Vehicle

Abstract

When the charging connector is connected to the socket, the charging control ECU changes the connector to a locked state by means of the locking device. If the locking device is in an unlocked state, the charging connector can be pulled out from the socket. When the vehicle speed is equal to or greater than a predetermined value and the lock device is in a locked state, the charge control ECU outputs an unlocking command to the lock device. When the lock device is not in the unlocked state after the unlocking command is output, the charge control ECU diagnoses that the lock device is malfunctioning.

Description

Technical Field

[0001] This disclosure pertains to vehicles. Background Technology

[0002] Japanese Patent Application Publication No. 2021-150980 discloses a vehicle charging device for determining a malfunction in a locking actuator that locks a power-side connector (charging connector) connected to a vehicle's charging port (socket). When the vehicle speed is above a specified speed, the charging control device of Japanese Patent Application Publication No. 2021-150980 performs a malfunction check on the locking actuator. During the malfunction check, an actuation command to the locking pin is sent to the locking actuator, and a malfunction is determined based on whether the position of the locking pin, detected by a position detection sensor, is at the position specified in the actuation command.

[0003] In Japanese Patent Application Publication No. 2021-150980, a temporary fault indicator is activated based on the position of the locking pin when the charging connector is connected to the socket. Furthermore, if the vehicle speed exceeds a specified speed while the temporary fault indicator is activated, the locking actuator is activated multiple times to determine if the locking actuator is faulty. Therefore, if the temporary fault indicator is not activated when the charging connector is connected to the socket, a locking fault in the actuator cannot be determined. Summary of the Invention

[0004] The purpose of this disclosure is to diagnose a fault in the locking device even when there are no signs of a fault in the locking device when the charging connector is connected to the socket.

[0005] The vehicle disclosed herein possesses:

[0006] The connector allows for connection to a charging connector.

[0007] The locking device switches between a locked state where the charging connector cannot be removed from the socket and an unlocked state where the charging connector can be removed from the socket.

[0008] The detection device detects the locked and unlocked states; and

[0009] Control device.

[0010] If the locking device receives a locking command from the control device, it will move to the locked state; if it receives an unlocking command from the control device, it will move to the unlocked state.

[0011] The control device is configured as follows:

[0012] While the vehicle is in motion, an unlock command is output when the detection device detects a locked state.

[0013] If the detection device does not detect an unlocked state after the unlock command is output, the problem is diagnosed as a malfunction of the locking device.

[0014] According to this configuration, if the locking device receives a locking command from the control device, it operates in a locked state; if it receives an unlocking command from the control device, it operates in an unlocked state. While the vehicle is in motion, if the detection device detects a locked state, the control device outputs an unlocking command. If, after outputting the unlocking command, the detection device does not detect an unlocked state, the control device diagnoses a malfunction in the locking device.

[0015] While the vehicle is in motion, the charging connector is unplugged from the socket. In this state, when a locked state is detected, if an unlock command is output, the locking device switches from the locked state to the unlocked state, and the detection device detects the unlocked state. If, even after receiving an unlock command, the locking device does not switch to the unlocked state and the unlocked state cannot be detected, a locking fault can be diagnosed. Therefore, even if there are no signs of a fault when the charging connector is connected to the socket, a fault in the locking device can be diagnosed.

[0016] Alternatively, it can be configured such that when the charging connector is unplugged from the socket, the detection device detects a locked state, and the vehicle's control device outputs an unlock command. If the detection device does not detect an unlocked state after outputting the unlock command, it is diagnosed as a malfunction of the locking device.

[0017] According to this configuration, when a locked state is detected while the charging connector is unplugged from the socket, if an unlock command is output, the locking device switches from the locked state to the unlocked state, and the detection device detects the unlocked state. If, even after receiving an unlock command, the locking device fails to switch to the unlocked state and thus the unlocked state cannot be detected, a locking fault can be diagnosed. Therefore, even if there are no signs of a locking device fault when the charging connector is connected to the socket, a locking device fault can be diagnosed.

[0018] Preferably, the locking device includes a locking pin driven by an actuator.

