Control device for electric vehicles

Abstract

Control device for an electric vehicle (10; 90; 100) with a storage device (15) which is charged by an external power supply, wherein a power supply connector (47, 64; 96) on the side of the external power supply is connected to a power pickup connector (39, 57; 93) on the side of the vehicle body (30) when charging the storage device (15), wherein the control device has the following: a door locking determination device for determining a locking state of a door (31) present in the vehicle body (30); a connector locking mechanism (70, 73; 94) provided on the side of the vehicle body (30) and which distinguishes between a locked state in which the power supply connector (47, 64; 96) and the current pickup connector (39, 57; 93) is arranged in a locked state, and a released state in which the current supply connector (47, 64; 96) and the current pickup connector (39, 57; 93) are arranged in an unlocked state; and a connector locking control device (24) for switching the connector locking mechanism (70, 73; 94) into the locked state when the door (31) is in a locked state, wherein the connector locking mechanism (70, 73; 94) has a solenoid coil (83), and wherein the connector locking mechanism (70, 73; 94) is switched to the locked state when the solenoid coil (83) is deactivated, and is switched to the unlocked state when the solenoid coil (83) is activated.

Description

[0001] The present invention relates to a control device for an electric vehicle with a storage device that is charged with an external power supply.

[0002] There are electric vehicles that have an electric motor as their sole source of power, as well as hybrid electric vehicles that have both an internal combustion engine and an electric motor as sources of power. These electric vehicles have a built-in energy storage device, such as a lithium-ion battery. Furthermore, an electric vehicle is equipped with a charging port, and when the energy storage device is charged, a charging cable extending from an external power supply is connected to the charging port (see, for example, the unexamined Japanese patent application JP H06-284512A).

[0003] The storage device can also be charged using a method in which a charging cable of a fast charging device located in a power supply station or the like is connected to the charging port, or using a method in which a charging cable extending away from a mains power supply is connected to the charging port.

[0004] However, if a charging cable is simply connected to the charging port, as described in the unexamined Japanese patent application JP H06-284512A, the charging cable can be disconnected, which is undesirable from a safety and security perspective. The charging process for the storage device takes longer than a conventional refueling process, and therefore a situation is conceivable in which an operator moves away from the electric vehicle. There is therefore a need for a design that ensures safety during the charging process even when the operator is away from the electric vehicle.

[0005] JP 2007-236172A describes a vehicle power supply comprising a main battery that provides power to a motor for propelling the vehicle, and a connection that links a charging cable for charging from outside the vehicle to the main battery. The connection includes a locking mechanism that secures a plug provided at the end of the charging cable in the state in which it is connected to the connection. The locking mechanism can be unlocked by a vehicle key.

[0006] JP 2007-62642A describes a power delivery device comprising a motor and a motor-generator as the power source. A battery unit supplies power to the power delivery device and is charged by power applied to a connector from a commercial power source outside the vehicle. When a coil is energized, a locking device is actuated by the magnetic force generated by the coil, locking the connection state of the connector and a plug for charging. The control unit supplies power to the coil when the remaining fuel level and the state of charge of the battery unit are low during the charging process from the commercial power source.

[0007] German patent DE 10 2008 048 310 A1 describes a charging system intended for vehicles that prevents theft of a charging cable, the insertion of a foreign object into a vehicle socket, or tampering when a built-in battery, usable for driving, is being charged from a household power supply. A cable connector of the charging cable is positioned opposite the vehicle socket in a connection unit to prepare for charging. When the vehicle exits a PHV (Passenger Handling Vehicle), a switching command is sent to a PHV ECU (Power Handling Vehicle Control Unit) in response to an input operation performed on a key or a door key sensor. This command switches the door locking device from an unlocked to a locked state. The PHV ECU then allows the door locking device to switch from the unlocked to the locked state.The PHV-ECU allows locking devices to switch from the unlocked state to the locked state in the manner that is coupled with the switching activity of the door locking device.

[0008] One object of the present invention is therefore to maintain safety during the charging process of an electric vehicle even when the operator moves away from the vehicle.

[0009] This problem is solved by a control device for an electric vehicle as specified in independent claim 1 and independent claim 2. Advantageous embodiments of the invention are specified in dependent claims 3 and 4.

[0010] According to one aspect, the present invention provides a control device for an electric vehicle with a storage device which is charged by an external power supply, wherein a power supply connector on the side of the external power supply is connected to a power pickup connector on the side of the vehicle body when charging the storage device.

