Electric vehicle

Abstract

To effectively prevent malfunctions from occurring in an electric vehicle due to a request from an external charging facility while a power supply connector of the external charging facility is connected to an inlet of the electric vehicle.SOLUTION: An electric vehicle disclosed herein includes: a battery; an inlet to which a power supply connector of an external charging facility is connected; a specific on-board device that is powered by an auxiliary battery and is used to charge the battery; and a control device that starts up the specific on-board device in response to a start-up request periodically transmitted from the external charging facility while the power supply connector is connected to the inlet, and stops the specific on-board device in response to a stop of transmission of the start-up request. The control device prohibits a startup of the specific on-board device in response to a startup request when charging of the battery is stopped and a physical quantity representing an amount of power consumed by the specific on-board device becomes equal to or exceeds a predetermined threshold while the power supply connector is connected to the inlet.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present disclosure relates to an electric vehicle capable of charging a battery with power from an external charging facility.

Background Art

[0002] Conventionally, a vehicle including a battery and a control device having an arithmetic unit and a storage unit, and capable of charging the battery with power from a charging stand is known (see, for example, Patent Document 1). In this vehicle, when a charging abnormality is confirmed by the arithmetic unit after charging of the battery at a charging stand that does not conform to the standard, the abnormality information and countermeasure control related to the charging abnormality are associated with the stand information of the charging stand and stored in the storage unit. Further, when charging the battery at the same or different charging stand thereafter, the control device requests the charging stand for the countermeasure control stored in the storage unit or the countermeasure control set based on the abnormality information.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, when the battery of the vehicle is charged with power from an external charging facility, various signals are transmitted from the external charging facility to the vehicle from when the power supply connector of the external charging facility is connected to the inlet of the vehicle until it is removed. And, in the vehicle as described above, when a request that is not determined as abnormal on the vehicle side is transmitted from the external charging facility, processing corresponding to the request is executed on the vehicle side. However, depending on the content of the request from the external charging facility, there is a possibility that a problem may occur on the vehicle side by executing the processing corresponding to the request on the vehicle side.

[0005] Therefore, the main object of the present disclosure is to preferably suppress the occurrence of problems in an electric vehicle due to a request from an external charging facility while the power supply connector of the external charging facility is connected to the inlet of the electric vehicle.

Means for Solving the Problems

[0006] The electric vehicle of the present disclosure includes a battery and an inlet to which a power supply connector of an external charging facility is connected, and in the electric vehicle capable of charging the battery with the power supplied from the external charging facility to the inlet via the power supply connector, a predetermined in-vehicle device that uses an auxiliary battery as a power source and is used for charging the battery, and a control device that activates the predetermined in-vehicle device in response to an activation request periodically transmitted from the external charging facility while the power supply connector is connected to the inlet, and stops the predetermined in-vehicle device in response to the stop of transmission of the activation request, and prohibits the activation of the predetermined in-vehicle device in response to the activation request when a physical quantity representing the power consumption of the predetermined in-vehicle device becomes equal to or greater than a predetermined threshold while the charging of the battery is stopped and the power supply connector is connected to the inlet.

[0007] The electric vehicle of the present disclosure is capable of charging a battery with electric power supplied from an external charging facility to an inlet via a power supply connector, and includes a predetermined in-vehicle device that uses an auxiliary battery as a power source and is used for charging the battery, and a control device. The control device activates a predetermined in-vehicle device in response to an activation request periodically transmitted from an external charging facility while the power supply connector is connected to the inlet, and stops the predetermined in-vehicle device in response to the stop of transmission of the activation request. Here, when the in-vehicle device is activated in response to an activation request from an external charging facility, electric power from the auxiliary battery is supplied to the predetermined in-vehicle device until the transmission of the activation request is stopped by the external charging facility. For this reason, if an activation request is repeatedly transmitted from an external charging facility while the charging of the battery is stopped with the power supply connector connected to the inlet, the remaining capacity of the auxiliary battery decreases, and in some cases, the auxiliary battery may enter an over-discharged state (battery over-drawn state). In view of this, the control device of the vehicle of the present disclosure prohibits the activation of a predetermined in-vehicle device in response to an activation request from an external charging facility when a physical quantity representing the power consumption of the predetermined in-vehicle device becomes equal to or greater than a predetermined threshold while the charging of the battery is stopped and the power supply connector of the external charging facility is connected to the inlet. Thereby, even if an activation request is repeatedly transmitted from an external charging facility while the charging of the battery is stopped with the power supply connector connected to the inlet, it is possible to suppress a decrease in the remaining capacity of the auxiliary battery so that the auxiliary battery does not enter an over-discharged state (battery over-drawn state). As a result, in the electric vehicle of the present disclosure, it is possible to preferably suppress the occurrence of a problem due to a request from the external charging facility while the power supply connector of the external charging facility is connected to the inlet of the electric vehicle.