[0019] The detection device detects the locked and unlocked states based on the position of the locking pin.

[0020] Based on this configuration, the locked and unlocked states can be detected relatively easily by detecting the position of the locking pin.

[0021] Preferably, the control device issues a notification when a malfunction of the locking device is diagnosed.

[0022] Based on this configuration, the user can determine if the locking device is malfunctioning.

[0023] According to this disclosure, even when there are no signs of a malfunction in the locking device when the charging connector is connected to the socket, a malfunction in the locking device can be diagnosed. Attached Figure Description

[0024] 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, in which the same reference numerals denote the same elements, wherein,

[0025] Figure 1 This is a diagram illustrating a simplified configuration of the vehicle involved in this embodiment;

[0026] Figure 2 This is a diagram illustrating an example of the appearance of a charging connector;

[0027] Figure 3 This is a diagram illustrating the simplified structure of the locking device;

[0028] Figure 4 This is a flowchart illustrating an example of fault detection processing performed by the charging control ECU; and

[0029] Figure 5 This is a flowchart illustrating an example of fault detection processing performed by the charging control ECU in a variant example. Detailed Implementation

[0030] The embodiments of this disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same or equivalent parts are labeled with the same reference numerals, and their descriptions are not repeated.

[0031] Figure 1 This diagram illustrates a simplified configuration of the vehicle 1 according to this embodiment. The vehicle 1 includes a battery 10, a control device 100, a connector 120, a charging circuit 130, and an HMI (Human Machine Interface) device 150. The vehicle 1 is configured to be an electric vehicle (xEV) capable of operating using electricity stored in the battery 10. For example, it could be a BEV (Battery Electric Vehicle). The battery 10 is a known rechargeable battery for vehicles, such as a lithium-ion battery.

[0032] The charging port 120 includes a charging cover 121 and a charging port 123. The charging cover 121 is configured to be openable and closable by the user, covering the charging port 123 when closed and exposing the charging port 123 when open. When charging the battery 10, the charging connector 25 is connected to the charging port 123 with the charging cover 121 open. The charging circuit 130 uses power supplied from outside the vehicle to the charging port 123 to charge the battery 10.

[0033] The control device 100 includes a charging control ECU 101 and an intelligent ECU 102. The charging control ECU 101 includes a CPU (Central Processing Unit) 111 and a memory 112. Similarly, the intelligent ECU 102 also includes a CPU and a memory. The HMI device 150 includes an input section and a display section. The input section and display section may be, for example, a touch panel display.

[0034] The charging equipment (EVSE: Electric Vehicle Supply Equipment) 20 charges the battery 10 with power supplied from an external power source PG (e.g., an electrical system). The EVSE 20 includes a circuit section 21 and a control section 22. The EVSE 20 also includes a charging cable 24 extending outward from the main body of the EVSE 20. The control section 22 includes a CPU and a memory, and controls the circuit section 21. The circuit section 21 includes, for example, a power conversion circuit, including circuitry for charging the battery 10 with power supplied from the external power source PG. A charging connector (plug) 25, detachable from the charging port 123 of the socket 120, is provided at the front end of the charging cable 24. By connecting the charging connector 25 to the socket 120 (charging port 123) of the vehicle 1, charging can be performed from the EVSE 20 to the vehicle 1 (battery 10).

[0035] Figure 2 This figure illustrates an example of the appearance of the charging connector 25. The charging connector 25 has connector terminals formed on the end face P1 of the main body 250, and the end face P1 is connected to the charging port 123 of the socket 120. The end face P1 has connector terminals. The connector terminals provided on the end face P1 include terminal L1, terminal L2, terminal PE, terminal PP, and terminal CP. The charging port 123 of the socket 120 has the same socket terminals as the connector terminals provided on the end face P1. Terminals L1 and L2 are terminals to which power is supplied. For example, in the case of alternating current (AC) power, terminals L1 and L2 can be hot terminals and cold terminals. In the case of direct current (DC) power, terminals L1 and L2 can be positive terminals and negative terminals. Terminal PE is a ground (GND) terminal.