[0011] The control device comprises the following: a door locking determination device for determining the locked state of a door located in the vehicle body; a connector locking mechanism provided on the side of the vehicle body, which switches between a locked state, in which the power supply connector and the power pickup connector are in a locked position, and a released state, in which the power supply connector and the power pickup connector are in an unlocked position; and a connector locking control device for switching the connector locking mechanism to the locked state when the door is in a locked state.

[0012] In the control device for an electric vehicle according to the present invention, the connector locking control device switches the connector locking mechanism to the released state when the door is in an unlocked state.

[0013] In the control device for an electric vehicle according to the present invention, the connector locking mechanism preferably has a magnetic coil, wherein the connector locking mechanism is switched to the locked state when the magnetic coil is deactivated, and to the unlocked state when the magnetic coil is activated.

[0014] In the control device for an electric vehicle according to the present invention, the current pickup connector and the connector locking mechanism are preferably provided in a charging connection area arranged in the vehicle body.

[0015] In the control device for an electric vehicle according to the present invention, the current pickup connector and the connector locking mechanism are preferably provided at an outer end region of a charging cable that extends away from the vehicle body.

[0016] According to the present invention, the connector locking mechanism is switched to the locked state when the door is locked, so that the power supply connector on the external power supply side and the power pickup connector on the vehicle body side are in a locked state. In this way, the power pickup connector and the power supply connector cannot be disconnected even if an operator moves away from the electric vehicle during the charging process. As a result, the safety of the electric vehicle during charging is improved.

[0017] The invention and further developments of the invention are explained in more detail below with reference to the drawings of several exemplary embodiments. The drawings show: Fig. 1. A schematic representation to explain the design of an electric vehicle; Fig. 2A and Fig. 2B Illustrations of the electric vehicle being charged using an external power supply; Fig. 3A and Fig. 3B Schematic sectional views to illustrate the construction of a charging connection area; Fig. 4 a flowchart to illustrate an example of a process that is performed during connector interlock control; Fig. 5 a sectional view to illustrate the state of the charging connection area when the vehicle is parked; Fig. 6. A flowchart to illustrate another example of the process that is performed during connector interlock control; Fig. 7 a schematic representation to illustrate the design of an electric vehicle in which a control device for an electric vehicle according to a further embodiment of the present invention is used; Fig. 8 a schematic representation to illustrate the design of an electric vehicle in which a control device for an electric vehicle according to yet another embodiment of the present invention is used; and Fig. 9 A flowchart to illustrate yet another example of the process that is performed during connector locking control.

[0018] Exemplary embodiments of the present invention are described in detail below with reference to the drawings. Fig. Figure 1 shows a schematic representation to illustrate the design of an electric vehicle 10, which is equipped with a control device for an electric vehicle according to an embodiment of the present invention. As in Fig. As shown in Figure 1, a motor / generator 11 is installed in the front section of a vehicle body as a power source. A front wheel drive shaft 13 is connected to the motor / generator 11 via a transmission cable 12, and front wheels 14, serving as drive wheels, are connected to the front wheel drive shaft 13.

[0019] Furthermore, a high-voltage battery 15 (e.g., a 400-volt lithium-ion battery) is installed in the electric vehicle 10 as a storage device for electrical energy, which is to be supplied to the motor / generator 11. When a brake is applied in the electric vehicle 10, the motor / generator 11 is driven to generate electrical energy, and this energy is collected or stored in the high-voltage battery 15.

[0020] A battery control unit (BCU) 20 is connected to the high-voltage battery 15 to control the charging / discharging of the high-voltage battery 15. The battery control unit 20 not only controls the voltage and current of the high-voltage battery 15, but it also calculates a state of charge (SOC) of the high-voltage battery 15 based on the voltage, current, temperature, etc. Furthermore, an inverter 21 is connected to the motor / generator 11 to control the torque and speed of the motor / generator 11.

[0021] Inverter 21 is connected to the high-voltage battery 15 via power cables 22 and 23. Inverter 21 converts the direct current from the high-voltage battery 15 into alternating current and supplies the alternating current to the motor / generator 11. By controlling the current and frequency of the alternating current using inverter 12, the torque and speed of the motor / generator 11 can be controlled.

[0022] The electric vehicle 10 is further equipped with a vehicle control unit 24, which performs overall control of the vehicle, and the vehicle control unit 24 sends control signals to the battery control unit 20, the inverter 21, etc. Furthermore, the vehicle control unit 24, the battery control unit 20, the inverter 21, etc., are connected to a communication network 25 so that the vehicle control unit 24, the battery control unit 20, the inverter 21, etc., can share control information. It should also be noted that a main relay 26 is provided in the power cables 22, 23, and the main relay 26 is controlled by the vehicle control unit 24.

