Charging port lock with manual release

Abstract

Electrified vehicle (12) comprising the following: a charging port (76) which includes a locking mechanism (84); an electrical wiring harness (78) that is connected to the charging port (76); a battery assembly (24) which is electrically coupled to the charging port (76) via the electrical wiring harness (78); and a manual release cable (92) which is connected to the locking mechanism (84) and is routed at least partially within the electrical wiring harness (78).

Description

GENERAL STATE OF THE ART

[0001] This disclosure relates to a charging port for an electrified vehicle. In particular, this disclosure relates to a manual release for a charging port lock.

[0002] The need to reduce fuel consumption and emissions from motor vehicles is well known. Therefore, vehicles are being developed that reduce or completely eliminate reliance on internal combustion engines. Electrified vehicles are one type of vehicle being developed for this purpose. Generally, electrified vehicles differ from conventional motor vehicles in that they are selectively powered by battery-powered electric motors. Conventional motor vehicles, in contrast, rely entirely on an internal combustion engine to propel the vehicle.

[0003] Document US 8 075 329 B1 describes an electrified vehicle comprising a charging port which includes a locking mechanism, and furthermore an electrical wiring harness coupled to the charging port, a battery assembly which is electrically coupled to the charging port by the electrical wiring harness, and a manual release cable which is connected to the locking mechanism.

[0004] Document US 2012 / 0088382A1 describes an electrified vehicle comprising a charging port that includes a locking mechanism, an electrical wiring harness coupled to the charging port, a battery assembly electrically coupled to the charging port by the electrical wiring harness, and a manual release cable connected to the locking mechanism.

[0005] Charging the battery assembly of an electrified vehicle, such as a plug-in hybrid electric vehicle (PHEV) or a battery electric vehicle (BEV), may involve electrically connecting the vehicle to an external power source. Electrified vehicles typically include a charging port configured to accept a connector that is electrically coupled to the external power source. Some well-known charging ports include a locking mechanism configured to secure the connector to the port, preventing theft of the connector and accidental disconnection of the charging circuits while the vehicle is charging. The challenge is to provide an easy-to-use charging port. SUMMARY

[0006] The problem is solved by an electrified vehicle according to claim 1 and a method according to claim 10.

[0007] An electrified vehicle according to the present disclosure includes, among other things, a charging port, including a locking mechanism, an electrical wiring harness electrically coupled to the charging port, a battery assembly electrically coupled to the charging port via the electrical wiring harness, and a manual release cable coupled to the locking mechanism and routed at least partially within the electrical wiring harness.

[0008] In a further non-restrictive embodiment of the aforementioned electrified vehicle, the locking mechanism includes an actuating element and a manual release, and the manual release cable is connected to the manual release.

[0009] In a further non-restrictive embodiment of any of the foregoing electrified vehicles, the actuating element is configured to move a pin between a locking position and a release position when the locking mechanism is in a normal operating state, and the manual release is configured to move the pin to the release position when the locking mechanism is in a stuck state.

[0010] In a further non-restrictive embodiment of any of the foregoing electrified vehicles, the manual release cable includes a first end connected to the locking mechanism and a second end connected to the handle.

[0011] In a further non-restrictive embodiment of any of the aforementioned electrified vehicles, a handle is provided under a hood of the electrified vehicle.

[0012] In a further non-restrictive embodiment of any of the foregoing electrified vehicles, the manual release cable includes an identified marker adjacent to the handle.

[0013] In another non-restrictive embodiment of any of the aforementioned electrified vehicles, the handle includes a loop.

[0014] In a further non-restrictive embodiment of any of the foregoing electrified vehicles, the manual release cable includes a cable with a housing and the cable is movable relative to the housing to transmit mechanical force.

[0015] In a further non-restrictive embodiment of any of the aforementioned electrified vehicles, the electrical wiring harness includes at least one electrical wire within a housing and the manual release cable is provided at least partially within the housing of the electrical wiring harness.

[0016] In a further non-restrictive embodiment of any of the foregoing electrified vehicles, the housing of the electrical wiring harness includes a first port adjacent to the charging port and a second port adjacent to the battery assembly, wherein a first end of the manual release cable protrudes from the first port and a second end of the manual release cable protrudes from the second port.

[0017] In a further non-restrictive embodiment of any of the aforementioned electrified vehicles, the electrified vehicle further includes a charger that is electrically coupled to the battery assembly. The electrical wiring harness electrically couples the charging port to the charger.

