Charging device for vehicle

Abstract

The invention relates to a charging device of a vehicle. The charging access port is shared by the AC charging connector and the DC charging connector. The drive circuit connects the DC charging relay when an Hi signal is input from the AND circuit, and cuts off the DC charging relay when an Lo signal is input. The AND circuit outputs the Hi signal when the Hi signal is input from the NOT circuit and the Hi signal is input from the controller. An AC voltage applied to a power input terminal of a charging access port passes through a filter of a control circuit and is rectified by a rectifier circuit, and a Hi signal is output to an NOT circuit. The NOT circuit inverts the Hi signal into an Lo signal and outputs the Lo signal to the AND circuit.

Description

Technical Field

[0001] This disclosure relates to a charging device for a vehicle. Background Technology

[0002] Japanese Patent Application Publication No. 2013-230022 discloses an electric vehicle that can be connected to both a DC power source and an AC power source external to the vehicle. Hereinafter, AC will be referred to as "AC" and DC as "DC". The electric vehicle disclosed in the aforementioned publication has a DC input port for connecting to a DC charging connector and an AC input port for connecting to an AC charging connector. When the DC charging connector is connected to the DC input port, a relay (DC charging relay) disposed between the DC input port and the battery is connected, and a relay (AC charging relay) disposed between the AC input port and the battery is disconnected, enabling charging based on DC power (DC charging). When the AC charging connector is connected to the AC input port, the DC charging relay is disconnected, and the AC charging relay is connected, enabling charging based on AC power (AC charging).

[0003] In the electric vehicles described in the aforementioned announcement, the charging connectors and input terminals differ between DC charging and AC charging. Therefore, during AC charging, even if the DC charging relay erroneously becomes connected, the battery voltage (DC power) is applied to the DC input terminal, but the battery voltage is not applied to the AC power charging system.

[0004] In electric vehicles that share a common charging input for both DC and AC charging, if the DC charging relay erroneously becomes connected during AC charging, the battery voltage (DC power) may be applied to the AC power charging system. If the battery voltage is applied to the AC power charging system, the charging system may malfunction. Summary of the Invention

[0005] The purpose of this disclosure is to suppress the DC charging relay from becoming connected during AC charging in vehicles that share a common input for both DC and AC charging.

[0006] The vehicle charging device disclosed herein includes a charging port, a DC charging system, an AC charging system, and a control circuit. The charging port is shared by both a DC charging connector and an AC charging connector. The DC charging system is electrically connected to the power input terminal of the charging port via a DC charging relay, supplying DC power from the DC charging connector to the battery. The AC charging system is electrically connected to the power input terminal via an AC charging relay, converting AC power from the AC charging connector to DC power and supplying it to the battery. The control circuit controls the opening and closing of the DC charging relay. When AC power is supplied to the power input terminal, the control circuit disables the connection of the DC charging relay.

[0007] This structure allows for DC charging via a DC charging system and AC charging via an AC charging system. The control circuit controls the opening and closing of the DC charging relay. When AC power is supplied to the power input terminal, the control circuit disables the connection of the DC charging relay.

[0008] When AC power is supplied to the power input terminal, the DC charging relay is disabled from connecting. Therefore, according to this charging device, it is possible to prevent the DC charging relay from becoming connected during AC charging.

[0009] In the aforementioned charging device, a common power line may also be connected to the power input terminal. Alternatively, a DC charging system may include a DC power line connected to the common power line, and an AC charging system may include an AC power line connected to the common power line. Furthermore, when the power flowing through the common power line is AC, the control circuit may disable the connection of the DC charging relay.

[0010] According to this structure, DC power lines and AC power lines branch off from the common power line connected to the power input terminal of the charging port to supply power to the battery. When the power flowing through the common power line is AC power, the control circuit disables the connection of the DC charging relay, thus preventing the DC charging relay from being connected during AC charging.

[0011] The control circuit may also include a filter, a rectifier circuit, a NOT circuit, an AND circuit, and a driver circuit. The filter allows AC voltage above a specified frequency or within a set frequency band to pass through when an AC voltage is applied to the power input terminal. The rectifier circuit rectifies the AC voltage output from the filter to output a DC voltage. The NOT circuit inverts the voltage signal. The output signal of the NOT circuit and the control signal of the DC charging relay are input to the AND circuit. The driver circuit drives the DC charging relay based on the output signal of the AND circuit.

