RELAY CONTROL DEVICE AND RELAY CONTROL METHOD

Abstract

Relay control device (10) controlling a relay circuit (2) mounted on a vehicle (C), which connects a motor (4) mounted on the vehicle (C) and an inverter circuit (3), and a battery (1), wherein the relay control device (10) comprises: an end detection unit that detects that the journey of the vehicle (C) has ended; and a determination unit (12) that determines the possibility of the battery (1) being supplied with power from an external source and, based on this determination, controls the time between the end of the journey of the vehicle (C) and the switching off of the relay circuit (2), characterized in that a key emitting a radio wave is required to start the vehicle (C), wherein the relay control device (10) is connected to a receiver that receives the radio wave, and the determination unit (12) extends a time to maintain an ON state of the relay circuit (2).if the radio wave cannot be received by the receiver, or if a key emitting a radio wave is required to start the vehicle (C), wherein the relay control device (10) is connected to a receiver that receives the radio wave, and the determining unit (12) extends a time to maintain an ON state of the relay circuit (2) when the radio wave is received by the receiver.

Description

Technical field

[0001] The present invention relates to a relay control device and a relay control method. State of the art

[0002] The number of electric vehicles powered by electricity instead of fossil fuels is increasing. Such an electric vehicle stores electrical energy in a battery. When the electric vehicle is stopped, it is desirable to disconnect the battery from other components of the electric vehicle to prevent battery drain and ensure safety. Therefore, electric vehicles include a relay that switches the battery connection. PTL 1 discloses an electrically powered vehicle with a storage battery and an inlet connected to the storage battery, wherein a connecting element of an external power supply source is connected to the inlet and the storage battery can be supplied with power from the external power supply source.wherein the electrically powered vehicle includes: exit preparation process detection means for detecting a user's exit preparation process; temperature sensing means for sensing an ambient temperature at the time of detection of the exit preparation process, a predicted ambient temperature, which is an ambient temperature that is predicted to be reached after a predetermined time from the time of detection, or a storage battery temperature, which is a temperature of the storage battery at the time of detection, in accordance with the detection of the exit preparation process; and notification means to prompt the user to connect the connecting element to the inlet when the ambient temperature, the predicted ambient temperature, or the storage battery temperature that has been detected is equal to or lower than a predetermined temperature. List of prior art patent literature

[0003] PTL 1: JP 2018-207683 A Summary of the invention; Technical task

[0004] The invention described in PTL 1 still allows for investigations into the lifespan of the relay. Solution to the task

[0005] A relay control device according to a first aspect of the present invention is a relay control device that controls a relay circuit mounted on a vehicle, which connects an inverter circuit that drives a motor mounted on the vehicle and a battery, wherein the relay control device includes: an end detection unit that detects that the journey of the vehicle has ended; and a determination unit that determines the possibility that the battery is being supplied with power from the outside, and, based on the determination, controls the time between the end of the journey of the vehicle and the switching off of the relay circuit.

[0006] A relay control method according to a second aspect of the present invention is a relay control method in which a computer controls a relay circuit mounted on a vehicle, which connects an inverter circuit driving a motor mounted on the vehicle and a battery, wherein the relay control method comprises: detecting that the journey of the vehicle has ended; and determining a way to supply power to the battery from the outside, and, based on the determination, controlling a time between the end of the journey of the vehicle and the switching off of the relay circuit. Advantageous effects of the invention

[0007] According to the present invention, the service life of the relay can be extended by reducing the frequency of opening and closing the relay. List of characters Fig. Figure 1 is a diagram that represents a relationship between a vehicle C and a charging station S. Fig. Figure 2 is a diagram that represents a configuration of the vehicle according to a first embodiment. Fig. Figure 3 is a flowchart that represents the operation of a determination unit according to the first embodiment. Fig. Figure 4 is a time diagram according to the first embodiment. Fig. Figure 5 is a diagram that represents a configuration of a vehicle according to a second embodiment. Fig. Figure 6 is a flowchart that represents the operation of a determination unit according to the second embodiment. Fig. Figure 7 is a time diagram according to the second embodiment. Fig. Figure 8 is a configuration diagram of a vehicle C according to a second modified example of the second embodiment. Fig. Figure 9 is a diagram that represents a configuration of a vehicle according to a third embodiment. Fig. Figure 10 is a flowchart that represents the operation of a determination unit according to the third embodiment. Fig. Figure 11 is a time diagram according to the third embodiment. Fig. Figure 12 is a diagram that represents a configuration of a vehicle according to a fourth embodiment. Fig. Figure 13 is a flowchart that represents the operation of a determination unit according to the fourth embodiment. Fig. Figure 14 is a time diagram according to the fourth embodiment. Fig. Figure 15 is a time diagram according to the fourth embodiment. Description of embodiments - First embodiment -

[0008] Below, a first embodiment of a vehicle control unit, which is a relay control device according to the present invention, is described with reference to Fig. 1 to Fig. 4 described. (Vehicle and charging station)

[0009] Fig. Figure 1 is a diagram illustrating the relationship between a vehicle C and a charging station S. According to the present embodiment, the vehicle C contains an integrated battery 1 and charges the battery 1 by absorbing electrical energy supplied externally. In the present embodiment, a device that shares electrical energy with the vehicle C is referred to as the charging station S. The charging station S can be a commercial or domestic facility. Furthermore, the charging station S need not exist independently and can be integrally and inseparably part of other configurations. The charging station S includes a charging gun G, which is connected by a cable. The charging gun G is a charging plug and is inserted into the vehicle C to perform the charging process. The length of the charging gun G's cable is known. Hereinafter, an occupant of the vehicle C is referred to as the "user". (Vehicle configuration)

[0010] Fig. Figure 2 is a diagram representing a configuration of vehicle C. Vehicle C includes a vehicle control unit 10, a charging control device 20, the battery 1, a main relay circuit 2, an inverter 3, a motor 4, a charging relay circuit 5, an ignition switch 7, and a charging switch 8. Hereinafter, the ignition switch 7 may be referred to as the "ignition switch", "IGN switch", and "IGN-SW".