[0018] In a further non-restrictive embodiment of one of the preceding electrified vehicles, the electrified vehicle is a combination of a battery electric vehicle (BEV) and a plug-in hybrid vehicle (PHEV).

[0019] A method according to an exemplary aspect of the present disclosure includes, among other things, releasing a locking mechanism of a charging port of an electrified vehicle by pulling a manual release cable. The manual release cable is at least partially routed within an electrical wiring harness that is electrically coupled to the charging port.

[0020] In a further non-restrictive embodiment of the foregoing method, the manual release cable includes a first end connected to the locking mechanism and a second end connected to a handle, and the step of releasing the locking mechanism includes pulling the handle.

[0021] In a further non-restrictive embodiment of any of the foregoing methods, the handle is provided under a hood of the electrified vehicle.

[0022] In a further non-restrictive embodiment of any of the foregoing methods, the electrical wiring harness includes at least one electrical wire within a housing and the manual release cable is at least partially contained within the housing of the electrical wiring harness.

[0023] In a further non-limiting embodiment of any of the foregoing methods, the locking mechanism includes an actuating element configured to move a pin between a locking position and a release position when the locking mechanism is in a normal operating state, and the step of releasing the locking mechanism includes moving the pin to the release position when the locking mechanism is in a stuck state. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 schematically illustrates a powertrain of an electrified vehicle. Fig. Figure 2 illustrates an exemplary electrified vehicle whose powertrain consists of Fig. 1 integrates, and furthermore a manual release for a charging port lock. Fig. Figure 3 illustrates the detail of an example charging port for the vehicle from Fig. 2. Fig. Figure 4 illustrates an electrical wiring harness and a manual release cable. Fig. Figure 5 is a cross-sectional view along line 5-5 in Fig. 4. DETAILED DESCRIPTION

[0024] This disclosure relates to a manual release for a charging port of an electrified vehicle and also relates to a method for using the same. In this disclosure, the electrified vehicle includes a charging port that has a locking mechanism. The electrified vehicle further includes a manual release connected to the locking mechanism and routed along an electrical wiring harness. The electrical wiring harness electrically couples the charging port to the battery assembly. Routing the manual release cable along the electrical wiring harness increases the ease of assembly and provides a convenient, easily accessible handle for the manual release cable.

[0025] Fig. Figure 1 schematically illustrates a powertrain 10 for an electrified vehicle 12. Although a hybrid electric vehicle (HEV) is depicted, it is understood that the concepts described here are not limited to HEVs and could extend to other electrified vehicles, including, but not limited to, plug-in hybrid electric vehicles (PHEVs) and battery electric vehicles (BEVs).

[0026] In one embodiment, the powertrain 10 is a power-split powertrain system employing a first drive system and a second drive system. The first drive system comprises a combination of a motor 14 and a generator 18 (i.e., a first electric machine). The second drive system comprises at least one electric motor 22 (i.e., a second electric machine), the generator 18, and a battery assembly 24. In this example, the second drive system is considered the electric drive system of the powertrain 10. The first and second drive systems generate torque to drive one or more sets of vehicle drive wheels 28 of the electrified vehicle 12.Although a power-splitting configuration is shown, the present disclosure extends to any hybrid or electric vehicle, including full hybrid, parallel hybrid, series hybrid, mild hybrid or micro hybrid vehicles.

[0027] The motor 14, which in one embodiment is an internal combustion engine, and the generator 18 can be connected to each other by a power transmission unit 30, such as a planetary gear set. Of course, other types of power transmission units, including other gear sets and transmissions, can be used to connect the motor 14 to the generator 18. In a non-limiting embodiment, the power transmission unit 30 is a planetary gear set comprising a ring gear 32, a sun gear 34, and a carrier assembly 36.

[0028] The generator 18 can be driven by the motor 14 via the power transmission unit 30 to convert kinetic energy into electrical energy. Alternatively, the generator 18 can function as an electric motor to convert electrical energy into kinetic energy, thereby outputting torque to a shaft 38 connected to the power transmission unit 30. Since the generator 18 is operatively connected to the motor 14, the speed of the motor 14 can be controlled by the generator 18.

[0029] The ring gear 32 of the power transmission unit 30 can be connected to a shaft 40, which is connected via a second power transmission unit 44 to vehicle drive wheels 28. The second power transmission unit 44 can include a gear set with a plurality of gears 46. Other power transmission units may also be suitable. The gears 46 transmit the torque from the motor 14 to a differential 48 to ultimately provide traction to the vehicle drive wheels 28. The differential 48 can include a plurality of gears that enable the transmission of torque to the vehicle drive wheels 28. In one embodiment, the second power transmission unit 44 is mechanically coupled to an axle 50 via the differential 48 to distribute torque to the vehicle drive wheels 28.