[0012] Based on this structure, the control circuit consists of filters, rectifier circuits (which ensure reliability even at relatively high voltages), and logic circuits. Therefore, the control circuit can be constructed without using a high-performance microcomputer that guarantees reliability and can detect AC voltage (AC power).

[0013] The control signal for the DC charging relay can be a high-level signal when the DC charging relay is connected and a low-level signal when the DC charging relay is disconnected. Furthermore, the drive circuit can also activate the DC charging relay when a high-level signal is input.

[0014] According to this structure, if an AC voltage (AC power) is applied to the power input terminal, and the frequency of the AC voltage is above a specified frequency or within a set frequency band, the AC voltage passes through a filter and is input to the rectifier circuit. The rectifier circuit rectifies the input AC voltage into a DC voltage. The DC voltage output from the rectifier circuit is input to the NOT circuit as a high-level voltage signal (high-level signal). The high-level signal is inverted by the NOT circuit to a low-level signal and input to the AND circuit.

[0015] When an AC voltage is applied to the power input terminal, a low-level signal is input from the NOT circuit to the AND circuit. Therefore, when AC power is supplied to the power input terminal, even if the control signal of the DC charging relay is a high-level signal, a low-level signal is output from the AND circuit, disabling the connection of the DC charging relay.

[0016] On the other hand, when a DC voltage (DC power) is applied to the power input terminal, the DC voltage is attenuated by the filter and does not pass through the filter, resulting in a voltage level of approximately 0 [V] input to the rectifier circuit. When no power is supplied to the power input terminal, the voltage level input to the rectifier circuit is 0 [V]. In the above cases, the DC voltage output from the rectifier circuit is 0 [V], and a low-level voltage signal (low-level signal) is input to the NOT circuit. The low-level signal is inverted to a high-level signal by the NOT circuit and input to the AND circuit.

[0017] When a DC voltage is applied to the power input terminal, or when no power is supplied to the power input terminal, a high-level signal is input from the NOT circuit to the AND circuit. Therefore, if the control signal of the DC charging relay becomes a high-level signal, a high-level signal is output from the AND circuit, and the DC charging relay is connected.

[0018] The charging device may further include a control device for controlling the DC charging relay and the AC charging relay. The control device may also output a control signal that connects the DC charging relay and disconnects the AC charging relay when the DC charging connector is connected to the charging port. Similarly, the control device may output a control signal that disconnects the DC charging relay and connects the AC charging relay when the AC charging connector is connected to the charging port. Furthermore, the control circuit may further include a controller that, upon receiving the control signal connecting the DC charging relay, outputs a high-level signal to the AND circuit.

[0019] According to this structure, if the DC charging connector is connected to the charging port, the DC charging relay is in the connected state and the AC charging relay is in the cut-off state, enabling DC charging. If the AC charging connector is connected to the charging port, the DC charging relay is in the cut-off state and the AC charging relay is in the connected state, enabling AC charging.

[0020] If the controller of the control circuit receives a control signal from the control device to connect the DC charging relay, it outputs a high-level signal to the AND circuit. When the DC charging connector is connected to the charging port, the output of the NOT circuit is a high-level signal. Therefore, if a control signal to connect the DC charging relay is output from the control device, the DC charging relay becomes connected and DC charging can be performed.

[0021] When the AC charging connector is connected to the charging port and AC charging is in progress, the NOT circuit outputs a low-level signal because AC power is being supplied to the power input terminal. Even if, due to malfunctions, the controller outputs a high-level signal (e.g., a control signal connected to the DC charging relay), the NOT circuit outputs a low-level signal, and the DC charging relay will not be connected because the AND circuit does not output a high-level signal.

[0022] The above and other objects, features, aspects and advantages of the present invention will become apparent from the following detailed description taken in conjunction with the accompanying drawings. Attached Figure Description

[0023] Figure 1 This is a schematic overall structural diagram of a vehicle equipped with the charging device according to this embodiment.