[0023] Furthermore, a multitude of doors 31 are provided in a vehicle body of the electric vehicle 10, which can be opened and closed freely, and a door locking mechanism 32, formed by a locking bar or the like, is provided in each door 31. The door locking mechanism 32 is connected to the vehicle control unit 24 and is switched between a locked state and an unlocked state based on a control signal from the vehicle control unit 24.

[0024] Furthermore, a door locking switch 33, which is manually operated by an operator, and a remote control receiver 35 for receiving a transmission signal from a remote control access device 34 are connected to the vehicle control unit 24. When the operator performs a locking operation using the door locking switch 33 or the remote control access device 34, a locking signal is sent from the vehicle control unit 24 to the door locking mechanism 32, thereby bringing the door locking mechanism 32 into the locked state, so that the door 31 is locked.

[0025] If, on the other hand, the operator performs an unlocking operation using the door locking switch 33 or the remote control access device 34, an unlocking signal is sent from the vehicle control unit 24 to the door locking mechanism 32, thereby bringing the door locking mechanism 32 into the unlocked state, so that the door 31 is unlocked.

[0026] It should be noted that the locking state of door 31 is set using the remote control access device 34, which serves as a contactless key device. However, the locking state of door 31 can also be set by inserting a mechanical key into a keyhole.

[0027] The Fig. 2A and Fig. Figure 2B shows illustrations to explain the process in which the electric vehicle 10 is charged using an external power supply. Fig. Figure 2A illustrates a fast charging mode using a fast charging device (external power supply) 36, and Fig. 2B illustrates a mains power charging mode using a mains power supply (external power supply) 37.

[0028] As in the Fig. 1 and Fig. As shown in Figure 2A, a charging connection area 38 is provided in an area on the side of the vehicle body, so that the fast charging mode can be carried out using the fast charging device 36, which is located in a power supply station or the like; a fast charging current pickup connector 39 is located in the charging connection area 38.

[0029] The power pickup connector 39 has a pair of connection terminals 40, 41, wherein one connection terminal 40 is connected to the power cable 22 via a power cable 42 and the other connection terminal 41 is connected to the power cable 23 via a power cable 43. In other words, the connection terminals 40, 41 of the power pickup connector 39 are connected to a positive electrode and a negative electrode of the high-voltage battery 15.

[0030] Furthermore, a power supply connector 47 is provided on a charging cable 46 extending from the fast-charging device 36, and a pair of connection terminals 48, 49, corresponding to the connection terminals 40, 41 of the current-receiving connector 39, are provided in the power supply connector 47. When the high-voltage battery 15 undergoes a fast-charging process, the power supply connector 47 is connected to the current-receiving connector 39, and subsequently a charging current is supplied to the high-voltage battery 15 from the fast-charging device 36.

[0031] Furthermore, the fast charging device 36 is connected to the connection network 25 via the current input connector 39 and control connections 50, 51 of the current input connector 47, and thus the fast charging device 36 performs charging control depending on a control signal from the vehicle control unit 24. It should be noted that a boost converter 52 for converting alternating current with a low voltage (e.g., 200 V) into direct current with a high voltage (e.g., 400 V) is integrated into the fast charging device 36.

[0032] As in the Fig. 1 and Fig. As shown in Figure 2B, an on-board charging device 53 for converting an alternating current from the mains power supply 37 into a direct current with high voltage (e.g. 400 V), corresponding to the high-voltage battery 15, is installed in the electric vehicle 10, so that the mains charging mode can be carried out using the mains power supply 37 (e.g. 200 V).

[0033] The on-board charging device 53 includes a pair of power cables 54, 55, wherein one power cable 54 is connected to the power cable 22 and the other power cable 55 is connected to the power cable 23. Furthermore, a mains charging current input connector 57 is arranged in a charging connection area 56, which is provided in the front area of ​​the vehicle body, to connect the mains power supply 37 to the on-board charging device 53.

[0034] The power pickup connector 57 has a pair of connection terminals 58, 59, wherein one connection terminal 58 is connected to the on-board charging device 53 via a power cable 60 and the other connection terminal 59 is connected to the on-board charging device 53 via a power cable 61. In other words, the connection terminals 58, 59 of the power pickup connector 57 are connected via the on-board charging device 53 to the positive and negative electrodes of the high-voltage battery 15.