[0030] The electric motor 22 can also be used to drive the vehicle's drive wheels 28 by outputting torque to a shaft 52, which is also connected to the second power transmission unit 44. In one embodiment, the electric motor 22 and the generator 18 work together as part of a regenerative braking system, in which both the electric motor 22 and the generator 18 can be used as electric motors to output torque. For example, the electric motor 22 and the generator 18 can each output electrical power to the battery assembly 24.

[0031] The battery assembly 24 is an exemplary battery of an electrified vehicle. The battery assembly 24 can be a high-voltage traction battery pack comprising a variety of battery assemblies 25 (i.e., battery arrangements or groupings of battery cells) capable of outputting electrical power to operate the electric motor 22, the generator 18, and / or other electrical consumers of the electrified vehicle 12. Other types of power storage devices and / or output devices can also be used to supply electrical power to the electrified vehicle 12.

[0032] In a non-restrictive embodiment, the electrified vehicle 12 has two basic operating modes. The electrified vehicle 12 can operate in an electric vehicle (EV) mode, in which the electric motor 22 is used (generally without assistance from the motor 14) to propel the vehicle, thereby discharging the state of charge of the battery assembly 24 under certain driving patterns / cycles to the maximum permissible discharge rate. The EV mode is an example of a discharge operating mode for the electrified vehicle 12. In EV mode, the state of charge of the battery assembly 24 may increase under certain circumstances, for example, due to a period of regenerative braking. The motor 14 is generally switched off in a standard EV mode but could be operated if required based on a vehicle system state or at the driver's discretion.

[0033] The electrified vehicle 12 can additionally be operated in a hybrid (HEV) mode, in which both the engine 14 and the electric motor 22 are used to propel the vehicle. The HEV mode is an example of an operating mode for maintaining the battery charge of the electrified vehicle 12. In HEV mode, the electrified vehicle 12 can reduce the use of the electric motor 22 to propel the vehicle in order to keep the state of charge of the battery assembly 24 constant or approximately constant by increasing the use of propulsion by the engine 14. Within the scope of this disclosure, the electrified vehicle 12 can be operated in other modes in addition to the EV and HEV modes.

[0034] Fig. Figure 2 illustrates an exemplary electrified vehicle 12, which has a powertrain 10 made of Fig. 1 can be integrated. In Fig. 2 The electrified vehicle 12 is a plug-in hybrid vehicle (PHEV). However, the disclosure extends to other types of electrified vehicles. The electrified vehicle 12 is shown in a charging position, with the electrified vehicle 12 electrically connected to a charging station 60.

[0035] The charging station 60 includes a cable-like charging assembly 62 and a mains power source 64. The charging assembly 62 transmits power from the mains power source 64 to the electrified vehicle 12. In this example, the charging assembly 62 includes a wall socket plug 66, a charging element 68 within a housing, a charging cable 70, and a vehicle charging plug 72.

[0036] Charging the electrified vehicle 12 using the charging station 60 involves positioning the electrified vehicle 12 near the charging station 60 and electrically connecting the vehicle charging plug 72 to the electrified vehicle 12. Power can then flow from the grid power source 64 to the electrified vehicle 12, specifically to the battery assembly 24 of the powertrain 10. The battery assembly 24 can be charged when the electrified vehicle 12 is in the charging position.

[0037] In this example, the battery assembly 24 is electrically connected to the mains power source 64 via a vehicle-mounted charger 74. The vehicle-mounted charger 74 converts incoming AC current into DC current. The vehicle-mounted charger 74 is not present in all examples. Alternatively, in some examples, the vehicle-mounted charger 74 is integrated into the battery assembly 24 or charging station 60.

[0038] The vehicle 12 includes a charging port 76 configured to accept the vehicle charging plug 72. The charging port 76 connects the vehicle charging plug 72 to the vehicle-mounted charger 74, if present, or directly to the battery assembly 24 via an electrical wiring harness 78. In this example, the electrical wiring harness 78 is routed through the vehicle body 80 and under a hood 82 of the vehicle, where the battery assembly 24 and the vehicle-mounted charger 74 are located. For the purposes of this text, the vehicle body 80 refers to the body panels and frame of the vehicle 12.

