjusts the removal of the connector connected to inlet 11.

[0074] Charging relay 40 is configured to connect and disconnect each of the power paths from charging port 10a, charging port 10b to battery 50. When charging relay 40 is open (disconnected state), each of the power paths from inlet 11a, inlet 11b to battery 50 is disconnected. When charging relay 40 is closed (connected state), power can be supplied from each of inlet 11a, inlet 11b to battery 50. The state (connected or disconnected state) of charging relay 40 is controlled by ECU 300.

[0075] As described above, in the vehicle 100 according to this embodiment, the battery 50 is configured to be externally charged. External charging in the vehicle 100 means charging the battery 50 using power supplied from outside the vehicle 100 to the inlet 11.

[0076] Figure 2 The appearance of each of the vehicle 100 and the charging port 10a is shown. (Refer to...) Figure 2 and Figure 1 Vehicle 100 includes four doors 90. Doors 90 are for entering and exiting vehicle 100. Although in Figure 2 Only two doors 90 located on the right side of the vehicle body are shown, but there are two more doors 90 on the left side of the vehicle body. In this embodiment, each door 90 is provided with an open and close sensor to detect whether the door 90 is open or closed, and a door locking device to lock and unlock the door 90 (neither of which is shown).

[0077] In this embodiment, the vehicle 100 has charging ports 10a and 10b on both rear sides of the vehicle body. Although in Figure 2 Only the charging port 10a on the right side of the vehicle body is shown, but the charging port 10b is present on the left side of the vehicle body. However, this disclosure is not limited thereto, and the charging ports 10a and 10b can be located in any desired position.

[0078] Return to reference Figure 1 When the vehicle 100 is in motion, SMR 60 is closed, and power is supplied from battery 50 to the drive unit 70. The state of SMR 60 is controlled by ECU 300. For example, SMR 60 can be an electromechanical relay. When SMR 60 is closed, power can be transferred between battery 50 and drive unit 70. When SMR 60 is open, the current is cut off by SMR 60.

[0079] The driving drive unit 70 includes a power control unit (PCU) and a motor generator (MG), neither of which is shown. For example, the MG is a three-phase AC motor generator. The PCU includes a converter and an inverter controlled by the ECU 300. During the MG's electric operation, the PCU converts the electricity stored in the battery 50 into AC power and supplies the AC power to the MG, which uses the supplied AC power to rotate the drive wheels of the vehicle 100. During the MG's power generation (e.g., during regenerative braking), the PCU rectifies the generated power and supplies the rectified power to the battery 50.

[0080] Battery 50 includes a secondary battery (such as a lithium-ion battery or a nickel-metal hydride battery) and a monitoring unit (neither shown) for monitoring the state of battery 50. The secondary battery can be an assembled battery. Other energy storage devices, such as double-layer capacitors, can be used instead of the secondary battery. The voltage of battery 50 can be 100V or higher. In this embodiment, the voltage of battery 50 is approximately 400V. The monitoring unit includes various sensors that detect the state of battery 50 (e.g., temperature, current, and voltage). The monitoring unit outputs the sensor detection results to ECU 300. The monitoring unit can be a Battery Management System (BMS), which, in addition to the aforementioned sensor functions, also has State of Charge (SOC) estimation, State of Health (SOH) estimation, battery voltage equalization in the assembled battery, diagnostic functions, and communication functions.

[0081] ECU 300 includes a processor 310, random access memory (RAM) 320, storage device 330, and timer 340. For example, the processor 310 may be a central processing unit (CPU). RAM 320 serves as working memory for temporarily storing data processed by the processor 310. Storage device 330 is configured to store stored information. Storage device 330 includes, for example, read-only memory (ROM) and rewritable non-volatile memory. In addition to storing programs, storage device 330 also stores information used in the programs (e.g., maps, mathematical expressions, and various parameters). In this embodiment, various controls in ECU 300 are executed by the processor 310 executing programs stored in storage device 330. The various controls in ECU 300 do not necessarily have to be executed by software and can be executed by dedicated hardware (electronic circuitry). ECU 300 may include any number of processors and may have one processor for each predetermined control.

[0082] Timer 340 is configured to notify processor 310 when a set time is reached. When the set time in timer 340 is reached, timer 340 sends a notification signal to processor 310. In this embodiment, timer 340 is a timer circuit. However, timer 340 can be implemented in software instead of hardware (timer circuit).

[0083] The starter switch 80 is used to start the vehicle system. By turning on the starter switch 80, the vehicle system (including the ECU 300) is started. The starter switch 80 is commonly referred to as a "power switch" or "ignition switch". In this embodiment, the vehicle system starts when the vehicle 100 is switched to the Ready-ON state and stops (including sleep state) when the vehicle 100 is switched to the Ready-OFF state. The Ready-ON and Ready-OFF states will be described below.