[0036] Terminal PP is used for probability detection of the status (connected / engaged / unengaged) of the charging connector 25 and socket 120 (hereinafter also referred to as "PISW"). The status of the charging connector 25 and socket 120 will also be referred to as "connector status". Terminal PP outputs a potential signal (PISW signal) indicating the connector status to the vehicle 1 side. Terminal CP is equivalent to, for example, the terminal used for the CPLT signal as defined by standard "IEC / TS62763:2013" (hereinafter also referred to as "CPLT"). The CPLT signal is a PWM (Pulse Width Modulation) signal used in communication between vehicle 1 and EVSE20.

[0037] The charging connector 25 also includes a latch release button 251 and a latch 252. The latch release button 251 releases the latch of the charging connector 25 relative to the socket 120. The latch 252 is configured to engage with the socket 120 to secure (latch) the charging connector 25 to the socket 120. For example, the charging connector 25 is secured by hooking (engaging) the front end of the latch 252 with a recess formed in the socket 120. The latch 252 is linked to the latch release button 251. If the user presses the latch release button 251, the engagement between the recess formed in the socket 120 and the latch 252 is released (the securing is released), and the charging connector 25 can be pulled out from the socket 120.

[0038] The PISW signal, through its potential, indicates the connector status as "connected," "engaged," or "unengaged." When the user inserts the charging connector 25 into the socket 120 without pressing the latch release button 251, the charging connector 25 engages with the socket 120 (charging port 123). Thus, the charging connector 25 is secured to the socket 120 by the latch 252 while electrically connected. This connector status is "connected." If the user presses the latch release button 251 while in the connected state, the latch 252 is released. This connector status is "engaged." If the user removes the charging connector 25 from the socket 120 while in the engaged state, the connector status becomes "unengaged." The unengaged state is neither connected nor engaged.

[0039] A locking device 200 is provided at the socket 120 (see reference). Figure 1 The locking device 200 includes an actuator 210 and a locking pin 220. The actuator 210 is controlled by the charging control ECU 101 and the intelligent ECU 102 to move the locking pin 220 forward and backward. When the charging connector 25 is engaged with the socket 120, the locking device 200 is in a locked state where the charging connector 25 cannot be pulled out of the socket 120. If the charging connector 25 is engaged with the socket 120 and the connector state is in a connected state, then... Figure 2 As shown by the dashed line, the locking pin 220 protrudes from the position indicated by the dotted line and abuts against the latch 252. This position where the locking pin 220 abuts against the latch 252 is also referred to as the locked position. When the locking pin 220 abuts against the latch 252, the latch 252 cannot move in the direction of releasing its engagement with the recess formed in the socket 120. Therefore, even if the latch release button 251 is pressed, the engagement between the recess formed in the socket 120 and the latch 252 cannot be released, resulting in a locked state where the charging connector 25 cannot be removed from the socket 120.

[0040] The locking pin 220 is returned to its original position by the actuator 210 of the locking device 200. Figure 2 The position is indicated by the dashed line. By pressing the latch release button 251, the engagement between the recess formed in the socket 120 and the latch 252 is released. This allows the charging connector 25 to be pulled out of the socket 120. This state is called the unlocked state, and the position of the locking pin 220 in the unlocked state is called the unlocked position. The unlocked state is the state where the locking state is released.

[0041] Figure 3 This diagram illustrates the simplified structure of the locking device 200. Inside the housing of the actuator 210 of the locking device 200, there is a pinion 211 driven by a motor 212 and a locking pin 220 with a rack 221 meshing with the pinion 211. When the locking device 200 is in the unlocked state (locking pin 220 is in the unlocked position), if the pinion 211 is driven clockwise by the motor 212, the locking pin 220 moves to the locked position, thus becoming the locked state. When the locking device 200 is in the locked state (locking pin 220 is in the locked position), if the pinion 211 is driven counterclockwise by the motor 212, the locking pin 220 moves to the unlocked position, thus becoming the unlocked state.