[0035] Furthermore, a power supply connector 64 is provided on a charging cable 63, which is connected to an outlet 62 of the mains power supply 37, and a pair of connection terminals 65, 66, corresponding to the connection terminals 58, 59 of the current pickup connector 57, are provided in the power supply connector 64. When the high-voltage battery 15 is charged by means of the mains power supply 37, the power supply connector 64 is connected to the current pickup connector 57.

[0036] As a result, the alternating current from the mains power supply 37 is supplied to the on-board charging device 53, converted into a charging current by the on-board charging device 53, and then supplied to the high-voltage battery 15. It should be noted that the on-board charging device 53 is connected to the communication network 25, so that the on-board charging device 53 performs the charging control depending on a control signal from the vehicle control unit 24.

[0037] When the high-voltage battery 15 is charged in this manner using an external power supply, the power supply connector 47, 64 on the external power supply side is connected to the current receiving connector 39, 57 on the vehicle body 30 side. However, to ensure safety during the charging process, the connection between the current receiving connector 39, 57 and the power supply connector 47, 64 must be reliably maintained.

[0038] For this reason, the control device for an electric vehicle according to the present invention switches the current pickup connector 39, 57 and the current supply connector 47, 64 into a locked state under a predetermined condition in order to ensure that the current supply connector 47, 64 is not disconnected from the current pickup connector 39, 57.

[0039] A design for switching the current pickup connector 39, 57 and the current supply connector 47, 64 into the locked state, as well as a control process that is carried out when switching the current pickup connector 39, 57 and the current supply connector 47, 64 into the locked state, are described below.

[0040] As in Fig. As shown in Figure 1, a connector locking mechanism 70 is provided in the fast-charging connection area 38 together with the power input connector 39, and a concave insertion opening 71 is formed in the power supply connector 47, which is connected to the charging connection area 38. By inserting a locking pin 72 of the connector locking mechanism 70 into the insertion opening 71 of the power supply connector 47 after connecting the power supply connector 47 to the power input connector 39, the power input connector 39 and the power supply connector 47 are switched into the locked state.

[0041] Similarly, a connector locking mechanism 73 is provided in the mains power charging connection area 56 together with the power pickup connector 57, and a concave insertion opening 74 is formed in the power supply connector 64, which is connected to the charging connection area 56.

[0042] By inserting a locking pin 75 of the connector locking mechanism 73 into the insertion opening 74 of the power supply connector 64 after connecting the power supply connector 64 to the power pickup connector 57, the power pickup connector 57 and the power supply connector 64 are switched into the locked state.

[0043] The Fig. 3A and Fig. Figure 3B shows schematic sectional views to illustrate the construction of the charging connection area 38. The drawings depict the fast-charging charging connection area 38; however, the mains current charging connection area 56 is identically designed. As shown in the Fig. 3A and Fig. As shown in Figure 3B, the connector locking mechanism 70 is provided adjacent to the power pickup connector 39.

[0044] The connector locking mechanism 70 includes the locking pin 72, which is freely movable between a protruding position and a retracted position, a spring element 80 for biasing the locking pin 72 towards the protruding position, and a solenoid section for attracting the locking pin 72 towards the retracted position. Furthermore, the solenoid section of the connector locking mechanism 70 is formed by an iron core 82 and a magnetic coil 83 wound around the iron core 82.

[0045] When the magnetic coil 83 is activated, the iron core 82 opposite the locking pin 72 is magnetized, and as a result, the locking pin 72 is attracted towards the iron core 82 by compression of the spring element 80. Conversely, when the magnetic coil 83 is deactivated, the magnetization of the iron core 82 opposite the locking pin 72 is removed, and thus the locking pin 72 is pushed outwards by the spring force of the spring element 80.

[0046] In particular, in the Fig. As shown in Figure 3A, when the solenoid coil 83 is switched to an activated state, the connector locking mechanism 70 is switched to a released state, in which the locking pin 72 is moved to the retracted position. By switching the connector locking mechanism 70 to the released state in this way, the current-drawing connector 39 and the current-supply connector 47 are moved into the unlocked state, so that the current-supply connector 47 can be freely attached to and disconnected from the current-drawing connector 39.

[0047] If, on the other hand, the magnetic coil 83 is put into a deactivated state, as is the case in Fig. As shown in Figure 3B, the connector locking mechanism 70 is switched to a locked state by moving the locking pin 72 into the protruding position. Switching the connector locking mechanism 70 to the locked state in this manner places the current-taking connector 39 and the current-supply connector 47 in a locked state, preventing the current-supply connector 47 from being disconnected from the current-taking connector 39.