[0011] The vehicle control unit 10 contains a detection unit 11, a determination unit 12, and an execution unit 13. The charging control device 20 contains an analog-to-digital converter 21, a detector 22, an AC input terminal 23, a DC output terminal 24, and a charging relay circuit control terminal 25. Since the vehicle control unit 10 controls the main relay circuit 2, as described later, the vehicle control unit 10 can also be referred to as the "relay control device".

[0012] The vehicle control unit 10 and the charging control device 20 can, for example, be an electronic control unit (ECU) and contain computing hardware. The computing hardware is, for example, at least one combination of a central processing unit (CPU), a read-only memory (ROM) which is a write-protected storage device, a random access memory (RAM) which is a read / write storage device, a field-programmable gate array (FPGA) which is a rewritable logic circuit, or an application-specific integrated circuit (ASIC).

[0013] The main relay circuit 2 switches between a connected and a disconnected state of battery 1 and inverter 3. The charging relay circuit 5 switches between a connected and a disconnected state of the charging control device 20 and the main relay circuit 2. Inverter 3 drives motor 4 using the electrical energy stored in battery 1, based on an operating command from the execution unit 13. Motor 4 drives vehicle C using the electrical energy supplied by inverter 3. It should be noted that below, the transition of a specific relay circuit to the connected state is also referred to as "ON," and the transition to the disconnected state is also referred to as "OFF."

[0014] The ignition switch 7 and the charging switch 8 are operated by the user. The ignition switch 7 can switch between two states: an ON state and an OFF state. By switching off the ignition switch 7, the user indicates that the journey of vehicle C has ended. In other words, detecting that the ignition switch 7 is in the OFF state is equivalent to detecting that the journey of the vehicle has ended. The charging switch 8 can switch between two states: an ON state and an OFF state. An initial state of the charging switch 8 is the OFF state, and the user expresses their intention to charge battery 1 from now on by switching the charging switch 8 ON. When the user sets the charging switch 8 to ON, the ON state is maintained until the user changes the charging switch 8 to OFF or the ignition switch 7 is next switched ON.

[0015] The detection unit 11 detects when the user activates the ignition switch 7. Additionally, the detection unit 11 receives a signal from the detector 22 of the charging control device 20 indicating that the charging gun G has been inserted. The charging control device 20 includes an analog-to-digital converter 21, a detector 22, an AC input terminal 23, a DC output terminal 24, and a charging relay circuit control terminal 25. The AC input terminal 23 is a power supply terminal that provides alternating current to the vehicle C. For example, the charging gun G, which is provided in a charging station, is inserted into the AC input terminal 23. The AC input terminal 23 contains, for example, a contact switch or a proximity switch (not shown) and detects when the user inserts the charging gun G into the AC input terminal 23.

[0016] The control unit 12 performs a determination, which will be described later, and issues an operating command to the execution unit 13. As will be described later, the control unit 12 sets a charging standby mode and varies the control of the main relay circuit 2 when the ignition switch 7 is switched off. As soon as the ignition switch 7 is switched off by the user, the vehicle C is no longer powered. Therefore, to prevent discharge of the battery 1 and to ensure safety, it is desirable to immediately put the main relay circuit 2 into the disconnected state. If, on the other hand, the battery 1 is being charged, the main relay circuit 2 is preferably kept in the connected state to reduce the number of opening and closing cycles of a contact.Therefore, in the present embodiment, the probability of battery 1 being charged is estimated and reflected in a value for the charging standby mode. In the present embodiment, the initial value of the charging standby mode is OFF, and the determining unit changes the charging standby mode to ON if the probability of battery 1 being charged is higher than a predetermined threshold.

[0017] The execution unit 13 operates in accordance with the operating command of the destination unit 12. In particular, the execution unit 13 issues an operating command to the inverter 3 and the main relay circuit 2. In addition, the execution unit 13 performs a predefined processing operation, a shutdown routine, and a charging routine.

[0018] Fig. Figure 3 is a flowchart illustrating the operation of the control unit 12 according to the first embodiment. First, in step S300, the control unit 12 sets the charging readiness mode to OFF. In the subsequent step S301, the control unit 12 determines the state of the charging switch 8. If the charging switch 8 is determined to be in the ON state, it proceeds to step S302. If the charging switch 8 is determined to be in the OFF state, it proceeds to step S303. As described above, if the user sets the charging switch 8 to ON, the ON state is maintained until the user changes the charging switch 8 to OFF or the ignition switch 7 is next turned on.Therefore, in a case where an affirmative determination is made in step S301, an affirmative determination will be made in step S301 the next and subsequent times, as long as the user does not change the charging switch 8 to OFF.

[0019] In step S302, the determining unit 12 changes the charging readiness mode from OFF to ON and proceeds to step S303. In step S303, the determining unit 12 determines the state of the ignition switch 7, proceeds to step S304 if it determines that the ignition switch 7 is in the OFF state, and returns to step S300 if it determines that the ignition switch 7 is in the ON state.

[0020] In step S304, the determination unit 12 determines a set value of the charging readiness mode, proceeds to the shutdown routine if it is determined that the charging readiness mode is set to OFF, and proceeds to step S306 if it is determined that the charging readiness mode is set to ON.