[0024] Figure 2 This diagram illustrates the output signal of the NOT circuit in the control circuit.

[0025] Figure 3 This diagram illustrates the output signal of the AND circuit in the control circuit. Detailed Implementation

[0026] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. Furthermore, the same or equivalent parts are labeled with the same reference numerals in the drawings, and their descriptions will not be repeated.

[0027] Figure 1This is a schematic overall structural diagram of a vehicle 1 equipped with the charging device according to this embodiment. The vehicle 1 according to this embodiment is a BEV (Battery Electric Vehicle) without an engine (internal combustion engine). Vehicle 1 can also be a PHEV (Plug-in Hybrid Electric Vehicle) with an engine. Vehicle 1 includes: a power control unit (PCU) 10, a motor generator (MG) 20, a power transmission gear 30, drive wheels 40, a system main relay (SMR), a battery 100, a monitoring module 110, a charging ECU (Electronic Control Unit) 200, and a control ECU 300. The charging ECU 200 and control ECU 300 are examples of the "control device" of this disclosure.

[0028] MG20 is, for example, an embedded permanent magnet synchronous motor (IPM Motor), which functions as both a motor and a generator. The output torque of MG20 is transmitted to the drive wheel 40 via a power transmission gear 30 configured to include a reducer and a differential device.

[0029] When vehicle 1 brakes, MG20 is driven by drive wheel 40, and MG20 functions as a generator. Thus, MG20 also functions as a braking device that performs regenerative braking, converting the kinetic energy of vehicle 1 into electrical energy. The regenerative electricity generated by the regenerative braking force in MG20 is stored in battery 100.

[0030] PCU10 is a power conversion device that converts power in both directions between MG20 and battery 100. PCU10 includes, for example, an inverter and a converter that operate based on control signals from control ECU300.

[0031] The system main relay SMR is electrically connected to the power line connecting the battery 100 and the PCU10. When the system main relay SMR is connected (closed) according to a control signal from the control ECU 300, power exchange can occur between the battery 100 and the PCU10. Furthermore, DC charging and AC charging, described later, are possible. Conversely, when the system main relay SMR is disconnected (opened) according to a control signal from the control ECU 300, the electrical connection between the battery 100 and the PCU10 is severed.

[0032] Battery 100 stores the power used to drive MG20. Battery 100 is a rechargeable DC power source (secondary battery) and is a battery pack consisting of multiple individual cells (battery units) connected in series. Individual cells can be, for example, lithium-ion batteries.

[0033] The monitoring module 110 detects the voltage VB of the battery 100, the temperature TB of the battery 100, and the input / output current IB to the battery 100. Furthermore, the monitoring module 110 calculates the SOC (State of Charge) of the battery 100. Information such as the voltage VB and SOC is output to the charging ECU 200 and the control ECU 300.

[0034] Vehicle 1 has a charging port 50, and battery 100 can be externally charged. Charging port 50 can be connected to AC charging connector 530 and DC charging connector 630. Charging port 50 is shared by AC charging connector 530 and DC charging connector 630.

[0035] The AC charging device 500 supplies alternating current (AC power) from the power system (commercial power supply) 510 to the vehicle 1 via an AC charging connector 530. The power supplied from the AC charging connector 530 may be, for example, AC power with a frequency of 50-60 Hz and a voltage of 100-240 V. In the AC charging device 500, a CPLT circuit 520 is provided in the charging cable. Furthermore, the AC charging device 500 may also be a charging device with the CPLT circuit 520 installed inside a charging station, or it may be a charging device that connects a charging cable without the CPLT circuit 520 to, for example, a household socket.

[0036] The DC charging device 600 includes a fast charger 620 that converts alternating current (AC power) from a power system (commercial power supply) 610 into direct current (DC power). The DC power output from the fast charger 620 is supplied to the vehicle 1 via a DC charging connector 630. The fast charger 620 is equipped with a charging power control circuit that controls the voltage, current, and upper limit current (upper limit power) of the output DC power.