[0084] When the user presses the start switch 80, vehicle 100 is switched to the Ready-ON state. In the Ready-ON state, SMR 60 is closed, and power is supplied from battery 50 to drive unit 70. In the Ready-ON state, ECU 300 can control drive unit 70 to drive vehicle 100. When vehicle 100 is in the Ready-ON state, the user can switch vehicle 100 to the Ready-OFF state by pressing the start switch 80. In the Ready-OFF state, SMR 60 is open, and power is no longer supplied from battery 50 to drive unit 70.

[0085] The vehicle status sensor 81 is a set of sensors that detect the status of the vehicle 100. In this embodiment, the vehicle status sensor 81 includes various sensors that monitor the environment of the vehicle 100 (e.g., external temperature sensor, external pressure sensor, and obstacle detector) and various sensors that monitor the movement of the vehicle 100 (e.g., vehicle speed sensor, position sensor, steering angle sensor, and odometer).

[0086] The drive unit 82 is a device that receives driving operations (e.g., operations related to shifting gears, accelerator, braking, steering, and bringing the vehicle 100 to a stop) performed by a user on the vehicle 100. The drive unit 82 outputs signals corresponding to the user's driving operations to the ECU 300. The ECU 300 controls the movement of the vehicle 100 based on the signals received from the drive unit 82. In this embodiment, the drive unit 82 includes a gearshift lever, an accelerator pedal, a brake pedal, a steering wheel, and a parking brake.

[0087] Input device 83 is a device that accepts input from the user other than driving operations. Input device 83 outputs signals corresponding to the user's input to ECU 300. The user can give predetermined commands, make predetermined requests, or set parameter values ​​through input device 83. The communication method can be wired or wireless. Examples of input device 83 include various switches, various pointing devices, keypads, and touch panels. Input device 83 may include a smart speaker that accepts voice input. Input device 83 may be the operating unit of a car navigation system.

[0088] The notification device 84 is configured to perform predetermined notification processing when requested by the ECU 300. Examples of the notification device 84 include a display device (e.g., an instrument panel or head-up display), a speaker, and lights. The notification device 84 may be a display unit of a car navigation system.

[0089] The communication device 85 includes various communication interfaces (I / F). The communication device 85 may include a data communication module (DCM). The communication device 85 may include communication I / Fs compatible with fifth-generation mobile communication systems (5G). The communication device 85 may include communication I / Fs for wireless communication with mobile terminals such as smartphones, wearable devices, or electronic keys. The ECU 300 is configured to wirelessly communicate with communication devices external to the vehicle 100 via the communication device 85. The vehicle 100 may be a connected vehicle.

[0090] Figure 3 A charging system mounted on a vehicle 100 according to this embodiment is shown. (Refer to...) Figure 3 and Figure 1 In this charging system, the wires connected to inlet 11a and inlet 11b are connected to each other via a connector E1. Connector E1 is electrically connected to battery 50 via charging relay 40. The power path from connector E1 to battery 50 is the common portion of the power paths from charging port 10a to battery 50 and from charging port 10b to battery 50. Charging relay 40 is disposed between connector E1 and battery 50 and configured to connect and disconnect the common portion. For example, charging relay 40 may be an electromechanical relay. In this embodiment, charging relay 40 is a normally closed switch. Charging relay 40 is open (disconnected) when not energized.

[0091] exist Figure 3In the example shown, the cover 12a of charging port 10a is open, and the connector 210 of charging cable 220 is connected to inlet 11a. The connector 210 according to this embodiment is an example of a "charging connector" according to this disclosure. Charging cable 220 is connected to a power supply device (not shown) (more specifically, a DC power supply device supplying DC power). The cover 12b of charging port 10b is closed. ECU 300 detects "cover open" and "connector connected" of charging port 10a based on signals output from open / close sensor 14a and connection sensor 15a. ECU 300 detects "cover closed" and "not connected" of charging port 10b based on signals output from open / close sensor 14b and connection sensor 15b. When ECU 300... Figure 3 When the charging relay 40 is closed in the state shown, the battery 50 is charged using DC power supplied from the DC power supply device to the inlet 11a.

[0092] exist Figure 3 In the example shown, charging port 10a is a used port (i.e., the charging port in use), and charging port 10b is an unused port (i.e., a charging port other than the one in use). In the following text, the process of switching the charging relay 40 from the open state to the closed state is also referred to as "charging relay on". The process of switching the charging relay 40 from the closed state to the open state is also referred to as "charging relay off".

[0093] Figure 4 This is a timing diagram illustrating a first example of the operation of the vehicle 100 according to this embodiment. Figure 4 In the diagram, lines L11 and L12 respectively indicate the changes in the driving state (driving or not driving) of vehicle 100 and the state (connected or disconnected) of charging relay 40. Figure 4 In the diagram, the first cover and the second cover represent cover 12a and cover 12b, respectively, and lines L13 and L15 represent the changes in the state (open or closed) of cover 12a and cover 12b, respectively. Figure 4 In the diagram, the first and second entrances refer to entrances 11a and 11b, respectively, and lines L14 and L16 represent the state changes of entrances 11a and 11b (connector connected or not connected), respectively.