[0021] In step S306, the determination unit 12 sets the timer monitoring and proceeds to step S307. In other words, the determination unit 12 sets the time at which the processing of step S306 starts to t = 0 and begins counting up the time. In step S307, the determination unit 12 uses an output from the detection unit 11 to determine whether the loading gun G has been inserted or not. If it is determined that the loading gun G has been inserted, the processing proceeds to step S310. If it is determined that the loading gun G has not been inserted, the processing proceeds to step S308. In step S308, the determination unit 12 determines whether an elapsed time from the timer monitoring is less than a predefined threshold value T1 or not.The determination unit 12 returns to step S307 in a case where it is determined that the elapsed time is less than T1, and continues to step S309 in a case where it is determined that the elapsed time is equal to or greater than T1.

[0022] Since the user did not insert the charging gun G within a specified time, contrary to the setting of the charging switch 8, the control unit 12 sets the charging readiness mode to OFF in step S309 and proceeds to the shutdown routine. In step S310, the control unit 12 sets the charging readiness mode to OFF. In the subsequent step S311, the control unit 12 instructs the charging control device 20 to start charging and starts the charging routine.

[0023] It should be noted that the charging and shutdown routines are known processes and details have been omitted, but an overview is as follows. In the charging routine, after the AD converter 21 has started operation and communication between the charging control device 20 and the vehicle control unit 10 has been established, the charging control device 5 is caused to enter the connected state to begin charging battery 1. In the shutdown routine, after the discharge request, the level of the high-voltage current is checked, a contact on the positive electrode side of the main relay circuit 2 is opened, and then a contact on the negative electrode side is opened, so that the main relay circuit 2 enters the unconnected state. (Time diagram)

[0024] Fig. Figure 4 is a time diagram according to the first embodiment. Fig. In the drawing, time runs from left to right. In the vertical direction of Fig. Figure 4 shows various pieces of information. In particular, the distance between the vehicle C and the charging station, the state of the charging switch 8, the charging standby mode, the state of the ignition switch 7, the insertion of the charging gun G, a driving mode, a charging mode, and the connection of the charging relay circuit 5 from above are shown. It should be noted that the distance between the stations is not specifically mentioned in the first embodiment but is described for comparison with the following embodiment.

[0025] In Fig. Time t1 to time t5 are set, and time t1, time t2, and time t3 are the times at which the operation is performed by the user. At time t1, the user changes the charging switch 8 to the ON state. At time t2, the user changes the ignition switch 7 to the OFF state. At time t3, the user inserts the charging gun G. Note that the time between time t2 and time t3 must be less than the threshold value T1.

[0026] Since the charging switch 8 is changed to the ON state by the user at time t1, the processing proceeds from step S301 to step S302 in Fig. 3 continues, and the charging readiness mode is changed to the ON state at time t1. As the user plugs in the charging gun G at time t3, processing continues from step S307 to step S310, and the charging readiness mode is set to OFF. As charging starts, the destination unit 12 sets the charging mode to ON at time t4 and switches off the driving mode. As the vehicle control unit 10 instructs the charging control device 20 to start charging, in step S311 after step S310, the charging relay circuit 5 is set to ON at time t5.

[0027] According to the first embodiment described above, the following actions and effects can be obtained.

[0028] (1) The vehicle control unit 10, which also serves as the relay control device, controls the main relay circuit 2 installed in the vehicle C, which connects the inverter 3, which drives the motor installed in the vehicle C, and the battery 1. The vehicle control unit 10 includes the detection unit 11, which detects via the ignition switch 7 that the journey of the vehicle C has ended, and the determination unit 12, which determines the possibility that the battery 1 is being supplied with power from an external source and, based on this determination, controls the time between the end of the journey of the vehicle C and the switch-off of the main relay circuit 2. Therefore, the service life of the relay can be extended by reducing the frequency of the opening and closing of the main relay circuit 2.

[0029] In particular, in a case where the main relay circuit 2 is immediately switched off when the ignition switch 7 is switched off, the main relay circuit 2 is switched on again when the battery 1 is being charged, and the main relay circuit 2 is switched off after charging is complete. On the other hand, in the present embodiment, if the ignition switch 7 is switched off after the charging switch 8 is switched on, the ON state of the main relay circuit 2 is maintained for time T1. Therefore, by inserting the charging gun G within time T1, charging can begin without the main relay circuit 2 closing and opening, and the number of contacts can be reduced.

[0030] (2) The vehicle control unit 10 contains the detection unit 11, which detects, via hardware, the intention of the user, who is the occupant of the vehicle C, to charge the battery. As soon as the detection unit 11 detects the user's intention to charge the battery, i.e., detects that the charging switch 8 is in the ON state, the determination unit 12 maintains the ON state of the main relay circuit 2 for at least the time T1 after the detection unit 11 detects that the ignition switch 7 is off (S304 in Fig. 3: ON and S308). Therefore, if the user presses the charging switch 8, the connection state of the main relay circuit 2 can only be maintained for time T1, even in a case where the ignition switch 7 is set to OFF.

[0031] (3) The detection unit 11 detects the user’s intention to charge the battery by detecting that the user has pressed the charging switch 8. (First modified example)

[0032] In the first embodiment described above, the charging station S includes the charging gun G, which is connected by the cable, and the vehicle C is powered via a wired connection. However, the charging station S can also include a wireless power supply device to wirelessly power the vehicle C. In this case, the vehicle C includes a wireless power pickup device, and wireless communication (hereinafter referred to as "power supply start communication") is performed between the vehicle C and the charging station S to initiate the power supply before the wireless power supply is executed.Therefore, in the present modified example, it is sufficient if the detection unit 11 detects the power supply start communication and notifies the destination unit 12 about the power supply start communication, and the destination unit 12 detects the power supply start communication instead of the insertion of the charging gun G.