[0039] It is sometimes desirable to lock the vehicle charging plug 72 at charging port 76 while charging to prevent theft of the vehicle charging plug 72 and unintentional disconnection of the vehicle charging plug 72 from the charging circuits while the vehicle is charging. In some geographical areas, regulations may require that the vehicle charging plug 72 be locked at charging port 76 while charging.

[0040] Fig. Figure 3 illustrates charging port 76 in detail. Charging port 76 includes a locking mechanism 84 configured to selectively lock the vehicle charging plug 72 to charging port 76. The locking mechanism 84 in this example includes an actuating element 86 and a manual release 88, both of which are shown schematically. The actuating element 86 is configured to move a pin 90 in directions D1 and D2 between a locking position and a release position when the locking mechanism 84 is in normal operating conditions.

[0041] In Fig. In step 3, pin 90 was moved towards D1 into a locking position, in which pin 90 is configured to protrude into a corresponding recess of the vehicle charging plug 72, thereby locking the vehicle charging plug 72 to the charging port 76. In the release position, the actuator 86 is configured to move pin 90 towards D2 out of the recess into the vehicle charging plug 72, allowing a user to release the vehicle charging plug 72 from the charging port 76. In one example, the actuator 86 can be programmed to move pin 90 between the locking and release positions when a button adjacent to the charging port 76 is pressed. In other examples, the actuator 86 can respond to other commands and instructions from the vehicle 12.

[0042] While pin 90 is illustrated, it is understood that the lock 84 may include additional pins. Furthermore, this disclosure is not limited to the specific location of pin 90. The lock 84 may include pins located elsewhere around charging port 76.

[0043] In some scenarios, the locking mechanism 84 may essentially remain stuck in the locked position, which is why the vehicle is sometimes described as "plugged in". In the "plugged in" state, the actuating element 86 is at least temporarily unable to move the pin 90 towards D2 to the release position. The manual release 88 is configured to move the pin 90 towards D2 in such a state.

[0044] While the actuating element 86 and the manual release 88 are schematically shown in Fig. As illustrated in Figure 3, it is understood that this disclosure extends to all types of actuators and manual releases. The actuator 86, for example, may include a motor and one or more gears and links and may respond to instructions from a controller, such as a vehicle system controller (VSC). The manual release 88 may include one or more links that essentially bypass the actuator 86 and move the pin 90 in the direction D2 into the release position.

[0045] In this example, the manual release 88 is manually activated by a user applying force. This disclosure provides a manual release cable 92, which is connected to the locking mechanism 84 and is routed along an electrical wiring harness 78. Specifically, the manual release cable 92 is connected to the manual release 88 at a first end 94 and a second end 96 ( Fig. 2) The manual release cable 92 is not accessible by a user under the hood 82 of the vehicle 12.

[0046] In one example of this disclosure, the manual release cable 92 includes a cable provided within a housing. The cable is movable within the housing to transmit mechanical force between the first end 94 and the second end 96 of the manual release cable 92. In one example, the manual release cable 92 is a Bowden cable.

[0047] The manual release cable 92 is routed along the electrical wiring harness 78 such that the two components form a single assembly. Therefore, a manufacturer can supply a single assembly to an assembly plant that includes both the manual release cable 92 and the electrical wiring harness 78. An assembly worker can install the assembly as part of a single operation. Furthermore, as described below, the manual release cable 92 is positioned so that it is easily accessible to a user under the hood 82 of the vehicle 12.

[0048] With joint reference to the Fig. 2 and Fig. 4 In this example, the manual release cable 92 includes a handle 98 at its second end 96. The handle 98 is configured to receive a user's hand or finger. In one example, the handle 98 is a loop. In another example, the handle 98 resembles a ripcord loop. However, the disclosure extends to other types of handles. To activate the manual release 88, a user grasps a handle 98 and exerts a pulling force on the handle 98. An identifying mark 100 with an expression such as "PULL" may be provided on the manual release cable 92 adjacent to the handle 98.

[0049] Fig. Figure 4 illustrates the charging port 76, the electrical wiring harness 78, and the manual release cable 92, without the rest of the vehicle 12, for ease of reference. The manual release cable 92 is routed within at least one section of the electrical wiring harness 78.

[0050] Fig. Figure 5 is a cross-sectional view of the electrical wiring harness 78. Fig. The electrical wiring harness 78 comprises a housing 102 and a plurality of electrical wires 104, which are electrically coupled between the charging port 76 and the vehicle-mounted charger 74 (if present) and the battery assembly 24. The manual release cable 92 comprises a housing 106 and a cable 108 located within the housing 106. As mentioned above, the cable 108 is movable relative to the housing 106 in order to transmit mechanical force.