[0094] exist Figure 4 In the example shown, both covers 12a and 12b are closed when vehicle 100 is in motion (see lines L13, L15). After the user parks vehicle 100 so that charging port 10a is near the DC power supply, the user operates start switch 80 to switch vehicle 100 to the Ready-OFF state. As a result, vehicle 100 is switched to a non-driving state (i.e., vehicle 100 cannot be powered for driving). Figure 4In the example shown, vehicle 100 switches from driving state to non-driving state at time t11 (reference line L11).

[0095] Then, at time t12, the user opens cover 12a (line L13) and connects the connector of the charging cable to the DC power supply to inlet 11a (line L14). When the connector of the charging cable is connected to inlet 11a, ECU 300 activates the charging relay. As a result, charging relay 40 closes (connects) (line L12), and charging of battery 50 begins.

[0096] exist Figure 4 In the example shown, when the charging connector (i.e., the connector of the charging cable) is connected to inlet 11a, the cover of the unused port (i.e., the charging port 10b to which the charging connector is not connected) is closed. In this case, ECU 300 activates the charging relay. However, when the cover of the unused port is open, ECU 300 does not activate the charging relay. The effects produced by this control will be described below in comparison with the control based on the comparative example.

[0097] Figure 5 This is a timing diagram illustrating the control according to the comparative example. In the control according to the comparative example, the charging relay is activated even when the cover of the port is not open when the charging connector is connected to inlet 11a or inlet 11b. Figure 5 Lines L21 to L26 in the middle correspond to respectively Figure 4 Lines L11 to L16 in the middle.

[0098] exist Figure 5 In the example shown, the user mistakenly opens cover 12b between time t11 and time t12 (i.e., after the vehicle stops and before cover 12a opens) and forgets to close cover 12b (see line L25). Therefore, when the charging connector is connected to inlet 11a of charging port 10a (used port) (line L25), cover 12b of charging port 10b (unused port) is open. In the control according to the comparative example, charging relay 40 closes (connects) at time t13 (line L22). As a result, the voltage of battery 50 is applied to inlet 11b of charging port 10b (unused port). Therefore, the safety level in the charging system is low.

[0099] Return to reference Figure 3In this embodiment, before starting to charge the battery 50 using charging port 10a or 10b, the ECU 300 determines whether a predetermined charging prohibition condition (hereinafter also referred to as the "prohibition condition") is met. The prohibition condition is met when the cover of an unused port is opened. In this embodiment, the ECU 300 determines whether the prohibition condition is met at the moment the charging connector is connected to charging port 10a or 10b.

[0100] When the ECU 300 determines that the prohibition condition is met, the ECU 300 will open (disconnect) the charging relay 40 to prevent charging of the battery 50 from starting. When the charging relay 40 is open, the power path from the charging port 10a and charging port 10b to the battery 50 is disconnected. As a result, the voltage of the battery 50 is no longer applied to the inlets 11a and 11b.

[0101] On the other hand, when the ECU 300 determines that the prohibition condition is not met, the ECU 300 closes (connects) the charging relay 40 to begin charging the battery 50. When the charging relay 40 is closed, the power path from the usage port (i.e., the charging port 10 to which the charging connector is connected) to the battery 50 is connected. As a result, power supplied from the DC power supply to the usage port is input to the battery 50 via the charging relay 40.

[0102] In the following text, reference will be made to Figure 6 and Figure 1 The control according to this embodiment is described. Figure 6 This is a timing diagram illustrating a second example of the operation of the vehicle 100 according to this embodiment. Figure 6 Lines L1 to L6 in the middle correspond to respectively Figure 4 Lines L11 to L16 in the middle.

[0103] exist Figure 6 In the example shown, the user mistakenly opened the cover 12b of the charging port 10b (an unused port) between time t11 and time t12 (i.e., after the vehicle 100 stopped and before the cover 12a opened), and forgot to close the cover 12b (see line L5). Figure 5 As shown in the example, the user connects the charging connector to the charging port 10a (used port) at time t13 when the cover 12b of the charging port 10b (unused port) is open. However, the ECU 300 does not activate the charging relay at time t13. When the user subsequently closes the cover 12b at time t14 (line L5), the ECU 300 activates the charging relay (line L2). As a result, the charging relay 40 closes (connects), and charging of the battery 50 begins.

[0104] As described above, in the control according to this embodiment, a prohibition condition is met when the cover of the unused port is open. When the prohibition condition is met, the power path from charging port 10a, charging port 10b to battery 50 remains disconnected. Charging of battery 50 will not begin unless the cover of the unused port is closed. When the cover of the unused port is closed, ECU 300 begins charging battery 50 by activating the charging relay. When the charging relay 40 is closed, the voltage of battery 50 is applied to both the used port and the unused port. However, this is safe because the cover of the unused port is closed. Since the inlet is covered by the cover of the unused port, the user is physically prohibited from accessing the inlet of the unused port. In the above control, only one charging relay 40 is controlled to connect or disconnect the power path. The control of the charging system according to this embodiment is simple. As described above, the safety of the charging system can be improved through simple control.