[0033] According to the first modified example, the same actions and effects as in the first embodiment can be obtained not only in a case using a wired power supply, but also in a case using a wireless power supply. (Second modified example)

[0034] Instead of the charging switch 8, a speech recognition system or a touch-sensitive panel can also be used. For example, a microphone and a speech recognition system can be mounted on the vehicle C, and the speech recognition system can recognize a specific utterance from the user, such as the statement "charging reservation," and output the recognition result to the detection unit 11. Once a notification indicating that the specific utterance has been recognized by the speech recognition system is received, the destination unit 12 performs processing similar to that performed when the charging switch 8 is pressed. Additionally, a touch-sensitive panel can be mounted on the vehicle C, and when the user touches the touch-sensitive panel, the touch can be output to the detection unit 11, and the destination unit 12 can treat the output of the touch as pressing the charging switch 8. (Third modified example)

[0035] The vehicle control unit 10 can have a function for time-controlled charging of battery 1. Time-controlled charging is set by the user via a user interface (not shown), and there are options such as "no setting," "after one hour," and "after three hours." In a case where "no setting" is selected, charging of battery 1 begins immediately after the charging gun G is plugged in. In a case where "after one hour" is selected, charging of battery 1 begins one hour after the charging gun G is plugged in, and in a case where "after three hours" is selected, charging of battery 1 begins three hours after the charging gun G is plugged in.

[0036] In the present modified example, in step S304 of the Fig. In the flowchart shown in section 3, processing continues to the shutdown routine in a case where the charging standby mode is switched off and in a case where timed charging is set to something other than "no setting". This is because, in a case where timed charging is set to something other than "no setting", it is clear that charging will not start immediately, and therefore the main relay circuit 2 should transition to the contactless state to ensure safety. If a set time elapses after the shutdown routine processing is complete, battery 1 begins charging. Additionally, in step S304, in a case where the charging standby mode is switched on and timed charging is set to "no setting", processing continues to step S306.

[0037] According to the third modified example, time-controlled loading can be supported. (Fourth modified example)

[0038] In the first embodiment described above, the ignition switch 7 is operated by the user. However, the ignition switch 7 can also be operated differently, for example by a vehicle control system (not shown) that controls the vehicle C. For example, the ignition switch 7 can be set to OFF when the vehicle control system determines that the vehicle has arrived at a destination.

[0039] In a case where a vehicle control system (not shown) is present that controls vehicle C, there may be no ignition switch, and it is sufficient if any signal or state variable is present with which the destination unit 12 of the vehicle control unit 10 can detect that the journey of vehicle C has ended. In this case, the destination unit 12 checks in step S303 of Fig. 3 instead of the ignition switch 7 the signal and state variable described above. (Fifth modified example)

[0040] In the first embodiment described above, processing continues in a case where the charging standby mode is switched to OFF (step S304: OFF in Fig. 3) immediately proceeds to the shutdown routine. However, regardless of the charging standby mode setting, a predetermined standby time may be provided to wait for the charging gun G to be inserted, and during this standby time the connected state of the main relay circuit 2 may be maintained. In other words, it is sufficient if the time for which the connected state of the main relay circuit 2 is maintained can be longer when the charging standby mode is ON than when the charging standby mode is OFF. [Second embodiment]

[0041] A second embodiment of a vehicle control unit, which is the relay control device according to the present invention, is described with reference to the Fig. 5 to Fig. 7 described. In the following description, the same components as in the first embodiment are designated by the same reference numerals, and the main differences are described. Points not specifically described are the same as in the first embodiment. The present embodiment differs from the first embodiment mainly in that, instead of a state of a charging switch 8, a distance to a charging station is used for determination. (Vehicle configuration)

[0042] Fig. Figure 5 is a configuration diagram of a vehicle C according to the second embodiment. The vehicle C according to the present embodiment includes a distance calculation device 30. The distance calculation device 30 includes a GNSS receiver 31, a loading card storage unit 32, and a processing unit 33. The distance calculation device 30 is, for example, an electronic control device and includes processing hardware. The processing hardware is, for example, at least one combination of a CPU, a ROM, and a RAM, an FPGA (which is a rewritable logic circuit), or an ASIC.

[0043] The GNSS receiver 31 is a receiver corresponding to a global navigation satellite system and receives radio waves from several satellites to calculate the latitude and longitude of the vehicle C. This combination of latitude and longitude information is also referred to as "position information." Furthermore, since the GNSS receiver 31 calculates the position of the vehicle C, it can also be called a "position calculation unit." The charging card storage unit 32 is a non-volatile memory, such as flash memory. The charging card storage unit 32 stores position information for a charging station S, that is, a combination of latitude and longitude.

[0044] The computation unit 33 calculates a distance between the vehicle C and the charging station S (hereinafter also referred to as the "distance between stations") and outputs the distance to a recognition unit 11 of a vehicle control unit 10. In particular, the computation unit 33 calculates a linear distance between the position of the vehicle C, as calculated by the GNSS receiver 31, and the position of the charging station S from the difference between the geographical latitudes and longitudes. In a case where the position information of the multiple charging stations S is stored in the charging card storage unit 32, the computation unit 33 calculates a distance to the charging station S that is closest to the vehicle C.

[0045] The detection unit 11 sends the information regarding the distance between the stations, output by the distance calculation device 30, to the determination unit 12. The determination unit 12 determines whether the distance between the vehicle C and the charging station S is within a predefined charging distance or not. The predefined charging distance is, for example, a known reachable distance of the charging gun G. The determination unit 12 detects the distance between the vehicle C and the charging station S from the distance calculation device 30 via the detection unit 11. (Schedule)

[0046] Fig. Figure 6 is a flowchart that describes the processing in the determination unit 12 according to the second embodiment. The flowchart differs in that it includes step S320 instead of step S301 of the flowchart according to the first embodiment. Since the processing in the other steps is the same, their description is omitted. In step S320, the determination unit 12 determines whether the distance between the vehicle C and the charging station S, as output by the distance calculation device 30, is less than a predetermined threshold value L1. If it is determined that the distance between the stations is less than L1, the determination unit 12 proceeds to step S302, and if it is determined that the distance between the stations is equal to or greater than L1, the determination unit proceeds to step S303.Since the processing after step S302 is similar to that of the first embodiment, its description is omitted. (Time diagram)

[0047] Fig. 7 is a time diagram according to the second embodiment and corresponds Fig. 4 according to the first embodiment. A configuration of the in Fig. The timing diagram shown in Figure 7 is similar to that of the first embodiment. In a case where the distance between vehicle C and charging station S becomes less than the threshold L1 at time t21, a positive decision is made in step S320, so that the charging readiness mode is set to ON in step S302. Since the subsequent processing is similar to that of the first embodiment, its description has been omitted.