[0042] A position sensor is provided in the locking device 200 to detect the position of the locking pin 220. In this embodiment, a limit switch 13 is provided, which is open when the locking pin 220 is in the unlocked position and closed when the locking pin 220 is in the locked position. The limit switch 13 is a non-contact limit switch, and a magnet Mg is provided on the locking pin 220 at a position opposite to the limit switch 13 when the locking pin 220 is in the locked position. Thus, when the locking pin 220 is in the locked position, the limit switch 13 is closed, and when the locking pin 220 is in the unlocked position, the limit switch 13 is closed. The limit switch 13 is an example of the "detection device" of this disclosure.

[0043] Reference Figure 1The control device 100 receives information from the monitoring unit 11 about the battery 10. For example, the monitoring unit 11 sends the battery 10's temperature TB, voltage VB, and input / output current IB. Additionally, the monitoring unit 11 estimates the battery 10's SOC (State of Charge) and sends it to the control device 100. The vehicle speed SPD is input from the vehicle speed sensor 12 to the control device 100, and the position information of the locking pin 220 (locked position: on signal, unlocked position: off signal) is input from the limit switch 13. The control device 100 outputs locking and unlocking commands to the actuator drive circuit 230. If the actuator drive circuit 230 receives a locking command, it drives the pinion 211 clockwise via the motor 212, moving the locking pin 220 to the locked position, and receives an unlocking command. Then, it drives the pinion 211 counterclockwise, moving the locking pin 220 to the unlocked position.

[0044] If the user presses the latch release button 251 while inserting the charging connector 25 into the socket 120 (charging port 123), a PISW signal is input to the control device 100 (charging control ECU 101) via terminal PP of the charging connector 25. Additionally, a CPLT signal is input to the charging control ECU 101 via terminal CP. When the charging connector 25 is connected to the socket 120, the potential of the PISW signal decreases. If the charging control ECU 101 detects a connected state via the PISW signal, it initiates communication with the EVSE 20 to begin charging preparation via the CPLT signal.

[0045] If the charging control ECU 101 detects the connection status of the connector via the PISW signal, it outputs a locking command to the actuator 210. If the actuator 210 receives the locking command from the charging control ECU 101, it drives the locking pin 220 to the locked position. Furthermore, the charging connector 25 and the socket 120 become locked. If the charging preparation of the battery 10 is complete, it requests and controls the charging circuit 130 to begin charging the battery 10. During the charging process of the battery 10, the locking device 200 remains locked, preventing the charging connector 25 from being pulled out of the socket 120.

[0046] In this embodiment, the locking device 200 remains locked until unlocked by the user. The user unlocks the device by operating the unlock button 125 located on the socket 120. If the user presses the unlock button 125, the charging control ECU 101 outputs an unlock command. If the actuator 210 receives the unlock command, it drives the locking pin 220, keeping the locking pin 220 in the unlocked position.

[0047] The locking and unlocking of the locking device 200 is also linked to the operation of the smart key 300. Therefore, the user can unlock the vehicle using the smart key 300. The smart key 300 is a portable device carried by the user that communicates with the smart ECU 102 to lock and unlock the doors of the vehicle 1. For example, the vehicle 1 (smart ECU 102) sends a polling signal in the LF (Low Frequency) band at predetermined intervals. Upon receiving the polling signal, the smart key 300 sends a response signal in the RF (Radio Frequency) band. Upon receiving the response signal, the smart ECU 102 performs authentication processing. If authentication is successful, the user performs a specified operation (e.g., a touch operation of the touch sensor on the door handle of the vehicle 1). As a result, the smart ECU 102 unlocks the door and outputs an unlock command to the actuator 210. At this time, the unlock command can be sent to the actuator 210 via the charging control ECU 101. Alternatively, the doors can be unlocked and an unlock command sent to the actuator 210 can be sent by operating the unlock switch 301 set in the smart key 300. If the actuator 210 receives the unlock command, it will drive the locking pin 220, keeping the locking pin 220 in the unlocked position.