[0048] It should be noted that the vehicle control unit 24 is connected to the magnetic coil 83 of the connector locking mechanism 70 and that the connector locking mechanism 70 is switched between the locked position and the unlocked position by means of the vehicle control unit 24.

[0049] Next, the connector locking control for switching the connector locking mechanism 70, 73 between the locked and unlocked states is described. It should be noted that the connector locking control is performed by the vehicle control unit 24, which functions as a connector locking control device. In this context, [the following is shown] Fig. 4 A flowchart to illustrate an example of a process that is performed during connector interlock control.

[0050] As in Fig. As shown in Figure 4, the vehicle control unit 24, which functions as a door locking determiner, determines in step S10, based on the actuation state of the door locking mechanism 32, whether the door 31 is unlocked or not. If step S10 determines that the door 31 is in the unlocked state, the routine proceeds to step S20, in which the vehicle control unit 24 switches the connector locking mechanism 70, 73 to the released state.

[0051] Next, in step S30, it is determined whether door 31 is in the locked state or not. If step S30 determines that door 31 is in the locked state, the routine proceeds to step S40, in which the connector locking mechanism 70, 73 is switched to the locked state. If step S10 determines that door 31 is in the locked state, the routine proceeds to step S40, in which the connector locking mechanism 70, 73 is switched to the locked state.

[0052] When door 31 is locked, a situation can be imagined in which the operator (the driver) moves away from the electric vehicle 10, and therefore the connector locking mechanism 70, 73 is switched to the locked position, so that the current pickup connector 39 and the current supply connector 47 or the current pickup connector 57 and the current supply connector 64 are switched to the locked position. Therefore, situations in which the current supply connector 47, 64 falls out of the charging connection area 38, 56, or is disconnected by a third party, can be prevented during the charging process, and consequently, the safety of the electric vehicle 10 can be ensured during the charging process.

[0053] Furthermore, if the door 31 is unlocked, a situation can be imagined in which the operator is close to the electric vehicle 10, and for this reason the connector locking mechanism 70, 73 is switched to the released state, so that the current pickup connector 39 and the current supply connector 47 or the current pickup connector 57 and the current supply connector 64 are switched to the unlocked state.

[0054] Thus, the power supply connector 47, 64 can be attached to or detached from the charging connection area 38, 56 without the operator being forced to perform a cumbersome operation at the start of the charging process or after completion of the charging process.

[0055] Furthermore, the connector locking mechanism 70, 73 is switched to the unlocked state when the solenoid coil 83 is activated, and to the locked state when the solenoid coil 83 is deactivated. By switching the connector locking mechanism 70, 73 to the locked state when the solenoid coil 83 is deactivated in this way, the need for continuous activation of the solenoid coil 83 during the charging process is eliminated, thus avoiding unnecessary energy consumption and improving the service life of the connector locking mechanism 70, 73.

[0056] Furthermore, since the connector locking mechanism 70, 73 is switched to the locked state when the solenoid coil 83 is deactivated, vandalism by a third party can be prevented when the vehicle is parked. Fig. Figure 5 shows a cross-sectional view of the charging port area 38 in a state in which the vehicle is parked.

[0057] As in Fig. As shown in Figure 5, when the control system is switched off or interrupted, e.g. in a parked vehicle, the connector locking mechanism 70 is switched to the locked state when the solenoid 83 is deactivated, and therefore vandalism by a third party, such as inserting the power supply connector 47 into the power pickup connector 39, can be prevented.

[0058] It should be noted that Fig. 5 shows the fast charging charging connection area 38, but also with regard to the mains power charging connection area 56 the connector locking mechanism 73 is switched to the locked state when the power supply to the control system is interrupted, so that vandalism, such as the insertion of the power supply connector 64, can be prevented in a similar way.

[0059] Furthermore, in the flowchart described above, the operating state of the connector locking mechanism 70, 73 is controlled on the basis of the locking or unlocking of the door 31, but the present invention is not limited to this and the operating state of the connector locking mechanism 70, 73 can also be controlled on the basis of an additional state that is related to the vehicle speed or the like.

[0060] Fig. Figure 6 shows a flowchart to illustrate another example of the process performed during connector interlock control. It should be noted that the flowchart of the Fig. 6 those steps that are related to the in Fig. The 4 illustrated steps are identical, also have the same reference symbols, and a description of these is omitted.