[0048] According to the second embodiment described above, the following actions and effects can be obtained.

[0049] (4) The vehicle control unit 10, which is the relay control device, and the distance calculation device 30 include the distance calculation device 30, which calculates a distance to the charging station S, which is a device capable of charging a battery 1. When it is detected that the distance between the vehicle e and the charging station S is less than a predetermined distance, the determination unit 12 maintains the ON state of the main relay circuit 2 for at least the time T1 after the detection unit 11 has detected the end of the vehicle C's journey. Therefore, the vehicle control unit 10 determines that the battery 1 is highly likely to be charged when the vehicle stops near the charging station S and maintains the ON state of the main relay circuit 2 for the time T1 without requiring user intervention, thus preventing wear on a contact of the main relay circuit 2.

[0050] (5) The distance calculation device 30 includes the GNSS receiver 31, which calculates the position information of the vehicle C, and the charging card storage unit 32, which stores the position information of the charging station S. The calculation unit 33 calculates the distance between the vehicle C and the charging station S using the position information of the vehicle C calculated by the GNSS receiver 31 and the position information of the charging station S stored in the charging card storage unit 32. (First modified example of the second embodiment)

[0051] The distance calculation device 30 calculates the distance between vehicle C and charging station S using the position information of vehicle C and the position information of charging station S. However, the distance calculation device 30 can also calculate the distance between vehicle C and charging station S using a different method. For example, a marker with a predefined shape can be attached to charging station S, the marker can be detected by several cameras mounted on vehicle C (not shown), and the distance can be calculated using the parallax of the multiple cameras.Additionally, a retroreflective foil with a predefined shape can be attached to the charging station S, the retroreflective foil can be detected by a pattern of intensity of reflected laser light using a laser transmitter and a laser receiver (not shown) attached to the vehicle C, and the distance can be calculated from a time required for the round trip of the laser light. (Second modified example of the second embodiment)

[0052] Fig. Figure 8 is a configuration diagram of a vehicle C according to a second modified example of the second embodiment. In this modified example, a distance calculation device 30 of the vehicle C includes a vehicle communication unit 34 and an update unit 35. The vehicle communication unit 34 is a communication device that includes an integrated wireless communication module. The vehicle communication unit 34 is a telematics communication unit (TCU). The vehicle communication unit 34 can be compatible with a long-range communication standard according to 4G or 5G, or it can be compatible with a short-range communication standard such as vehicle-to-vehicle communication, IEEE 802.3, or IEEE 802.15.1.The update unit 35 communicates with the exterior of the vehicle C using the vehicle communication unit 34 and updates the position information of the charging station S stored in a charging card storage unit 32. The update consists of at least one of adding, deleting, or replacing.

[0053] According to the modified example presented here, the following actions and effects can be obtained.

[0054] (6) The distance calculation device 30 includes the vehicle communication unit 34, which can communicate with the exterior of the vehicle C, and the update unit 35, which updates the position information of the charging station S stored in the charging card storage unit 32 based on communication using the vehicle communication unit 34. Therefore, by updating the position information of the charging card S, the distance calculation device 30 can calculate an accurate distance between the vehicle C and the charging card S. (Third modified example of the second embodiment)

[0055] The vehicle control unit 10 and the distance calculation device 30 can be configured integrally. - Third embodiment -

[0056] A third embodiment of a vehicle control unit, which is the relay control device according to the present invention, is described with reference to the Fig. 9 to Fig. 11. In the following description, the same components as in the first embodiment are designated by the same reference numerals, and the main differences are described. Points not specifically described are the same as in the first embodiment. The present embodiment differs from the first embodiment mainly in that a main relay circuit is controlled based on communication. (Configuration)

[0057] Fig. Figure 9 is a configuration diagram of a vehicle C according to the third embodiment. The vehicle C according to the present embodiment differs from the first embodiment in that a vehicle short-range communication unit 34A is provided instead of the charging switch 8. The vehicle short-range communication unit 34A is a wireless communication module compatible with a short-range communication standard such as IEEE 802.3 or IEEE 802.15.1, and in a case where the distance between a charging station S and the vehicle short-range communication unit 34A is a communication-capable distance, the charging station S and the vehicle short-range communication unit 34A communicate with each other. The vehicle short-range communication unit 34A outputs received information to a detection unit 11.The recognition unit 11 outputs the information received from the vehicle short-range communication unit 34A to a destination unit 12.

[0058] In a case where the distance between the vehicle-to-vehicle communication unit 34A and the charging station S is greater than the range of the radio waves, the vehicle-to-vehicle communication unit 34A and the charging station S cannot communicate with each other. Therefore, the determination unit 12 of a vehicle control unit 10 can determine, in a case where a message is received from the charging station S, that the distance to the communication unit S is within a predetermined range. In the present embodiment, the determination unit 12 sets a charging readiness mode to ON when information indicating that charging is available is received from the charging station S, as described later.