[0037] The charging port 50 has power input terminals P1 and P2. Power input terminals P1 and P2 are terminals from which power is supplied from the AC charging connector 530 and the DC charging connector 630. For example, in the case of AC power, power input terminals P1 and P2 can be live wire terminals and neutral wire terminals. In the case of DC power, power input terminals P1 and P2 can be positive terminals and negative terminals. The charging port 50 further has a signal terminal P3. Signal terminal P3 is used for exchanging connection confirmation signals (PISW signals), CPLT (Controlpilot) signals, CAN (Controller Area Network) signals, etc., between the AC charging connector 530 and the DC charging connector 630 and the charging ECU 200. Figure 1 In the standard configuration, there is one signal terminal P3. However, when using PISW and CPLT signals to exchange signals, two signal terminals can be provided.

[0038] Power line L11 is connected to power input terminal P1, and power line L12 is connected to power input terminal P2. Power lines L11 and L12 are also collectively referred to as power line L1. Power line L1 (power lines L11 and L12) is equivalent to an example of the "common power line" of this disclosure.

[0039] Power line L11 is connected to power line L21, and power line L12 is connected to power line L22. Power lines L21 and L22 are also collectively referred to as power line L2. A DC charging relay DCR is installed on power line L2 (power lines L21 and L22). The DC charging relay DCR is controlled to open and close by the control circuit 70 described later. If the DC charging relay DCR is closed, the conduction of power line L2 is connected. If the DC charging relay DCR is open, the conduction of power line L2 is cut off. Power line L2 (power lines L21 and L22) corresponds to an example of the "DC power line" of this disclosure.

[0040] Power line L21 is connected to power line L41 via the system main relay SMR, and power line L22 is connected to power line L42 via the system main relay SMR. Power line L41 can be the positive terminal of battery 100, and power line L42 can be the negative terminal of the battery. Power lines L41 and L42 are collectively referred to as power line L4.

[0041] If the DC charging connector 630 is connected to the charging port 50, and the DC charging relay DCR and the system main relay SMR are in the connected state, the battery 100 can be charged using DC power supplied from the DC charging device 600 (DC charging). The power lines L1, L2 and the DC charging relay DCR are equivalent to an example of the "DC charging system" of this disclosure.

[0042] Power line L11 is connected to power line L31, and power line L12 is connected to power line L32. Power lines L31 and L32 are also collectively referred to as power line L3. Power line L3 is connected to AC / DC converter 61 in the on-board charger 60 via AC charging relay ACR. AC / DC converter 61 is a power converter that converts AC power to DC power. The DC power output from AC / DC converter 61 flows through power line L3 and is supplied to power line L4 via system main relay SMR.

[0043] If the AC charging connector 530 is connected to the charging port 50, and the AC charging relay ACR and the system main relay SMR are in the connected state, the AC power supplied from the AC charging device 500 is converted into DC power by the on-board charger 60 (AC / DC converter 61), and the battery 100 can be charged (AC charging). The power lines L1, L3 and the on-board charger 60 (AC charging relay ACR, AC / DC converter 61) correspond to an example of the "AC charging system" of this disclosure.

[0044] The control ECU 300 includes a CPU (Central Processing Unit) and a memory. Based on signals received from the monitoring module 110 and the charging ECU 200, signals from various sensors (not shown) (such as accelerator opening signals, vehicle speed signals, etc.), the mapping diagram stored in the memory, and other information, the control ECU 300 controls the PCU 10 and other devices to control the movement of the vehicle 1. Furthermore, communication between the monitoring module and the various ECUs can be achieved, for example, via CAN communication.

[0045] The charging ECU 200 includes a CPU and a memory. The charging ECU 200 controls the charging of the battery 100 using signals received from the monitoring module 110 and information about the charging device received from the signal line SL connected to the signal terminal P3 of the charging interface 50.

[0046] Signal line SL transmits signals between AC charging connector 530 (AC charging device 500) or DC charging connector 630 (DC charging device 600) and charging ECU 200. For example, in the case where AC charging device 500 is in PISW mode (without CPLT circuit 520), if AC charging connector 530 is connected to charging input 50, a PISW signal is sent from signal line SL to charging ECU 200. Based on the potential of the received PISW signal, or a change in potential, charging ECU 200 detects that AC charging connector 530 is connected to charging input 50. Based on the PISW signal, charging ECU 200 detects the voltage and maximum current of the power output from AC charging device 500.