[0061] As in Fig. As shown in Figure 6, if step S10 determines that door 31 is in the unlocked state, the routine proceeds to step S11, in which the vehicle control unit 24, based on a detection signal from a vehicle speed sensor (not shown in the drawings), determines whether the vehicle is in a stopped state or not (vehicle speed ≈ 0). If step S11 determines that the vehicle is in a stopped state, the routine proceeds to step S20, in which the connector locking mechanism 70, 73 is switched to the released state. If step S11 determines that the vehicle is in a driving state, the routine proceeds to step S40, in which the connector locking mechanism 70, 73 is switched to the locked state.

[0062] When door 31 is locked and the vehicle is stationary, the solenoid 83 of the connector locking mechanism 70, 73 is activated, thus switching the connector locking mechanism 70, 73 to the unlocked state. Therefore, the connector locking mechanism 70, 73 is not switched to the unlocked state when door 31 is unlocked while the vehicle is in motion, so the solenoid 83 is never activated while the vehicle is moving. As a result, unnecessary energy consumption can be avoided, and the service life of the connector locking mechanism 70, 73 can be improved.

[0063] Furthermore, the above description in the Fig. As shown in Figure 1, the current pickup connector 39, 57 is arranged in the charging connection area 38, 56 provided in the vehicle body 30, so that the current supply connector 47, 64 of the charging cable 46, 63, which extends from the fast charging device 36 or another external power supply, is connected to the current pickup connector 39, 57. However, the present invention is not limited to this embodiment, and the current pickup connector 39, 57 provided on the side of the vehicle body can also be provided in another location.

[0064] Fig. Figure 7 shows a schematic representation illustrating the design of an electric vehicle 90 in which a control device for an electric vehicle according to a further embodiment of the present invention is used. It should be noted that in the electric vehicle 90 the Fig. 7 elements that are included in Fig. The elements shown in section 1 are identical and are designated with the same reference symbols, without any further description of these.

[0065] As in Fig. As shown in Figure 7, a pair of charging cables 91, 92 are connected to the on-board charging device 53, which is installed in the electric vehicle 90, and a current pickup connector 93 is provided at an outer end region of the charging cables 91, 92. Furthermore, a connector locking mechanism 94 is provided at the free end region of the charging cables 91, 92, and the vehicle control unit 24 is connected to the connector locking mechanism 94.

[0066] Thus, this is in Fig. The electric vehicle 90 shown in Figure 7 is designed such that the current-collecting connector 93 and the connector locking mechanism 94 are provided at the free end of the charging cables 91, 92 extending from the vehicle body 30. It should be noted that the charging cables 91, 92 extending from the vehicle body 31 are housed in a storage compartment or the like (not shown in the drawing) and can be retrieved from the storage compartment as needed.

[0067] The connector locking mechanism 94 has a similar design to the connector locking mechanism 70, 73 described above, and thus a locking pin 95 can be moved between a protruding position and a retracted position. Furthermore, a concave insertion opening 97 corresponding to the locking pin 95 of the connector locking mechanism 94 is formed in a power supply connector 96 on the side of the external power supply, to which the power pickup connector 93 provided by the vehicle body 30 is connected.

[0068] By inserting the locking pin 95 of the connector locking mechanism 94 into the insertion opening 97 of the power supply connector 96 after connecting the power pickup connector 93 to the power supply connector 96, the power pickup connector 93 and the power supply connector 96 can be switched to the locked state. Furthermore, the vehicle control unit 24 switches the connector locking mechanism 94 between the locked and unlocked states based on the locking or unlocking of the door 31, so that effects similar to those described above can be achieved.

[0069] In the above description, the door 31 is opened by actuating the door locking switch 33 or the remote control access device 34 in accordance with Fig. 1 and Fig. 7 locks and unlocks, however, the present invention is not limited thereto, and the door 31 can also be locked and unlocked using another method. For example, the present invention can be effectively applied in a case where the door 31 is locked and unlocked using a so-called keyless entry system, a system which has seen increasing use in recent years.

[0070] In a keyless entry system, radio wave communication takes place between an access device 98 and a vehicle when an operator carrying the access device 98 approaches the vehicle. This communication verifies an identification code number, allowing the door 31 to be locked and unlocked without the use of a key.

[0071] Fig. Figure 8 shows a schematic representation to illustrate the design of an electric vehicle 100 in which a control device for an electric vehicle according to a further embodiment of the present invention is used. It should be noted that in the Fig. The 8 electric vehicles shown contain 100 elements that make up the... Fig. The elements shown in 1 correspond to those designated with the same reference symbols, without any description of these.