[0059] The charging station S according to the present embodiment includes an integrated wireless short-range communication device and transmits information indicating whether charging is available or not. The charging station S outputs information indicating that charging is unavailable in a case where a vehicle cannot be charged because another vehicle is already charging, or in a case where a fault occurs, and it outputs information indicating that charging is available in a case where charging is available. (Schedule)

[0060] Fig. Figure 10 is a flowchart that describes the processing in the destination unit 12 according to the third embodiment. The flowchart differs in that it includes step S325 instead of step S301 of the flowchart according to the first embodiment. Since the processing in the other steps is the same, their descriptions are omitted. In step S325, the destination unit 12 determines whether or not the information indicating that charging is available has been received from the charging station S. If it is determined that the information indicating that charging is available has been received, the destination unit 12 proceeds to step S302.In a case where the determining unit 12 determines that the information indicating that charging is available has not been received—that is, in a case where the distance to the charging station S is large and communication with the charging station S cannot be established, or in a case where charging is unavailable due to a fault or usage—the determining unit 12 proceeds to step S303. Since the processing after step S302 is similar to that of the first embodiment, its description is omitted. (Time diagram)

[0061] Fig. 11 is a time diagram according to the second embodiment and corresponds to Fig. 4 according to the third embodiment. A configuration of the in Fig. The timing diagram shown in Figure 11 is similar to that of the first embodiment. In a case where the distance between the vehicle C and the charging station S becomes smaller than the threshold L1 at time t21, an affirmative decision is made in step S320, so that the charging readiness mode is set to ON in step S302. Since the subsequent processing is similar to that of the first embodiment, its description has been omitted.

[0062] According to the third embodiment described above, the following actions and effects can be obtained.

[0063] (7) The vehicle C contains the vehicle short-range communication unit 34A, which can communicate with a station communication device located in the charging station S, which is a device capable of charging a battery 1. The determination unit 12 determines a possibility for the battery to be charged externally, based on the communication between the vehicle short-range communication unit 34A and the station communication device. Therefore, the vehicle control unit 10 can determine a possibility for charging by communicating with the charging station S, even in a case where the position information of a charging card S is not stored. (First modified example of the third embodiment)

[0064] Charging station S can output a signal indicating its presence instead of information about whether charging is available. In this case, the determining unit 12 in step S325 determines whether a signal has been received from charging station S. (Second modified example of the third embodiment)

[0065] The charging station S and the vehicle communication unit 34 can be compatible with a 4G or 5G communication standard and communicate via a base station. In this case, the distance between the charging station S and the vehicle communication unit 34 can be assessed based on the similarity of the base stations used by the charging station S and the vehicle communication unit 34, or based on the distance between the base stations used by the charging station S and the vehicle communication unit 34. Additionally, the charging station S can transmit its own latitude and longitude, and the vehicle C's destination unit 12, which receives the latitude and longitude, can calculate the position of the vehicle C using a GNSS receiver (not shown) provided in the vehicle C and assess the distance between the charging station S and the vehicle communication unit 34. - Fourth embodiment -

[0066] A fourth embodiment of a vehicle control unit, which is the relay control device according to the fourth present invention, is described with reference to the Fig. 12 to Fig. 14. In the following description, the same components as in the first embodiment are designated by the same reference numerals, and the main differences are described. Points not specifically described are the same as in the first embodiment. The present embodiment differs from the first embodiment mainly in that the connection of a main relay circuit is extended to include opening and closing the door and the non-detection of the radio waves of a smart key. (Vehicle configuration)

[0067] Fig. Figure 12 is a configuration diagram of a vehicle C according to the fourth embodiment. In the vehicle C according to the present embodiment, in addition to the configuration of the first embodiment, a door switch 81 and a door switch 82, which includes a key radio wave receiver 82, detect the opening and closing of a door of the vehicle C and output the detection result to a recognition unit 11. In the present embodiment, a smart key is required to start the vehicle C. The key radio wave receiver 82 includes a circuit capable of receiving a radio wave emitted by the smart key and outputs a message to the recognition unit 11 indicating that the signal has been lost if the radio wave from the smart key cannot be received.

[0068] The transition from a receive state, in which the radio wave from the smart key is received, to a non-receive state, in which the radio wave from the smart key is not received, is referred to below as "failure to detect the smart key's radio wave" or "smart key signal loss." If the user repeatedly moves away from and towards the vehicle C, the transition from the receive state to the non-receive state for the smart key signal will occur frequently. Therefore, the key radio wave receiver 82 will repeatedly send a message to the detection unit 11 indicating that the signal has been lost. However, in a case where a transition from the receive state to the non-receive state occurs and the non-receive state is maintained, the key radio wave receiver 82 will only send the loss message once, the first time.The recognition unit 11 outputs the information received from the door switch 81 and the key radio wave receiver 82 to a determination unit 12.

[0069] In the present embodiment, the determining unit 12 performs the following operation in addition to the operations of the first embodiment. That is, each time the door of vehicle C is opened and closed, and each time the signal from the smart key is lost, the determining unit 12 extends a waiting time for inserting a charging gun G while maintaining the connection of a main relay circuit 2. In the following sequence diagram, the time is uniformly extended by time T2 in both cases where the door is opened and closed and cases where the signal from the smart key is lost; however, the extended time can vary depending on the operation. In the present embodiment, "opening / closing" the door is defined as a single operation consisting of opening the door and closing the door.This means that in the present embodiment, only opening the door or only closing the door is not considered to be opening and closing the door. (Schedule)

[0070] Fig. Figure 13 is a flowchart that describes the processing in the destination unit 12 according to the fourth embodiment. The flowchart is the same as the flowchart according to the first embodiment up to step S304, and the processing after step S305 is different. In step S330, which is executed in a case where step S304 determines that a charging standby mode is ON, the destination unit 12 starts timer 1. The processing in this step is essentially the same as in step S306 of the first embodiment, but because there are two timers in this flowchart, steps S306 and S330 differ in that one timer to be operated is specified.