[0047] For example, when the AC charging device 500 is in CPLT mode, a PISW signal is sent from the signal line SL to the charging ECU 200. Based on the received PISW signal, the charging ECU 200 detects that the AC charging connector 530 is connected to the charging input 50. Then, the charging ECU 200 requests a CPLT signal (PWM (Pulse Width Modulation) signal) from the CPLT circuit 520, and based on the PWM signal received from the CPLT circuit 520, detects the voltage and maximum current of the power output from the AC charging device 500. Furthermore, in this case, two signal terminals, one for the PISW signal and one for the CPLT signal, are provided at the charging input 50, and there can also be two signal lines SL.

[0048] When the charging ECU 200 detects that the AC charging connector 530 is connected to the charging port 50 based on the signal input from the signal line SL, it disconnects the DC charging relay DCR, connects the AC charging relay ACR, and connects the system main relay SMR. Then, based on information such as the voltage, maximum current of the AC charging device 500, and the SOC of the battery 100, the charging ECU 200 controls the AC / DC converter 61 to charge the battery 100 (AC charging).

[0049] If the DC charging connector 630 is connected to the charging port 50, a PISW signal is sent from the signal line SL to the charging ECU 200. Based on the received PISW signal, the charging ECU 200 detects that the DC charging connector 630 is connected to the charging port 50. Then, the charging ECU 200 requests a CPLT signal from the fast charger 620, and based on the CPLT signal received from the fast charger 620, detects the voltage and maximum current of the power output from the DC charging device 600. In this case, two signal terminals for the PISW and CPLT signals are provided at the charging port 50, and there are also two signal lines SL.

[0050] When the charging ECU 200 detects that the DC charging connector 630 is connected to the charging input port 50 based on the signal input from the signal line SL, it connects the DC charging relay DCR, disconnects the AC charging relay ACR, and connects the system main relay SMR. Thus, the battery 100 is charged (DC charging) using power supplied from the DC charging device 600. If CPLT signal communication is established, the charging ECU 200 performs high-level communication (HLC) with the fast charger 620 to control the current output from the DC charging device 600 (fast charger 620), etc. Alternatively, charging control can also be performed via CAN communication.

[0051] In AC charging based on AC charging device 500, if the DC charging relay DCR is incorrectly connected for some reason, the voltage (DC power) of battery 100 is applied to on-board charger 60 (AC / DC converter 61) through power line L3. If the voltage of battery 100 is applied to on-board charger 60, on-board charger 60 may malfunction.

[0052] In this embodiment, by providing a control circuit 70, the incorrect connection of the DC charging relay DCR during AC charging is prevented. The control circuit 70 includes a filter 71, a rectifier circuit 72, a NOT circuit 73, an AND circuit 74, and a drive circuit 75. The control circuit 70 controls the opening and closing of the DC charging relay DCR.

[0053] Filter 71 is connected to power lines L1 (L11, L12) via input lines DL1 and DL2. The voltage applied to the power input terminals P1 and P2 is input to filter 71. Filter 71 is constructed from either a high-pass filter or a band-pass filter. If filter 71 is a high-pass filter, it can be, for example, a high-pass filter that allows frequencies above 40 Hz (or a high-pass filter with a cutoff frequency of 40 Hz). If filter 71 is a band-pass filter, it can be, for example, a band-pass filter that allows frequencies from 40 to 70 Hz. Filter 71 can be a passive filter constructed from RC circuits, RLC circuits, etc., or an active filter incorporating active components.

[0054] When the voltage applied to the power input terminals P1 and P2 (and the voltage applied to the power lines L11 and L12) is an AC voltage at a frequency of 50-60 Hz, output from the AC charging device 500, the filter 71 outputs this AC voltage. When the voltage applied to the power input terminals P1 and P2 (and the voltage applied to the power lines L11 and L12) is a DC voltage, the output voltage from the filter 71 is 0 V. Furthermore, when no voltage is applied to the power input terminals P1 and P2 (or the power lines L11 and L12), the output voltage from the filter 71 is 0 V.