[0008] Further, the physical quantity may be the number of activations of the predetermined in-vehicle device while the charging of the battery is stopped and the power supply connector is connected to the inlet.

[0009] Furthermore, the physical quantity may be the operating time of the predetermined in-vehicle device while the charging of the battery is stopped and the power supply connector is connected to the inlet.

[0010] Also, the physical quantity may be the amount of discharged electric power of the auxiliary battery while the charging of the battery is stopped and the power supply connector is connected to the inlet.

[0011] Furthermore, when the power supply connector is removed from the inlet, the control device may release the prohibition of starting the predetermined in-vehicle device in response to the start request and reset the physical quantity to zero.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0013] Next, embodiments for carrying out the invention of the present disclosure will be described with reference to the drawings.

[0014] FIG. 1 is a schematic configuration diagram showing an electric vehicle 1 of the present disclosure. The electric vehicle 1 shown in the figure includes a battery (power storage device) 2, a normally open system main relay SMR, a power control unit (hereinafter referred to as "PCU") 3, an auxiliary battery 4 with a voltage lower than that of the battery 2, and a motor generator MG, and is a battery electric vehicle (BEV). However, the electric vehicle 1 may be a plug-in hybrid vehicle (PHEV) including an internal combustion engine (engine) in addition to the battery 2 and the motor generator MG.

[0015] The battery 2 is, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery having a rated output voltage of 200 to 800V. A positive power line PL is connected to the positive terminal of the battery 2 via a positive relay of the system main relay SMR. A negative power line NL is connected to the negative terminal of the battery 2 via a negative relay of the system main relay SMR.

[0016] The PCU 3 includes an inverter (drive circuit) 3i that drives the motor generator MG, a boost converter 3c, etc., and is connected to the battery 2 via the positive power line PL, the negative power line NL, and the system main relay SMR. The auxiliary battery 4 is, for example, a lead-acid battery having a rated output voltage of about 12V. The auxiliary battery 4 supplies power (including excitation power) to auxiliary devices such as an electronic control unit, a relay, and a sensor, which are in-vehicle devices of the electric vehicle 1.

[0017] The motor generator MG is a synchronous generator motor (three-phase AC motor). The rotor of the motor generator MG is connected to a drive shaft DS that is connected to drive wheels DW via a power transmission mechanism including a reduction gear and a differential gear. The motor generator MG is driven by the power from the PCU 3 (battery 2) and outputs a driving torque (driving force) to the drive shaft DS. Also, the motor generator MG outputs a regenerative braking torque to the drive shaft DS when the electric vehicle 1 brakes.

[0018] Furthermore, as shown in FIG. 1, the electric vehicle 1 includes a charging inlet 5 and power equipment 6. The charging inlet 5 is disposed inside a charging lid (not shown) provided on the vehicle body of the electric vehicle 1 and is connected to the power equipment 6. The charging inlet 5 includes an AC receptacle (not shown) to which the power supply connector 51 of the external charging facility 50 is connected (inserted). The external charging facility 50 is, for example, a charging stand including an AC charger to which the power supply connector 51 is connected via a charging cable, a control device 55, and the like.

[0019] The power equipment 6 includes an AC / DC converter and a DC / DC converter, and is connected to the positive power line PL and the negative power line NL between the system main relay SMR and the PCU 3 via the charging relay CHR. When the charging relay CHR and the system main relay SMR are closed, the AC receptacle of the charging inlet 5 is connected to the battery 2 via the power equipment 6 and the like. Thereby, when the power supply connector 51 of the external charging facility 50 is connected to the charging inlet 5, the battery 2 can be charged with the power supplied from outside the vehicle via the power supply connector 51 and the like.