[0072] As in Fig. As shown in Figure 8, the electric vehicle 100 is equipped with a remote control receiver 99 as a receiving unit for receiving an access signal transmitted by the access device 98. The remote control receiver 99 is configured to receive signals within a predetermined range, and noise shielding (not shown in the drawing) is attached to the remote control receiver 99. The access device 98 is configured to transmit a radio wave (the access signal) carrying an identification code signal at predetermined time intervals (for example, 0.1 s).

[0073] When an operator carrying the access device 98 approaches the electric vehicle 100 and the remote control receiver 99 has completed the verification of the identification code after receiving the access signal from the access device 98, the door 31 is switched to the unlocked state.

[0074] If, on the other hand, the operator carrying the access device 98 moves away from the electric vehicle 100, so that the remote control receiver 99 is no longer able to receive the access signal from the access device 98, the door 91 is switched to the locked state.

[0075] Next, a process is described as it takes place in the connector locking control in the electric vehicle 100, which has the keyless access system. Fig. Figure 9 shows a flowchart to illustrate another example of the process performed during connector locking control.

[0076] As in Fig. As shown in Figure 9, step S101 determines whether the remote control receiver 99 has received the access signal or not. In other words, it determines whether the operator carrying the access device 98 has approached the electric vehicle 100 or not. If step S101 determines that the access signal has been received, the routine proceeds to step S102, which determines whether the door 31 has been locked by means of the access device 98 or not, or in other words, whether a flag L = 0 or not.

[0077] In step S102, it is determined whether the flag L is set to “0” or “1”, where L = 0 indicates a state in which the door 31 has been locked by the access device 98, and L = 1 indicates a state in which the door 31 has been locked directly by the door locking switch 33 or the like.

[0078] If, in step S102, it is determined that the door 31 has been locked by the access device 98, the routine proceeds to step S103, in which the door is switched to the unlocked state and the connector locking mechanism 70, 73 is switched to the released state. In other words, when the operator approaches the electric vehicle 100 and the door 31 is locked, the door 31 is unlocked and the connector locking mechanism 70, 73 is released.

[0079] Next, in step S104, it is determined whether the door 31 has been directly locked by the operator or not. As described above, direct locking means locking the door 31, for example, by means of the door locking switch 33 or the remote control access device 38, but does not include locking the door 31 by means of the access device 98.

[0080] If step S104 detects that the door has been directly locked, the routine proceeds to step S105, in which the flag is set to L = 1 to prevent the door 31 from being unlocked by means of the access device 98.

[0081] If, on the other hand, step S104 determines that the door has not been locked directly, the routine continues with step S106, in which it is determined whether the access signal has been received or not.

[0082] If, in step S106, it is determined that the access signal has not been received, the routine proceeds to step S107, in which door 31 is switched to the locked state and the connector locking mechanism 70, 73 is switched to the blocked state. In a subsequent step S108, the flag is set to L = 0, and the routine then terminates. In other words, if the operator moves away from the electric vehicle 100 with door 31 unlocked, door 31 will lock and the connector locking mechanism 70, 73 will be blocked.

[0083] When door 31 is automatically locked and unlocked using the access device 98, the connector locking mechanism, in conjunction with the access signal reception condition, switches between the unlocked and locked states. When the operator carrying the access device 98 moves away from the electric vehicle 100, door 31 automatically locks, and the connector locking mechanism 70, 73 switches to the locked state. Consequently, the same effects as described above can be achieved.

[0084] It should be noted that in the keyless access system described above, door 31 is automatically unlocked when the operator carrying the access device 98 approaches the vehicle, and door 31 is automatically locked when the operator moves away from the vehicle.

[0085] However, a keyless access system is not limited to this type of system, but it can also be a system in which the door 31 is locked and unlocked, for example, without a key device by actuating a request switch provided on the door 31, as well as in the case in which the operator carrying the access device 98 approaches and moves away from the vehicle.

[0086] The present invention is not limited to the embodiments described above, and various modifications to these can be made within the scope of the invention. For example, the embodiments described above include: Fig. 1, Fig. 7 and Fig.The electric vehicles 10, 90, 100 shown in Figure 8 use only the motor / generator 11 as an energy source, but the present invention is not limited to this and can also be applied to a hybrid electric vehicle which, in addition to the motor / generator 11, has an internal combustion engine as an energy source.