[0071] In the subsequent step S331, the determining unit 12 uses an output from the recognition unit 11 to determine whether the loading gun G has been inserted or not. If it is determined that the loading gun G has been inserted, processing continues to step S310. If it is determined that the loading gun G has not been inserted, processing continues to step S332. Since the processing after step S310 is similar to that of the first embodiment, its description is omitted. In step S332, the determining unit 12 determines whether a signal indicating opening and closing has been received from the door switch 81 or not.More precisely, in step S332, a negative determination is always made the first time step S332 is executed. On the second and subsequent occasions, it is determined whether a signal indicating opening and closing has been received by the door switch 81 after the previous execution of step S332. If step S332 yields a positive result, the determination unit 12 proceeds to step S337; if it yields a negative result, it proceeds to step S333.

[0072] In step S333, the determination unit 12 determines whether the reception state for the smart key signal has transitioned to the key signal loss state or not; in other words, whether the reception state has transitioned to the non-reception state or not. More precisely, a negative determination is always made in step S333 the first time it is executed, and in the second and subsequent executions, it is determined whether a signal indicating that the signal has been lost has been received by the key radio wave receiver 82 after the previous execution of step S333. In a case where a positive determination is made in step S333, the determination unit 12 proceeds to step S337, and in a case where a negative determination is made, it proceeds to step S334.

[0073] In step S334, the determination unit 12 determines whether the elapsed time of timer 2 is less than T2 or not. However, in step S334, if timer 2 has not been started, particularly if step S337 has not been executed at least once, a negative determination is made. Step S337 can be executed multiple times, and the elapsed time of timer 2 evaluated in this step is the time elapsed since the last execution of step S337. If it is determined that timer 2 has been started and that the elapsed time of timer 2 is less than T2, the determination unit 12 returns to step S331. If it is determined that timer 2 has not been started or that the elapsed time of timer 2 is equal to or greater than T2, the determination unit 12 proceeds to step S335.

[0074] In step S335, the determination unit 12 determines whether the elapsed time of timer 1 is less than T1 or not. The elapsed time of timer 1 evaluated in this step is the time that has elapsed since the execution of step S330. If the determination unit 12 determines that the elapsed time is less than T1, it returns to step S331. If the determination unit 12 determines that the elapsed time of timer 1 is equal to or greater than T1, it proceeds to step S309. Since the processing after step S309 is similar to that of the first embodiment, its description is omitted.

[0075] In step S337, the destination unit 12 initializes timer 2 and returns to step S331. Specifically, when step S337 is executed for the first time, the counter value of timer 2 is set to 0, and timer 2 begins operating. When step S337 is executed a second time and thereafter, the counter value of timer 2 is reset to 0. Therefore, the counter value of timer 2 returns to 0 each time step S337 is executed. (Time diagram)

[0076] Fig. 14 and Fig. 15 are time diagrams according to the fourth embodiment and correspond Fig. 4 according to the first embodiment. Fig. 14 provides an example of a case in which the door is opened and closed, and Fig. 15 represents an example of a case in which the radio wave of the smart key is not detected. The configurations of the in the Fig. 14 and Fig. The 15 time diagrams shown are similar to those of the first embodiment. When comparing Fig. 14 with Fig. 15 is “Opening / Closing the Door”, which is the fourth point from the top in Fig. 14 is, in Fig. 15 is replaced by "key signal loss". The following is described below. Fig. 14 described, and then it Fig. 15 described.

[0077] At time t41, the user turns on a charging switch 8, and the charging readiness mode is set to ON by processing step S302. Next, when the user turns off the ignition switch 7 at time t42, an affirmative determination is made in step S304, and timer 1 is started in step S330. Since the charging gun is not inserted at time t42, a negative determination is made in step S331, and negative determinations are made in steps S332 and S333 because the door is not opened and closed, and there is no signal loss. A negative determination is made in step S334 because timer 2 has not been instructed. In step S335, the count value of timer 1 is less than T1, and processing therefore returns to step S331.

[0078] Then, if the door is opened and closed by the user at time t43, an affirmative determination is made in step S332, and timer 2 is started in step S337. If the loading gun G is inserted at time t44, an affirmative determination is made in step S331, and the loading routine begins. At time t44, a time equal to or greater than time T1 has elapsed since time t42 (the starting point), but the time elapsed since time t43 is less than T2. ​​Therefore, the affirmative determination in step S334 is maintained until time t44.

[0079] In Fig. If the user has moved away from vehicle C between time t42 and time t43, the reception state for the smart key signal has transitioned to the key signal loss state. Therefore, the key radio wave receiver 82 sends a message to the detection unit 11 indicating that the signal has been lost, and in step S333 an affirmative determination is made to start the timer 2. If the charging gun G is inserted at time t44, an affirmative determination is made in step S331, and the charging routine begins.

[0080] According to the fourth embodiment described above, the following actions and effects can be obtained.

[0081] (8) Vehicle C contains a door switch 81 which detects the opening and closing of the door of vehicle C. When the door switch 81 detects the opening and closing of the door of vehicle C, the determining unit 12 extends a time for maintaining the ON state of the main relay circuit 2.