[0020] Furthermore, the electric vehicle 1 includes a battery electronic control unit (hereinafter referred to as "battery ECU") 8 that manages the battery 2 and a charging electronic control unit (hereinafter referred to as "charging ECU") 10. The battery ECU 8 includes a microcomputer having a CPU, ROM, RAM, a storage device, and the like (not shown). The battery ECU 8 acquires the voltage between the terminals of the battery 2, the charge and discharge current, the temperature, etc. from the corresponding sensors, and calculates the SOC, the allowable charging power Win, the allowable discharging power Wout, etc. of the battery 2 based on these physical quantities. The charging ECU 10 includes a microcomputer having a CPU, ROM, RAM 10a, backup RAM 10b, a storage device, and the like. The RAM 10a of the charging ECU 10 is a volatile memory, and the backup RAM 10b is powered by the auxiliary battery 4 so as to continuously hold information when the electric vehicle 1 is in a sleep state.

[0021] The charging ECU 10 exchanges information with the battery ECU 8, controls the electrical equipment 6, and controls the opening and closing of the charging relay CHR. Also, when the power supply connector 51 of the external charging facility 50 is connected to the charging inlet 5 (AC receptacle) of the electric vehicle 1, the charging ECU 10 is connected to the control device 55 of the external charging facility 50 via a communication line (not shown). The control device 55 includes a microcomputer having a CPU, ROM, RAM, storage device, etc. (not shown), and exchanges various information such as a startup request for the electric vehicle 1 with the charging ECU 10 to control the electrical equipment of the external charging facility 50.

[0022] In this embodiment, after the power supply connector 51 is connected to the charging inlet 5, the charging ECU 10 is activated in response to a startup request (pulse signal) from the external charging facility 50. Further, the charging ECU 10 sets the startup prohibition flag Fp stored in the backup RAM 10b to "0" to permit the startup of a predetermined in-vehicle device used for charging the battery 2 in response to the startup request, and starts supplying power from the auxiliary battery 4 to the predetermined in-vehicle device. In this embodiment, the predetermined in-vehicle devices include corresponding sensors connected to the charging ECU 10, the system main relay SMR, the charging relay CHR, the battery ECU 8, and corresponding sensors connected to the battery ECU 8. Also, when the transmission of the startup request (pulse signal) from the external charging facility 50 to the charging ECU 10 stops, the charging ECU 10 stops supplying power from the auxiliary battery 4 to a predetermined in-vehicle device such as the battery ECU 8 activated in response to the startup request. Then, when the predetermined in-vehicle device stops, the electric vehicle 1 including the charging ECU 10 shifts to the sleep state.

[0023] Figure 2 is a flowchart showing a routine repeatedly executed at predetermined time intervals (very short time intervals) by the charging ECU 10 while the power supply connector 51 of the external charging facility 50 is connected to the charging inlet 5 (AC receptacle) of the electric vehicle 1.

[0024] When the execution timing of the routine in FIG. 2 arrives, the charging ECU 10 acquires information such as the value of the connector connection flag, the value of the count completion flag F, and the value of the charging flag (step S100). The connector connection flag is set to "0" when the power supply connector 51 of the external charging facility 50 is not connected to the charging inlet 5, and is set to "1" when the power supply connector 51 of the external charging facility 50 is connected to the charging inlet 5. The count completion flag F is set to "1" when a predetermined process is executed. The charging flag is set to "0" when the charging of the battery 2 is stopped, and is set to "1" when the battery 2 is being charged. In the present embodiment, the values of the connector connection flag and the charging flag are stored in the backup RAM 10b described above. Also, the value of the count completion flag F is stored in the RAM 10a and is reset to "0" when the electric vehicle 1 (charging ECU 10) shifts to the sleep state.