[0105] Figure 7 This is a flowchart of the charging control according to this embodiment. When the charging connector is connected to charging port 10a or charging port 10b, the ECU 300 executes the process shown in this flowchart. The ECU 300 can detect the connector connection based on the signals output from connection sensor 15a and connection sensor 15b.

[0106] Reference Figure 7 and Figure 1 In step S11, the ECU 300 determines whether the prohibition condition is met. The ECU 300 does this by executing, for example, the following description... Figure 8 The process shown is used to determine whether the prohibition condition is met. Figure 8 It is shown Figure 7 A detailed flowchart of S11.

[0107] Reference Figure 8 and Figure 1 In S21, ECU 300 determines whether the cover of the unused port (i.e., the charging port 10 to which the charging connector is not connected) is closed. For example, if the used port is charging port 10a (i.e., when the charging connector is connected to inlet 11a), ECU 300 determines whether cover 12b is closed. ECU 300 can detect the state of the cover (open or closed) based on the signals output from open and closed sensors 14a and 14b.

[0108] When the cover of the unused port is closed ("Yes" in S21), ECU 300 determines in S22 that the prohibition condition is not met (i.e., Figure 7 (No in S11). Not meeting the prohibition condition means that charging is allowed.

[0109] When the cover of the unused port is opened (No in S21), ECU 300 determines in S23 that the prohibition condition is met (i.e., Figure 7 (S11, "Yes"). Meeting the prohibition condition means prohibiting charging.

[0110] Reference Figure 7 and Figure 1 When "Yes" (the prohibition condition is met) is selected in S11, the routine continues to S12. In S12, the ECU 300 controls the notification device 84 to notify the user that the prohibition condition has been met. For example, the notification device 84 displays a screen prompting the user to prevent the prohibition condition from being met.

[0111] Figure 9 It shows the result of Figure 7 An example of the screen display (notification screen) shown by the notification device 84 in S12. (See also...) Figure 9 The screen displays an image M1 of the entire vehicle 100, a marker M2 indicating the location of unused ports with open covers, and a message M3 prompting the user to close the covers of unused ports.

[0112] Indicating the location of an unused port with the cover open via the above notification is not necessary, and message M3 may be displayed only. Prompting the user to close the cover of the unused port is not necessary. The user may be notified of the presence of an unused port with the cover open simply by a message such as "An open charging port exists." Any notification method may be used. Notification may be made by displaying on a display device (e.g., display of characters or images), by sound from a speaker (including voice), or by turning on (including flashing) a predetermined light.

[0113] Return to reference Figure 7 and Figure 1 In S13, ECU 300 performs, for example... Figure 8 The process shown is used to determine whether the prohibition condition is met. S12 and S13 are repeated as long as the result of the judgment in S13 is "yes" (the prohibition condition is met). For example, when the user closes the cover of an unused port, the result of the judgment in S13 becomes "no".

[0114] If the prohibition condition is not met ("No" in S11 or S13), the routine continues to S14. In S14, ECU 300 closes (connects) charging relay 40. When charging begins, ECU 300 requests power from the power supply and activates the charging relay. As a result, charging of battery 50 begins. For example, if the charging connector is connected to inlet 11a, power supplied from the DC power supply to inlet 11a via the charging cable is input to battery 50 via charging relay 40.

[0115] Following S14, ECU 300 performs, for example, in S15 Figure 8 The process shown determines whether the prohibition condition is met. Since the prohibition condition is not met at the start of charging, the determination result in S15 is "No" (prohibition condition not met), and the routine continues to S16. In S16, ECU 300 determines whether the predetermined charging end condition (hereinafter also referred to as the "end condition") is met. The end condition can be met when the SOC of battery 50 becomes equal to or higher than the predetermined SOC value (e.g., the SOC value indicating a full charge). When the end condition is not met ("No" in S16), the routine returns to S14 and continues charging of battery 50. ECU 300 determines whether the prohibition condition is met (S15) while charging battery 50.

[0116] When the "yes" (prohibition condition) is met in S15, the routine continues to S17. In S17, ECU 300 opens (disconnects) the charging relay 40. When charging stops, ECU 300 requests the power supply to stop sending power and executes the charging relay shutdown. As a result, charging of battery 50 stops. Subsequently, in S18, ECU 300 notifies the user that the prohibition condition has been met by performing a process similar to that described in S12. The routine then returns to S15. As long as the judgment result in S15 is "yes" (prohibition condition met), S15, S17, and S18 are repeated, and the charging relay 40 remains open. For example, when the user closes the cover of an unused port, the judgment result in S15 becomes "no" (prohibition condition not met). When the result in S15 is "no," the routine continues via S16 to S14. In S14, the charging relay 40 closes, and charging of battery 50 resumes.