[0051] In the embodiment from Fig. 4 The housing 102 of the electrical wiring harness 78 includes a first port 110 adjacent to the charging port 76 and a second port 112 adjacent to the vehicle-mounted charger 74 (if present) and the battery assembly 24. The first and second ports 110, 112 are openings in the housing 102 of the electrical wiring harness 78 that allow the first and second ends 94, 96 of the manual release cable 92 to protrude outwards for attachment to the manual release 88 and the handle 98, respectively. As shown in Fig. Figure 4 shows that essentially the entire length of the manual release cable 92 is routed within the housing 102 of the electrical wiring harness 78 in this step. Embedding at least one section of the manual release cable 92 in the electrical wiring harness 78 increases the ease of assembling the vehicle 12 and provides the handle 98 in a convenient and accessible location under the hood 82.

Claims

[1] Electrified vehicle (12) comprising the following: a charging port (76) which includes a locking mechanism (84); an electrical wiring harness (78) that is connected to the charging port (76); a battery assembly (24) which is electrically coupled to the charging port (76) via the electrical wiring harness (78); and a manual release cable (92) which is connected to the locking mechanism (84) and is routed at least partially within the electrical wiring harness (78). [2] Electrified vehicle (12) according to claim 1, wherein the locking mechanism (84) includes an actuating element (86) and a manual release (88), and wherein the manual release cable (92) is connected to the manual release (88). [3] Electrified vehicle (12) according to claim 2, wherein: the actuating element (86) is configured to move a pin (90) between a locking position and a release position when the lock (84) is under normal operating conditions, and the manual release (88) is configured to move the pin (90) into the release position when the lock (84) is in a stuck-on state on the connector. [4] Electrified vehicle (12) according to any one of claims 1 to 3, wherein the manual release cable (92) comprises a first end (94) connected to the locking mechanism (84) and a second end (96) connected to a handle (98). [5] Electrified vehicle (12) according to claim 4, wherein the handle (98) is provided under a hood (82) of the electrified vehicle (12). [6] Electrified vehicle (12) according to any one of claims 1 to 5, wherein the manual release cable (92) includes a cable (108) within a housing (106), wherein the cable (108) is movable relative to the housing (106) to transmit mechanical force. [7] Electrified vehicle (12) according to claim 6, wherein the electrical wiring harness (78) includes at least one electrical wire within a housing (102) and the manual release cable (92) is located at least partially within the housing (102) of the electrical wiring harness (78). [8] Electrified vehicle (12) according to claim 7, wherein: the housing (102) of the electrical wiring harness (78) includes a first port adjacent to the charging port (76) and a second port adjacent to the battery assembly (24), a first end (94) of the manual release cable (92) protrudes from the first charging port; and a second end (96) of the manual release cable (92) protrudes from the second charging port. [9] Electrified vehicle (12) according to any of the preceding claims, wherein the electrified vehicle (12) is a combination of a battery electric vehicle (BEV) and a plug-in hybrid vehicle (PHEV). [10] Method comprising the following: Releasing a locking mechanism of a charging port (76) of an electrified vehicle (12) by pulling a manual release cable (92), wherein the manual release cable (92) is at least partially routed within an electrical wiring harness (78) which is electrically coupled to the charging port (76). [11] Method according to claim 10, wherein: the manual release cable (92) includes a first end (94) which is connected to the locking mechanism (84) and a second end (96) which is connected to a handle (98), and The step of releasing the lock (84) includes pulling the handle (98). [12] Method according to claim 11, wherein the handle (98) is provided under a hood (82) of the electrified vehicle (12). [13] Method according to any one of claims 10 to 12, wherein the electrical wiring harness (78) includes at least one electrical wire inside a housing (102) and the manual release cable (92) is located at least partially inside the housing (102) of the electrical wiring harness (78). [14] Method according to any one of claims 10 to 13, wherein the locking device (84) includes an actuating element (86) configured to move a pin (90) between a locking position and a release position when the locking device (84) is in a normal operating state, and wherein the step of releasing the locking device (84) includes moving the pin (90) to the release position when the locking device (84) is in a stuck state. [15] Method according to any one of claims 10 to 14, wherein the electrified vehicle (12) is a combination of a battery electric vehicle (BEV) and a plug-in hybrid vehicle (PHEV).

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