[0025] Next, the charging ECU 10 determines whether or not the power supply connector 51 is connected to the charging inlet 5 based on the value of the connector connection flag acquired in step S100 (step S110). When the power supply connector 51 is connected to the charging inlet 5 (step S110: YES), the charging ECU 10 determines whether or not the value of the count completion flag F acquired in step S100 is "0" (step S120). When the value of the count completion flag F is "0" (step S120: YES), the charging ECU 10 checks whether or not a start request (pulse signal) is being transmitted from the external charging facility 50 (control device 55) including the power supply connector 51 (step S130).

[0026] When a startup request is not being sent from the external charging device 50 (step S140: NO), the charging ECU 10 skips the subsequent processing and temporarily ends the routine of FIG. 2. Also, when a startup request is being sent from the external charging device 50 (step S140: YES), the charging ECU 10 determines whether the charging of battery 2 has been stopped based on the value of the charging flag acquired in step S100 (step S150). When the value of the charging flag is "1" and the charging of battery 2 is being carried out (step S150: NO), the charging ECU 10 resets the value of a predetermined counter C stored in the backup RAM 10b to zero (step S200) and temporarily ends the routine of FIG. 2.

[0027] Also, when the value of the charging flag is "0" and the charging of battery 2 has been stopped (step S150: YES), the charging ECU 10 increments the counter C stored in the backup RAM 10b (step S160), and further sets the count completion flag F stored in the RAM 10a to "1" (step S170). Subsequently, the charging ECU 10 determines whether the counter C is equal to or greater than a predetermined threshold value Cref (step S180). When the counter C is less than the threshold value Cref (step S180: NO), the charging ECU 10 temporarily ends the routine of FIG. 2 at that time. In this case, the charging ECU 10 separately starts a predetermined in-vehicle device such as the battery ECU 8 in response to the startup request from the external charging device 50. Power from the auxiliary battery 4 is continuously supplied to the predetermined in-vehicle device started in response to the startup request until the transmission of the startup request (pulse signal) by the external charging device 50 is stopped.

[0028] Also, after the count completion flag F is set to "1" in step S170, if the processes after step S100 are executed, a negative determination is made in step S120 and the subsequent processes are skipped. That is, after the count completion flag F is once set to "1" in step S170, the counter C is not incremented until the count completion flag F is reset in response to the transition to the sleep state. Therefore, the counter C corresponds to the number of activations of the above-described predetermined in-vehicle device (and the number of activation requests from the external charging facility 50) while the charging of the battery 2 is stopped and the power supply connector 51 is connected to the charging inlet 5.

[0029] On the other hand, when the counter C is equal to or greater than the threshold value Cref (step S180: YES), the charging ECU 10 sets the activation prohibition flag Fp stored in the backup RAM 10b to "1" (step S190) in order to prohibit the activation of the above-described predetermined in-vehicle device in response to the activation request from the external charging facility 50, and once terminates the routine of FIG. 2. When the charging ECU 10 once sets the activation prohibition flag Fp to "1" in step S190, the activation prohibition flag Fp is maintained at "1" even if an activation request is transmitted from the external charging facility 50 thereafter. Therefore, when the activation prohibition flag Fp is set to "1" in step S190, thereafter, even if an activation request is transmitted from the external charging facility 50, a predetermined in-vehicle device such as the battery ECU 8 is not activated, and the electric vehicle 1 is maintained in the sleep state.

[0030] Also, when the charging ECU 10 determines that the power supply connector 51 is not connected to the charging inlet 5 based on the value of the connector connection flag acquired in step S100 (step S110: NO), the charging ECU 10 sets the activation prohibition flag Fp stored in the backup RAM 10b to "0" (step S195) in order to permit the activation of the above-described predetermined in-vehicle device in response to the activation request from the external charging facility 50. Further, the charging ECU 10 resets the counter C to zero (step S200) and once terminates the routine of FIG. 2.

[0031] As a result of executing the routine of FIG. 2 as described above, in the electric vehicle 1, while the power supply connector 51 of the external charging facility 50 is connected to the charging inlet 5 and the charging of the battery 2 is stopped, as shown in FIG. 3, a predetermined in-vehicle device such as the battery ECU 8 is activated in response to an activation request from the external charging facility 50 (see time t1 in FIG. 3). Further, the charging ECU 10 stops a predetermined in-vehicle device such as the battery ECU 8 (see time t2 in FIG. 3) in response to the stop of the transmission of the activation request by the external charging facility 50, and shifts the electric vehicle 1 to the sleep state.