[0048] If the locking device 200 is in the unlocked state and the charging connector 25 is pulled out from the socket 120, the charging control ECU 101 detects that the connector is in an unengaged state via the PISW signal. If the connector is in an unengaged state, the ECU 101 allows the vehicle 1 to be driven. While the vehicle 1 is in motion, the locking pin 220 may move to the locked position due to vibrations, etc. Even when not in motion, if the locking pin 220 moves to the locked position and becomes locked for some reason while the connector is in an unengaged state, the charging connector 25 cannot be connected to the socket 120. In this case, by operating the smart key 300 and the unlock button 125 to unlock the locking device 200, the charging connector 25 can be connected to the socket 120. However, if the locking device 200 malfunctions while locked, it cannot switch from the locked state to the unlocked state, and the charging connector 25 cannot be connected to the socket 120, thus preventing the vehicle 1 from being charged. For user convenience and repair purposes, it is preferable to diagnose a malfunction in the locking device 200.

[0049] In this embodiment, the locking device 200 is diagnosed to malfunction in the locked state, and the user is notified of the malfunction of the locking device 200. Figure 4This is a flowchart illustrating an example of fault detection processing performed by the charging control ECU 101. This flowchart is repeatedly processed at predetermined intervals when the charging control ECU 101 is started. In step (hereinafter, step "S") 10, it is determined whether the vehicle speed SPD detected by the vehicle speed sensor 12 is above a predetermined value A. The predetermined value A may be a threshold indicating that the vehicle 1 is traveling, for example, 5 km / h. If the vehicle speed SPD is less than the predetermined value A, a negative determination is made, and the current routine procedure ends. If the vehicle speed SPD is above the predetermined value A, a positive determination is made, and the process proceeds to S11.

[0050] In S11, it is determined whether the limit switch 13 is on. If the locking pin 220 is in the locked position and the limit switch 13 is on, a positive determination is made and the process proceeds to S12. If the locking pin 220 is in the unlocked position and the limit switch 13 is off (in the case of not being on), a negative determination is made, and the current routine ends.

[0051] In S12, the charging control ECU 101 outputs an unlocking command to the locking device 200 (actuator 210). Upon receiving the unlocking command, the actuator 210 drives the locking pin 220 to the unlocked position.

[0052] In the next step, S13, it is determined whether the limit switch 13 is open. If the locking pin 220 is in the unlocked position and the limit switch 13 is open, a positive determination is made and the process proceeds to S14. If the locking pin 220 is in the locked position and the limit switch 13 is not open (in the case of being closed), a negative determination is made and the process proceeds to S15.

[0053] In S14, according to the unlocking command in S12, the device switches from the locked state to the unlocked state, thus diagnosing that the locking device 200 is not malfunctioning, and the current routine ends.

[0054] In S15, a malfunction of the locking device 200 is diagnosed, and the display of the malfunction of the locking device 200 is displayed on the display unit of the HMI device 150, and the current routine ends. In S12, although an unlock command is output, since the lock state is not switched to the unlock state, a malfunction of the locking device 200 can be diagnosed.

[0055] According to this embodiment, if the locking device 200 receives a locking command from the charging control ECU 101, it operates in a locked state; if it receives an unlocking command, it operates in an unlocked state. While the vehicle 1 is in motion, if the limit switch 13 detects a locked position (on), the charging control ECU 101 outputs an unlocking command. After outputting this unlocking command, if the limit switch 13 does not detect an unlocked position (off), the charging control ECU 101 diagnoses a malfunction in the locking device 200 and displays and notifies the user of the malfunction in the HMI device 150. It is possible to diagnose a malfunction in the locking device 200 while it is in a locked state and notify the user of the malfunction. Furthermore, even if there are no signs of a malfunction in the locking device 200 when the charging connector 25 is connected to the socket 120, a malfunction in the locking device 200 can still be diagnosed.

[0056] Variations

[0057] Figure 5 This is a flowchart illustrating an example of fault detection processing performed by the charging control ECU 101 in a modified example. This flowchart is processed repeatedly at predetermined intervals when the charging control ECU 101 is started. In the modified example, the processing of S21 to S25 is... Figure 4 The fault detection processes S11 to S15 are the same. In the modified example, only S20 is different. Figure 4 The fault detection and processing S10 is different.