[0117] As charging of battery 50 proceeds and the termination condition ("Yes" in S16) is met, the routine continues to S19. In S19, ECU 300 requests the power supply to stop sending power and executes the charging relay shutdown. As a result, charging relay 40 opens, stopping charging of battery 50. This is accomplished by executing S19. Figure 7 The series of steps shown.

[0118] As described above, in the charging system according to this embodiment, if the cover of an unused port is opened before charging the battery 50 is started using charging port 10a or charging port 10b, the ECU 300 will open (disconnect) the charging relay 40 to prevent charging of the battery 50 from starting. As a result, when the cover of the unused port is open, the voltage of the battery 50 is not applied to inlets 11a and 11b. When the cover of the unused port is closed, the ECU 300 starts charging the battery 50 by turning on the charging relay. Since the inlets are covered by the cover of the unused port, the user is physically prohibited from accessing the inlets of the unused ports. Using the ECU 300 (charging control device) according to this embodiment, the safety of the charging system can be improved through simple control.

[0119] In the above embodiment, the ECU 300 determines whether a prohibition condition is met when charging the battery 50. When the ECU 300 determines that the prohibition condition is met, the ECU 300 opens the power path from inlet 11a and inlet 11b to the battery 50 to stop charging the battery 50. However, determining whether the prohibition condition is met when charging the battery 50 is not necessary. Figure 7 In the process shown, S15, S17 and S18 can be omitted.

[0120] The prohibition condition (pre-defined charging prohibition condition) only needs to be met when the cover of the unused port is opened, and is not limited to... Figure 8 The processing shown determines whether a condition is met or not. For example, ECU 300 can perform the following... Figure 10 The processing shown is used instead Figure 8 The processing shown.

[0121] Figure 10 This is a flowchart illustrating a variation of the prohibition condition. In S211, the ECU 300 determines whether the cover of the unused port (i.e., the charging port to which the charging connector 10 is not connected) is closed.

[0122] When the cover of the unused port is closed (yes in S211), the ECU 300 determines in S212 whether the cover of the unused port is locked.

[0123] When the cover of the unused port is closed and locked ("Yes" in S211 and S212), ECU 300 determines in S22 that the prohibition condition is not met. When "No" is set in S211 or S212, ECU 300 determines in S23 that the prohibition condition is met.

[0124] exist Figure 7 The prohibition conditions (predetermined charging prohibition conditions) that are determined to be met or not met in each of S11, S13, and S15 do not necessarily have to be the same. For example, ECU 300 can... Figure 7 Execute in each of S11 and S15 Figure 8 The process shown can be performed in Figure 7 Execute in S13 Figure 10 The processing shown. In Figure 7 In the process shown, the notification steps in S12 and S18 can be different from each other.

[0125] In this embodiment, charging port 10a and charging port 10b are manual charging ports for users to connect the charging connector. However, this disclosure is not limited thereto, and at least one of charging port 10a and charging port 10b may be an automatic charging port for automatically connecting the charging connector. Figure 11 A variation is shown, in which, Figures 1 to 3 The charging port 10b in the vehicle shown is an automatic charging port.

[0126] Reference Figure 11 According to this variant, vehicle 100A basically has the same characteristics as Figures 1 to 3 The vehicle 100 shown has the same configuration. However, charging port 10a of vehicle 100A is a manual charging port, while charging port 10b of vehicle 100A is an automatic charging port. In addition to the inlet 11b, cover 12b, opening and closing mechanism 13b, opening and closing sensor 14b, and connection sensor 15b, charging port 10b of vehicle 100A also includes an actuator 16b. Actuator 16b is configured to drive opening and closing mechanism 13b to open and close cover 12b. Actuator 16b is controlled by ECU 300.

[0127] Robot 400 includes a charging connector 410, an arm 420, and a power source 430. The charging connector 410 is located at the end of the arm 420. The power source 430 supplies power to the charging connector 410. When the ECU 300 controls the actuator 16b to open the cover 12b and then sends a power transmission request to the robot 400, the robot 400 moves the arm 420 to connect the charging connector 410 to the inlet 11b of the vehicle 100A. When the charging connector 410 is connected to the inlet 11b, power is supplied from the power source 430 to the inlet 11b. The vehicle 100A is able to charge the battery 50 using the power supplied to the inlet 11b.

[0128] Since vehicle 100A includes both a manual charging port and an automatic charging port, battery 50 can be charged via both manual and automatic charging. In vehicle 100A, it also uses... Figure 3 The charging system shown is executed by ECU 300. Figure 7 and Figure 8 The process is illustrated. Therefore, the safety of the charging system can be improved through simple control.