[0032] Here, among the control devices 55 of the external charging facility 50, there are those that periodically repeat transmitting an activation request to the electric vehicle 1 while the charging of the battery 2 is completed (charging is stopped) and the power supply connector 51 is connected to the charging inlet 5 of the electric vehicle 1. For example, one such control device 55 continuously outputs a pulse signal as an activation request for a predetermined time, then stops the output of the pulse signal for, for example, several seconds to 30 seconds, and then continuously outputs the pulse signal for a predetermined time again. Further, when a predetermined in-vehicle device is activated in response to an activation request from the external charging facility 50, power is supplied to the predetermined in-vehicle device from the auxiliary battery 4 until the transmission of the activation request is stopped by the external charging facility 50. Therefore, if the activation request is repeatedly transmitted from the external charging facility 50 while the power supply connector 51 is connected to the charging inlet 5 and the charging of the battery 2 is stopped, the remaining capacity of the auxiliary battery 4 decreases, and in some cases, the auxiliary battery 4 may enter an over-discharged state (battery over-discharge state).

[0033] Based on this, in the electric vehicle 1, when the charging of the battery 2 is stopped and while the power supply connector 51 of the external charging facility 50 is connected to the charging inlet 5, when a counter C corresponding to the number of startups of a predetermined in-vehicle device reaches a value equal to or greater than a predetermined threshold value Cref (step S180: YES, refer to time t3 in FIG. 3), the charging ECU 10 prohibits the startup of a predetermined in-vehicle device in response to a startup request from the external charging facility 50 (step S190). As a result, even if a startup request is repeatedly transmitted from the external charging facility 50 while the charging of the battery 2 is stopped with the power supply connector 51 still connected to the charging inlet 5, it is possible to suppress a decrease in the remaining capacity of the auxiliary battery 4 so that the auxiliary battery 4 does not enter an over-discharged state (battery rise state). As a result, in the electric vehicle 1, it is possible to satisfactorily suppress the occurrence of problems due to a startup request from the external charging facility 50 while the power supply connector 51 of the external charging facility 50 is connected to the charging inlet 5 of the electric vehicle 1.

[0034] Also, the counter C corresponds to the number of startups of a predetermined in-vehicle device (such as the battery ECU 8, etc.) while the charging of the battery 2 is stopped and the power supply connector 51 is connected to the charging inlet 5, and represents the power consumption amount of the predetermined in-vehicle device while the charging of the battery 2 is stopped and the power supply connector 51 is connected to the charging inlet 5. That is, the power consumption amount consumed by a predetermined in-vehicle device such as the battery ECU 8 from when it is started in response to a startup request from the external charging facility 50 until it stops can be estimated in advance. Therefore, by incrementing the counter C to count the number of startups of a predetermined in-vehicle device, it becomes possible to appropriately grasp the power consumption amount by the predetermined device while the charging of the battery 2 is stopped and the power supply connector 51 is connected to the charging inlet 5. As a result, if the startup of a predetermined in-vehicle device in response to a startup request from the external charging facility 50 is prohibited when the counter C reaches a value equal to or greater than a predetermined threshold value Cref (step S180: YES, S190), it is possible to extremely satisfactorily suppress a decrease in the remaining capacity of the auxiliary battery 4.

[0035] Furthermore, when the power supply connector 51 is removed from the charging inlet 5 (step S110: NO, see time t4 in FIG. 3), the charging ECU 10 releases the prohibition of starting a predetermined in-vehicle device in response to a start request (step S195), and resets a counter C, which is a physical quantity corresponding to the power consumption of the predetermined in-vehicle device, to zero (step S200). This makes it possible to smoothly start charging the battery 2 with the power from the external charging facility 50 when the power supply connector 51 is reconnected to the charging inlet 5.

[0036] FIG. 4 is a flowchart showing another routine that can be repeatedly executed at predetermined time intervals (micro time intervals) by the charging ECU 10 while the power supply connector 51 of the external charging facility 50 is connected to the charging inlet 5 (AC receptacle) of the electric vehicle 1.