[0055] The rectifier circuit 72 rectifies the AC voltage output from the filter 71 and outputs a DC voltage. The rectifier circuit 72 can be, for example, a full-wave rectifier circuit using diodes and thyristors, or a half-wave rectifier circuit. When an AC voltage is input from the filter 71, the rectifier circuit 72 outputs a DC voltage corresponding to the AC voltage. When the output voltage of the filter 71 is 0 [V], the output voltage of the rectifier circuit 72 is also 0 [V].

[0056] The DC voltage output from rectifier circuit 72 is stepped down to a voltage equivalent to the high-level signal of AND circuit 74 due to resistor voltage division, etc., and then output to NOT circuit 73. For example, in AND circuit 74, when the voltage of 3.0 to 5.0 [V] is a high-level signal (Hi signal) and the voltage of 0 to 1.5 [V] is a low-level signal (Lo signal), the DC voltage output from rectifier circuit 72 is stepped down to 3.0 to 5.0 [V] and output as the Hi signal to NOT circuit 73. When the output voltage of filter 71 is 0 [V], rectifier circuit 72 outputs the Lo signal to NOT circuit 73.

[0057] If the NOT circuit 73 receives a Hi signal, it inverts the Hi signal and outputs a Lo signal to the AND circuit 74. If the NOT circuit 73 receives a Lo signal, it outputs a Hi signal to the AND circuit 74.

[0058] If the controller 76 receives a control signal from the charging ECU 200 to connect the DC charging relay (DCR), it outputs a Hi signal to the AND circuit 74. If the controller 76 receives a control signal from the charging ECU 200 to disconnect the DC charging relay, it outputs a Lo signal to the AND circuit 74.

[0059] When both the signal input from NOT circuit 73 and the signal input from controller 76 are Hi signals, AND circuit 74 outputs a Hi signal to drive circuit 75. When either the signal input from NOT circuit 73 or the signal input from controller 76 is a Lo signal, or when both signals are Lo signals, AND circuit 74 outputs a Lo signal to drive circuit 75.

[0060] If the drive circuit 75 receives a Hi signal from the AND circuit 74, it connects the DC charging relay DCR. If the drive circuit 75 receives a Lo signal from the AND circuit 74, it disconnects the DC charging relay DCR.

[0061] In control circuit 70, when AC voltage is applied to power input terminals P1 and P2, a Lo signal is output from NOT circuit 73. Therefore, even if a Hi signal is output from controller 76 when AC voltage is applied to power input terminals P1 and P2, a Hi signal will not be output from AND circuit 74 to drive circuit 75, thus preventing DC charging relay DCR from becoming connected.

[0062] Figure 2 This diagram illustrates the output signal of the NOT circuit 73 in the control circuit 70. (See diagram for example.) Figure 2As shown, when AC voltage is applied to the power input terminals P1 and P2 (when AC power is supplied), the output signal of the rectifier circuit 72 becomes the Hi signal, and the Lo signal is output from the NOT circuit 73. When DC power (DC voltage) is supplied to the power input terminals P1 and P2, and when no power is supplied to the power input terminals P1 and P2, the output signal of the rectifier circuit 72 becomes the Lo signal, and the Hi signal is output from the NOT circuit 73.

[0063] Figure 3 This diagram illustrates the output signal of the AND circuit 74 in the control circuit 70. When both the controller 76 and NOT circuit 73 output a Hi signal, the AND circuit 74 outputs a Hi signal. The drive circuit 75 receives the Hi signal from the AND circuit 74 and connects to the DC charging relay DCR. When the NOT circuit 73 outputs a Lo signal, the AND circuit 74 outputs a Lo signal regardless of the controller 76's output signal. When the AND circuit 74 outputs a Lo signal, the drive circuit 75 disconnects the DC charging relay DCR.

[0064] According to this embodiment, when an AC voltage is applied to the power input terminals P1 and P2, the control circuit 70 outputs a Lo signal from the NOT circuit 73. Therefore, when an AC voltage is applied to the power input terminals P1 and P2, a Hi signal will not be output from the AND circuit 74 to the drive circuit 75, thus preventing the DC charging relay DCR from becoming connected. Therefore, it is possible to suppress the DC charging relay DCR from becoming connected during AC charging.