[0129] Figure 12 Show Figure 3 A variation of the charging system shown. (Refer to...) Figure 12 The vehicle 100B is equipped with a charging system, which includes a charging port 20 and a power receiving unit 30, in addition to charging ports 10a and 10b. This charging system includes an ECU 300B, which replaces the ECU 300. The ECU 300B has essentially the same function as the ECU 300 according to the above embodiment. The functions of the ECU 300B, which differ from those of the ECU 300, will be described below.

[0130] Charging port 20 includes inlet 21, cover 22, opening and closing mechanism 23, and opening and closing sensor 24. Charging port 20 is an AC port for receiving AC power. A connector for a charging cable connected to an AC power supply device (not shown) (i.e., a device supplying AC power) is connected to inlet 21. ECU 300B detects whether the charging connector is connected to or disconnected from inlet 21 based on a cable connection signal output from the AC power supply device. Examples of cable connection signals include a control pilot signal (CPLT signal) and a proximity signal.

[0131] A charging circuit 25 is present in the power path from the charging port 20 to the battery 50. The charging circuit 25 is configured to convert the power supplied from the AC power supply to the charging port 20 into power suitable for charging the battery 50.

[0132] Figure 13 An example configuration of the charging circuit 25 is shown. (Refer to...) Figure 13 The charging circuit 25 includes a power factor correction (PFC) circuit 251, an isolation transformer 253, an AC-to-DC converter circuit 255, and a capacitor 256. The PFC circuit 251 improves the power factor by making the AC power input from the AC power supply device to the inlet 21 closer to a sine wave. The isolation transformer 253 includes a primary coil 252 and a secondary coil 254. The isolation transformer 253 converts the AC voltage at a ratio corresponding to the turns ratio between the primary coil 252 and the secondary coil 254. The converted AC voltage is applied to the secondary coil 254. The AC-to-DC converter circuit 255 converts the AC voltage applied to the secondary coil 254 into DC power and outputs the DC power to the capacitor 256. The isolation transformer 253 according to this variation is an example of an "isolation circuit" according to this disclosure.

[0133] Figure 14 An example configuration of a contactless charging system is shown. (Refer to...) Figure 14 The power receiving unit 30 is mounted under the floor of the vehicle 100B. The power receiving unit 30 corresponds to a contactless charging port. The contactless power supply device includes a power transmitting unit 500, a power source 600, and a control device 700 that controls the power transmitting unit 500 and the power source 600. The power receiving unit 30 includes a power receiving coil 30a, and the power transmitting unit 500 includes a power transmitting coil 500a. The power source 600 supplies AC power to the power transmitting unit 500. The control device 700 is configured to wirelessly communicate with the ECU 300B of the vehicle 100B. The power transmitting unit 500 is configured to transmit power supplied from the power source 600 from the power transmitting coil 500a to the power receiving coil 30a in a contactless manner, wherein the power transmitting coil 500a and the power receiving coil 30a are aligned with each other. The alignment between the power transmitting coil 500a and the power receiving coil 30a is an example of "alignment before power transmission". A charging circuit 35 is present in the power path from the power receiving unit 30 to the battery 50. The charging circuit 35 is configured to convert the power supplied from the power transmitting unit 500 to the power receiving unit 30 into power suitable for charging the battery 50.

[0134] Figure 15 An example configuration of the power transmitting unit 500, the power receiving unit 30, and the charging circuit 35 is shown. (Refer to...) Figure 15 The power transmitting unit 500 includes a resonant circuit 510, a filter circuit 520, an inverter 530, and a PFC circuit 540. The resonant circuit 510 is an inductor-capacitor (LC) resonant circuit including a power transmitting coil 500a. The power receiving unit 30 includes a resonant circuit 301 and a filter circuit 302. The resonant circuit 301 is an LC resonant circuit including a power receiving coil 30a. The charging circuit 35 includes an AC-to-DC converter circuit 351 and a capacitor 352. The AC-to-DC converter circuit 351 converts the AC voltage output from the power receiving unit 30 into DC power and outputs the DC power to the capacitor 352.

[0135] Return to reference Figure 12 In this charging system, the wires connected to inlet 11b and the wires connected to charging circuit 25 are connected to each other via connector E2. The wires connected to inlet 11a and the wires connected to charging circuit 35 are connected to each other via connector E3. The wires connecting connectors E2 and E3 and the wires connected to charging relay 40 are connected to each other via connector E1. Connector E1 is electrically connected to battery 50 via charging relay 40.

[0136] The power path from the connection part E1 to the battery 50 is the common portion of the power paths from the charging port 10a, charging port 10b, charging port 20, and power receiving unit 30 to the battery 50. A charging relay 40 is disposed between the connection part E1 and the battery 50 and is configured to connect and disconnect this common portion. When the charging relay 40 is disconnected, the power path from the charging port 10a, charging port 10b, charging port 20, and power receiving unit 30 to the battery 50 is broken.