[0087] Furthermore, in the foregoing description, the connector locking mechanism 70, 73, 94 is designed such that the locking pin 72, 75, 95 is inserted into the insertion opening 71, 74, 97 provided by the power supply connector 47, 64, 96; however, the present invention is not limited to this, and a connector locking mechanism can also be used which switches the power pickup connector 39, 57, 93 and the power supply connector 47, 64, 96 into the locked state by means of a different construction.

[0088] It should be noted that in the embodiments described above, a lithium-ion battery is provided as the storage device, but another type of battery or a capacitor can also be provided as the storage device. Reference symbol list 10 electric vehicles 11 Motor / Generator 12 Gearbox train 13 Front wheel drive shaft 14 front wheels 15 high-voltage batteries 20 Battery control unit 21 Inverter 22, 23 Power cables 24 Vehicle control unit 25 Communication network 26 main relays 30 Vehicle body 31 doors 32 Door locking mechanism 33 Door locking switches 34 Remote control access device 35 remote control receivers 36 Fast charging device 37 Mains power supply 38 Fast charging charging port area 39 Fast charging current pickup connectors 40, 41 connection points 42, 43 Power cables 46 charging cables 47 power supply connectors 48, 49 connection points 50, 51 control connections 52 Upward Converters 53 on-board charging equipment 54, 55 Power cable 56 Mains power charging connection area 57 Mains charging current input connectors 58, 59 connection points 60, 61 Power cables 62 Mains power outlet 63 charging cables 64 power supply connectors 65, 66 connection points 70, 73 Connector locking mechanism 71, 74 Introduction opening 72, 75 Locking pin 80 spring element 81 Solenoid area 82 iron core 83 Magnetic coil 90 electric vehicles 91, 92 Charging cable 93 power pickup connectors 94 Connector locking mechanism 95 Locking pin 96 power supply connectors 97 Introduction opening 98 Access facility 99 remote control receivers 100 electric vehicles

Claims

[1] Control device for an electric vehicle (10; 90; 100) with a storage device (15) which is charged by an external power supply, wherein a power supply connector (47, 64; 96) on the side of the external power supply is connected to a power pickup connector (39, 57; 93) on the side of the vehicle body (30) when charging the storage device (15), wherein the control device comprises: a door locking determination device for determining a locking state of a door (31) present in the vehicle body (30); a connector locking mechanism (70, 73; 94) provided on the side of the vehicle body (30) and which distinguishes between a locked state in which the power supply connector (47, 64; 96) and the current pickup connector (39, 57; 93) is arranged in a locked state, and a released state in which the current supply connector (47, 64; 96) and the current pickup connector (39, 57; 93) are arranged in an unlocked state; and a connector locking control device (24) for switching the connector locking mechanism (70, 73; 94) into the locked state when the door (31) is in a locked state, wherein the connector locking mechanism (70, 73; 94) has a solenoid coil (83), and wherein the connector locking mechanism (70, 73; 94) is switched to the locked state when the solenoid coil (83) is deactivated, and is switched to the unlocked state when the solenoid coil (83) is activated. [2] Control device for an electric vehicle (10; 90; 100) with a storage device (15) which is charged by an external power supply, wherein a power supply connector (47, 64; 96) on the side of the external power supply is connected to a power pickup connector (39, 57; 93) on the side of the vehicle body (30) when charging the storage device (15), wherein the control device comprises: a door locking determination device for determining a locking state of a door (31) present in the vehicle body (30); a connector locking mechanism (70, 73; 94) provided on the side of the vehicle body (30) and which distinguishes between a locked state in which the power supply connector (47, 64; 96) and the current pickup connector (39, 57; 93) is arranged in a locked state, and a released state in which the current supply connector (47, 64; 96) and the current pickup connector (39, 57; 93) are arranged in an unlocked state; and a connector locking control device (24) for switching the connector locking mechanism (70, 73; 94) into the locked state when the door (31) is in a locked state, wherein the power pickup connector (93) and the connector locking mechanism (94) are provided at an outer end region of a charging cable (91, 92) extending away from the vehicle body (30). [3] Control device according to claim 1 or 2, characterized by , that the connector locking control device (24) switches the connector locking mechanism (70, 73; 94) to the released state when the door (31) is in an unlocked state. [4] Control device according to one of claims 1 or 3, characterized by , that the current pickup connector (39, 57) and the connector locking mechanism (70, 73) are provided in a charging connection area (38, 56) arranged in the vehicle body (30).

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