[0082] (9) To start the vehicle C, a smart key that emits a radio wave is required. The vehicle control unit 10 is connected to the key radio wave receiver 82, which receives the radio waves emitted by the smart key. If the key radio wave receiver 82 cannot receive the radio waves from the smart key, in other words, if the transition from the receiving state to the non-receiving state occurs, the determining unit 12 assumes that the user holding the smart key has left the vehicle C for charging and extends the time for maintaining the ON state of the main relay circuit 2. (First modified example of the fourth embodiment)

[0083] The vehicle C can contain the door switch 81 and / or the key radio wave receiver 82. (Second modified example of the first fourth embodiment)

[0084] In the fourth embodiment described above, opening and closing the door are defined as a single, continuous process. However, opening only the door or closing only the door can also be defined as opening and closing the door. According to the present modified example, the time required to maintain the ON state of the main relay circuit 2 is extended even in a case where the user leaves the vehicle C and goes to the charging station S with the door open. (Third modified example of the fourth embodiment)

[0085] In the fourth embodiment described above, the focus is on ensuring that the receive state for the smart key signal transitions to the non-receive state. However, whether the smart key signal has been received or not can be determined by focusing on the receive state of the smart key signal itself. That is, in step S333 of Fig. Step 13 determines whether the smart key signal has been received or not, and if the smart key signal has been received, processing proceeds to step S337 to initialize timer 2.

[0086] In this case, if the user remains in vehicle C, a loop S331: NO, S332: NO, S333: YES, S337, S331,... is repeated. This loop can be repeated indefinitely, or a limit can be set for the number of repetitions of the loop, and the schedule can be modified so that the charging standby mode is set to OFF after a predetermined time, for example, one hour, has elapsed, even if the user remains in vehicle C.

[0087] According to the modified example presented here, the following actions and effects can be obtained.

[0088] (10) To start the vehicle C, a smart key that emits a radio wave is required. The vehicle control unit 10 is connected to the key radio wave receiver 82, which receives the radio waves emitted by the smart key. When the key radio wave receiver 82 receives the radio waves from the smart key, the destination unit 12 extends the time for maintaining the ON state of the main relay circuit 2, as the user holding the smart key remains in the vehicle C.

[0089] In the embodiments and modified examples described above, the configurations of the function blocks are merely an example. Some functional configurations represented as separate function blocks may be integrally configured, or a configuration shown in a function block diagram may be split into two or more functions. Additionally, some of the functions of each function block may be contained within another function block.

[0090] The embodiments and modified examples described above can be combined. Although various embodiments and modified examples have been described above, the present invention is not limited to their contents. Further aspects conceivable within the scope of the technical idea of ​​the present invention also fall within the protection of the present invention. Reference symbol list 1 battery 2 Main relay circuit 3 inverters 7 Ignition switches 8 charging switches 10 Vehicle control unit 11 Recognition unit 12 Unit of determination 13 Execution unit 30 Distance Calculation Device 31 GNSS receivers 32 charging card storage unit 33 Unit of Calculation 34A Vehicle short-range communication unit 34 Vehicle communication unit 35 update units 81 door switches 82 key radio wave receivers QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2018207683 A

[0003]

Claims

[1] Relay control device controlling a relay circuit mounted on a vehicle, which connects an inverter circuit driving a motor mounted on the vehicle and a battery, the relay control device comprising: an end-of-travel detection unit that detects that the vehicle's journey has ended; and a determining unit that determines the possibility that the battery will be supplied with power from an external source, and, based on this determination, controls the time between the end of the vehicle's journey and the switching off of the relay circuit. [2] Relay control device according to claim 1, further comprising a detection unit that detects an intention of a user who is an occupant of the vehicle to charge the battery via hardware, wherein, when the detection unit detects the intention of the user to charge the battery, the determination unit maintains an ON state of the relay circuit for at least a first predetermined period of time after the end detection unit has detected an end of the journey. [3] Relay control device according to claim 2, wherein the detection unit detects the user's intention to charge the battery based on the detection of the user pressing a predetermined button and a processing result of a speech recognition device that detects an utterance of the user. [4] Relay control device according to claim 1, further comprising a distance calculation unit which calculates a distance to a charging station which is a device configured to charge the battery, wherein, when it is detected that the distance between the vehicle and the charging station is less than a predetermined distance, the determination unit maintains an ON state of the relay circuit for at least a first predetermined time period after the end detection unit has detected an end of the journey. [5] Relay control device according to claim 4, wherein the distance calculation unit comprises a position calculation unit that calculates position information of the vehicle and a charging card storage unit that stores position information of the charging station, and the calculation unit calculates the distance between the vehicle and the charging station using the position information of the vehicle calculated by the position calculation unit and the position information of the charging station stored in the charging card storage unit. [6] Relay control device according to claim 5, further comprising: a communication unit configured to communicate with an exterior of the vehicle; and an update unit that updates the charging station's position information stored in the charging card storage unit based on communication using the communication unit. [7] Relay control device according to claim 1, wherein the vehicle includes an in-vehicle communication unit configured to communicate with a station communication device contained in the charging station, which is a device configured to charge the battery, and the determining unit determines, based on the communication between the in-vehicle communication unit and the station communication device, a way for the battery to be powered from the outside. [8] Relay control device according to claim 1, wherein the vehicle further includes a door switch that detects the opening and closing of a vehicle door, and the determining unit extends a time to maintain an ON state of the relay circuit when the door switch detects the opening and closing of the vehicle door. [9] Relay control device according to claim 1, wherein a key which emits a radio wave is required to start the vehicle, the relay control device is connected to a receiver that receives the radio wave, and The determining unit extends the time to maintain an ON state of the relay circuit if the radio wave cannot be received by the receiver. [10] Relay control device according to claim 1, wherein a key which emits a radio wave is required to start the vehicle, the relay control device is connected to a receiver that receives the radio wave, and The determining unit extends the time to maintain an ON state of the relay circuit when the radio wave is received by the receiver. [11] Relay control method, wherein a computer controls a relay circuit mounted on a vehicle, which connects an inverter circuit that drives a motor mounted on the vehicle and a battery, the relay control method comprising: Detect that the vehicle's journey has ended; and Determining a way for the battery to be powered externally, and based on this determination, controlling a time between the end of the vehicle's journey and the switching off of the relay circuit.