[0137] ECU 300B performs the following description Figure 16 The processing shown is not Figure 7 The processing shown. Figure 16 It is shown Figure 7 The flowchart shows a variation of the process. The ECU 300B performs the process shown in the flowchart when the charging connector is connected to any of the charging ports 10a, 10b, and 20, and when alignment is completed before power transmission.

[0138] Figure 16 The processing shown is the same as Figure 7 The processing shown is basically the same. Figure 16 The processes shown include S11A, S13A, and S15A, replacing... Figure 7 S11, S13, and S15. In each of S11A, S13A, and S15A, ECU 300B performs, for example, as described below. Figure 17 The process shown is used to determine whether the prohibition condition is met. Figure 17 It is shown Figure 8 The flowchart shows a variation of the processing.

[0139] Reference Figure 17 and Figure 12 In S21A, ECU 300B determines whether the cover of the unused DC port is closed. For example, if the used port is charging port 10a (i.e., when the charging connector is connected to inlet 11a), ECU 300B determines whether cover 12b is closed. If the used port is charging port 20 (i.e., when the charging connector is connected to inlet 21), ECU 300B determines whether both covers 12a and 12b are closed. If the used port is power receiving unit 30 (i.e., after alignment before power transmission is completed), ECU 300B determines whether both covers 12a and 12b are closed. If the used port is either charging port 20 or power receiving unit 30, and at least one of covers 12a and 12b is open, the determination result of S21A is "No".

[0140] With the cover closed and the DC port not in use (yes in S21A), ECU 300B determines in S22 that the prohibition condition is not met (i.e., in Figure 16 (In S11A, S13A, and S15A, it is "No"). Not meeting the prohibition condition means that charging is allowed.

[0141] If the cover is open without using the DC port ("No" in S21A), ECU 300B determines in S23 that the prohibition condition is met (i.e., in Figure 16 (S11A, S13A, and S15A in the code are marked "Yes"). Meeting the prohibition condition means that charging is prohibited.

[0142] In the charging system according to this variant, if the cover of an unused port is opened before charging of the battery 50 is initiated using charging port 10a, charging port 10b, charging port 20, or power receiving unit 30, the ECU 300B will open (disconnect) the charging relay 40 to prevent charging of the battery 50 from starting. Charging ports 10a and 10b are DC ports. There is no AC-to-DC converter circuit in the power path from charging ports 10a and 10b to the battery 50. An AC-to-DC converter circuit is present in the power path from charging port 20 to the battery 50 (e.g., ...). Figure 13 The AC-to-DC converter circuit 255 is shown. An AC-to-DC converter circuit (e.g., [missing information]) exists in the power path from the power receiving unit 30 to the battery 50. Figure 15 The AC-to-DC converter circuit 351 shown is an example of a "second charging port" according to this disclosure. Each of the charging ports 10a and 10b of this variant is an example of a "first charging port" according to this disclosure. Each of the charging port 20 and the power receiving unit 30 of this variant is an example of a "first charging port" according to this disclosure.

[0143] Because an AC-to-DC converter circuit is present in each of the power paths from charging port 20 to battery 50 and from power receiving unit 30 to battery 50, the DC power output from battery 50 is cut off by the AC-to-DC converter circuit. Therefore, even when charging port 20 or power receiving unit 30 is electrically connected to battery 50, the voltage of battery 50 is not applied to the charging port (charging port 20 or power receiving unit 30). This configuration ensures safety even when both charging port 20 and power receiving unit 30 are electrically connected to battery 50.

[0144] In the charging system according to the above-described variant, if the cover of the DC port (charging port 10a or 10b) is not opened before charging of battery 50 begins, ECU 300B will open (disconnect) the charging relay 40. Because the charging relay 40 is open, the voltage of battery 50 is not applied to inlets 11a and 11b. When the cover of the unused DC port is closed, ECU 300B begins charging battery 50 by turning on the charging relay. Even with this configuration, the safety of the charging system can be improved through simple control.

[0145] In the above variation, the determination of whether the prohibition condition is met is made at the moment when the alignment prior to power transmission is completed. However, this disclosure is not limited to this, and the determination of whether the prohibition condition is met can be made at the moment when the alignment prior to power transmission begins.

[0146] In the above variant, the AC port and the contactless charging port are used as the first charging port, and the two DC ports are used as the second charging ports. However, the number of the first charging ports and the number of the second charging ports can be appropriately changed. For example, in the above variant, charging port 20 or power receiving unit 30 can be omitted, or charging port 10a or charging port 10b can be omitted. In the above variant, the power receiving unit 30 is not provided with a cover. However, the contactless charging port with a cover can be used as the first charging port.

[0147] The location of each charging port is not limited to the locations shown in the above embodiments and variations, and can be changed appropriately. For example, the DC port can be located on the front or rear side of the vehicle, on the roof of the vehicle, or under the floor of the vehicle.