[0058] In S20, the charging control ECU 101 determines whether the connector status is unengaged based on the PISW signal. If the charging connector 25 is pulled out of the socket 120 and the connector status is unengaged, a positive determination is made and the process proceeds to S21. If the connector status is connected or engaged, a negative determination is made, and the current routine ends. The following processing is similar to... Figure 4 The flowchart is the same as the one used, so the explanation is omitted.

[0059] In this modified example, when the charging connector 25 is pulled out of the socket 120 and the connector is in an unengaged state, if the limit switch 13 detects a locked position (on), the charging control ECU 101 outputs an unlock command. After outputting this unlock command, if the limit switch 13 does not detect an unlocked position (off), the charging control ECU 101 diagnoses a fault in the locking device 200 and displays and notifies the HMI device 150 of the fault. It is possible to diagnose a fault in the locking device 200 while it is locked and notify the user of the fault. Furthermore, even when there are no signs of a fault in the locking device 200 when the charging connector 25 is connected to the socket 120, a fault in the locking device 200 can still be diagnosed.

[0060] In the above embodiment, when the charging control ECU 101 detects the connection between the charging connector 25 and the socket 120, it outputs a locking command to the actuator 210, controlling it to be in a locked state. However, the locking device 200 can also be controlled to be in a locked state in conjunction with the smart key 300's door locking operation.

[0061] In the above embodiment, the locking device 200 is locked in a state where the connector cannot be pulled out of the socket 120 by the locking pin 220 abutting against the latch 252. However, the locking mechanism of the locking device can also be any configuration. For example, it can be configured such that the locking pin of the locking device engages with the recess provided on the charging connector to form a locked state. In addition, in the above embodiment, the locking pin 220 is driven by a motor 212 and a gear and rack mechanism, but the actuator 210 can also be any mechanism. For example, it can be configured to use an electromagnetic solenoid to drive the locking pin.

[0062] In the above embodiment, the locked and unlocked states of the locking device 200 are detected by a non-contact limit switch 13. A contact limit switch can also be used to detect the locked and unlocked states. Alternatively, the locked and unlocked states can be detected by a position sensor that detects the position of the locking pin 220, such as a position sensor using a Hall element or a light sensor.

[0063] All points in the embodiments disclosed herein should be considered illustrative and not intended to limit the invention. The scope of the invention is not limited by the above description of the embodiments, but is defined by the technical solutions and is intended to include equivalents and all modifications within that scope.

Claims

1. A vehicle, characterized in that, The vehicle has the following features: The connector allows for connection to a charging connector. A locking device that switches between a locked state where the charging connector cannot be removed from the socket and an unlocked state where the charging connector can be removed from the socket. The detection device detects the locked state and the unlocked state; as well as Control device, If the locking device receives a locking command from the control device, it moves to the locked state; if it receives an unlocking command from the control device, it moves to the unlocked state. The control device is configured as follows: While the vehicle is in motion, when the detection device detects the locked state, it outputs the unlock command. If the detection device does not detect an unlocked state after the unlock command is output, it is diagnosed as a malfunction of the locking device.

2. A vehicle, characterized in that, The vehicle has the following features: The connector allows for connection to a charging connector. A locking device that switches between a locked state where the charging connector cannot be removed from the socket and an unlocked state where the charging connector can be removed from the socket. The detection device detects the locked state and the unlocked state; as well as Control device, If the locking device receives a locking command from the control device, it moves to the locked state; if it receives an unlocking command from the control device, it moves to the unlocked state. The control device is configured as follows: When the charging connector is unplugged from the socket, and the detection device detects the locked state, it outputs the unlock command. If the detection device does not detect an unlocked state after the unlock command is output, it is diagnosed as a malfunction of the locking device.

3. The vehicle according to claim 1 or 2, characterized in that, The locking device includes a locking pin driven by an actuator. The detection device detects the locked state and the unlocked state based on the position of the locking pin.

4. The vehicle according to claim 1 or 2, characterized in that, The control device issues a notification when it diagnoses a malfunction in the locking device.

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