[0065] According to this embodiment, the control circuit 70 is composed of circuits such as a filter 71 and a rectifier circuit 72, which ensure reliability even at relatively high voltages, and logic circuits such as a NOT circuit 73 and an AND circuit 74. Therefore, it is possible to prevent the DC charging relay DCR from being connected during AC charging without using a high-performance microcomputer capable of detecting AC voltages (AC power) of 100-240 [V]. For example, in cases where the charging ECU 200 and control ECU 300 detect the AC voltage applied to the power input terminals P1 and P2, and prevent the DC charging relay DCR from being connected when the AC voltage is applied to the power input terminals P1 and P2, a high-performance CPU or similar device is required to improve the reliability of the charging ECU 200 and control ECU 300. In this embodiment, the control circuit 70 is used, thus preventing the DC charging relay DCR from being connected during AC charging is possible without using a high-performance CPU or similar device.

[0066] In the above embodiment, if the controller 76 receives a control signal from the charging ECU 200 to connect the DC charging relay DCR, it outputs a Hi signal to the AND circuit 74. However, the controller 76 can also be omitted, and when the DC charging relay DCR is connected, the Hi signal can be input from the charging ECU 200 to the AND circuit 74.

[0067] In the above embodiment, a high-pass filter with a cutoff frequency of 40 Hz or a band-pass filter that allows the frequency band of 40 to 70 Hz to pass through was described as an example of filter 71. However, filter 71 can be configured to allow AC power (AC voltage) supplied from AC charging device 500 (AC charging connector 530) to pass through but DC power (DC voltage) to not pass through, as long as the cutoff frequency or the passable band is set.

[0068] The embodiments of the present invention have been described above, but the embodiments disclosed herein should be considered illustrative rather than restrictive in all respects. The scope of the technology shown in this disclosure is defined by the claims and is intended to include all modifications within the meaning and scope of the claims.

Claims

1. A charging device for a vehicle, wherein, have: The charging port is shared by both DC and AC charging connectors. The DC charging system is electrically connected to the power input terminal of the charging port via a DC charging relay, and supplies DC power from the DC charging connector to the battery. An AC charging system, electrically connected to the power input terminal via an AC charging relay, converts the AC power supplied from the AC charging connector into DC power and supplies it to the battery; as well as The control circuit controls the opening and closing of the DC charging relay. When AC power is supplied to the power input terminal, the control circuit disables the connection of the DC charging relay.

2. The vehicle charging device according to claim 1, wherein, A common power line is connected to the power input terminal. The DC charging system includes a DC power line connected to the common power line. The AC charging system includes an AC power line connected to the shared power line. When the power flowing through the shared power line is AC power, the control circuit disables the connection of the DC charging relay.

3. The charging device for a vehicle according to claim 1 or 2, wherein, The control circuit includes: The filter allows AC voltage above a specified frequency or AC voltage within a set frequency band to pass through when an AC voltage is applied to the power input terminal. A rectifier circuit rectifies the AC voltage output from the filter; The NOT circuit inverts the voltage signal of the rectifier circuit. The AND circuit is input to the output signal of the NOT circuit and the control signal of the DC charging relay; and The driving circuit drives the DC charging relay based on the output signal of the AND circuit.

4. The vehicle charging device according to claim 3, wherein, The control signal of the DC charging relay is a high-level signal when the DC charging relay is connected, and a low-level signal when the DC charging relay is disconnected. When a high-level signal is input, the driving circuit enables the DC charging relay to be in a connected state.

5. The vehicle charging device according to claim 4, wherein, It further includes a control device for controlling the DC charging relay and the AC charging relay. The control device is configured as follows: When the DC charging connector is connected to the charging port, a control signal is output that connects to the DC charging relay and disconnects the AC charging relay. When the AC charging connector is connected to the charging port, a control signal is output to disconnect the DC charging relay and connect the AC charging relay. The control circuit further includes a controller, which outputs a high-level signal to the AND circuit if it receives a control signal connected to the DC charging relay.

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