[0148] Each charging port may be equipped with an actuator that drives the opening and closing mechanism to open and close the cover. A mobile terminal capable of communicating with a communication device mounted on the vehicle may have a button for operating the cover of the charging port. In this case, when the user operates the button, the mobile terminal may instruct the vehicle to close the cover of a predetermined charging port. This button may be a button for specifying the port to be used. When the user specifies the port to be used before starting charging, the mobile terminal may instruct the vehicle to open the cover of the specified used port and close the covers of unused ports. This button may be a button for closing the covers of unused ports. When the user presses the button during charging, the mobile terminal may instruct the vehicle to close the cover of each charging port not used for charging. A control device mounted on the vehicle can open and close the charging port covers by controlling the actuator.

[0149] In the above embodiments and variations, the charging relay 40, located in the common portion of the multiple power paths from the multiple charging ports to the battery 50, is used as a switching device. However, the switching device can be any device for connecting and disconnecting the multiple power paths from the multiple charging ports to the energy storage device, and any disconnection and closing method can be used. Figure 18 A variation of the switching device is shown.

[0150] Reference Figure 18 The switching device includes relays 41a and 42a disposed in the power path from charging port 10a to battery 50, and relays 41b and 42b disposed in the power path from charging port 10b to battery 50. ECU 300C controls relays 41a, 42a, 41b, and 42b.

[0151] When charging port 10b (unused port) is closed while charging battery 50 is being started using charging port 10a, ECU 300C closes (connects) relays 41a and 42a and opens (disconnects) relays 41b and 42b to connect the power path from charging port 10a to battery 50. When charging battery 50 is being started using charging port 10b and the cover of charging port 10a (unused port) is closed, ECU 300C opens (disconnects) relays 41a and 42a and closes (connects) relays 41b and 42b to connect the power path from charging port 10b to battery 50.

[0152] When the cover of an unused port is opened while charging battery 50 is being initiated using charging port 10a or 10b, ECU 300C opens (disconnects) relays 41a, 42a, 41b, and 42b to disconnect the power path from charging ports 10a and 10b to battery 50. Relays 41a, 42a, 41b, and 42b can be normally closed switches. When relays 41a, 42a, 41b, and 42b are normally closed switches, they are open when not powered. Therefore, a malfunction is unlikely to occur in the disconnected state.

[0153] According to the above control, even if the power path from the used port to the battery 50 is connected to the unused port to the battery 50 due to a fault, it is safe because the cover of the unused port is closed.

[0154] Switching devices do not necessarily include normally closed switches. Normally open switches can be used instead of normally closed switches.

[0155] Vehicles are not limited to electric vehicles (EVs). Figure 1 The driving unit 70 shown may also include an engine (internal combustion engine) not shown. The vehicle can be a plug-in hybrid vehicle (PHV) capable of operating based on both the electricity stored in the battery 50 and the engine output. The vehicle configuration is not limited to... Figure 1 and Figure 2 The configuration is shown. The vehicle can be a passenger car, bus, or truck. The vehicle can be configured to operate unmanned via autonomous driving or remote driving. The vehicle can be an Automated Guided Vehicle (AGV) or a MaaS vehicle managed by a Mobility as a Service (MaaS) operator. The number of wheels is not limited to four and can be varied appropriately. The number of wheels can be three, five, or more.

[0156] The embodiments disclosed herein should be considered illustrative, not restrictive in all respects. The scope of the invention is shown by the claims rather than by the foregoing embodiments, and is intended to include all modifications equivalent in meaning and scope to the claims.

Claims

1. Vehicles, including: Electrical energy storage devices; The second charging port has no AC-to-DC converter circuit present in the power path from the second charging port to the energy storage device, and the second charging port is provided with a cover. The first charging port, an AC-to-DC converter circuit exists in the power path from the first charging port to the energy storage device; A switching device, including a relay disposed in a common portion of the power path from the first charging port and the second charging port to the energy storage device, and the switching device configured to switch between connection and disconnection in the common portion; as well as The control device is configured to control the switching device. When the control device connects the first charging connector to the first charging port for use, it determines whether the cover of the second charging port is open. When it is determined that the cover of the second charging port is closed, the switching device is connected to start charging the energy storage device from the first charging connector.

2. The vehicle according to claim 1, wherein, When the second charging connector is connected to the second charging port to use the second charging port and the relay is turned on and power is supplied from the second charging port to the energy storage device, the AC to DC converter circuit is turned off, thereby disconnecting the electrical connection between the first charging port and the energy storage device.

3. The vehicle according to claim 1 or 2, further comprising a vehicle body, the vehicle body including a first side and a second side disposed in the vehicle width direction, wherein... The second charging port and the first charging port are located on the first side.

4. The vehicle according to claim 2, further comprising: The vehicle body includes a first side and a second side arranged in the vehicle width direction; as well as Another second charging port, which is separate from the second charging connector, can be connected to the other second charging port, wherein: The second charging port and the first charging port are located on the first side; and The other second charging port is located on the second side.

5. The vehicle according to claim 4, further comprising another relay disposed between the other second charging port and the energy storage device.

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