[0037] When the execution timing of the routine in FIG. 4 arrives, the charging ECU 10 acquires necessary information such as the value of the connector connection flag and the value of the charging flag (step S100), and determines whether the power supply connector 51 is connected to the charging inlet 5 (step S110). If the power supply connector 51 is connected to the charging inlet 5 (step S110: YES), the charging ECU 10 checks whether a start request has been transmitted from the external charging facility 50 (control device 55) including the power supply connector 51 (step S130).

[0038] If no start request has been transmitted from the external charging facility 50 (step S140: NO), the charging ECU 10 skips the subsequent processing and temporarily ends the routine in FIG. 4. If a start request has been transmitted from the external charging facility 50 (step S140: YES), the charging ECU 10 determines whether the charging of the battery 2 has been stopped (step S150). If the charging of the battery 2 is being performed (step S150: NO), the charging ECU 10 resets a predetermined counter Ct stored in the backup RAM 10b to zero (step S200B) and temporarily ends the routine in FIG. 4.

[0039] Also, when the charging of the battery 2 is stopped (step S150: YES), the charging ECU 10 increments the counter Ct stored in the backup RAM 10b (step S160B), and further determines whether the counter Ct is equal to or greater than a predetermined threshold value Ctref (step S180B). When the counter Ct is less than the threshold value Ctref (step S180B: NO), the charging ECU 10 temporarily ends the routine of FIG. 4 at that time. In this case, the charging ECU 10 separately activates predetermined in-vehicle devices such as the battery ECU 8 in response to a startup request from the external charging facility 50. Also, the counter Ct is incremented each time the routine of FIG. 4 is executed while the power supply connector 51 is connected to the charging inlet 5 (AC receptacle) of the electric vehicle 1 and a startup request is being transmitted from the external charging facility 50. Therefore, the counter C corresponds to the operating time of the predetermined in-vehicle devices while the charging of the battery 2 is stopped and the power supply connector 51 is connected to the charging inlet 5, that is, the time during which power is being supplied from the auxiliary battery 4.

[0040] On the other hand, when the counter C is equal to or greater than the threshold value Ctref (step S180B: YES), the charging ECU 10 sets the startup prohibition flag Fp stored in the backup RAM 10b to "1" to prohibit the startup of the predetermined in-vehicle devices in response to a startup request from the external charging facility 50 (step S190), and temporarily ends the routine of FIG. 4. When the startup prohibition flag Fp is set to "1" in step S190, thereafter, even if a startup request is transmitted from the external charging facility 50, the predetermined in-vehicle devices such as the battery ECU 8 are not started, and the electric vehicle 1 is maintained in the sleep state. Also, when the charging ECU 10 determines that the power supply connector 51 is not connected to the charging inlet 5 (step S110: NO), it sets the startup prohibition flag Fp to "0" to permit the startup of the predetermined in-vehicle devices in response to a startup request from the external charging facility 50 (step S195). Further, the charging ECU 10 resets the counter Ct to zero (step S200B) and temporarily ends the routine of FIG. 4.

[0041] Even if the routine of FIG. 4 as described above is executed in the electric vehicle 1, it is possible to satisfactorily suppress the occurrence of a problem in the electric vehicle 1 due to a startup request from the external charging facility 50 while the power supply connector 51 of the external charging facility 50 is connected to the charging inlet 5, in the same manner as when the routine of FIG. 2 is executed. Further, the counter Ct corresponds to the operating time of a predetermined in-vehicle device (such as the battery ECU 8) while the charging of the battery 2 is stopped and the power supply connector 51 is connected to the charging inlet 5. Therefore, by incrementing the counter C and counting the operating time of the predetermined in-vehicle device, it becomes possible to appropriately grasp the power consumption amount by the predetermined device while the charging of the battery 2 is stopped and the power supply connector 51 is connected to the charging inlet 5. As a result, if the startup of a predetermined in-vehicle device in response to a startup request from the external charging facility 50 is prohibited when the counter Ct becomes equal to or greater than a predetermined threshold value Ctref (step S180: YES, S190), it is possible to extremely satisfactorily suppress the decrease in the remaining capacity of the auxiliary battery 4.

[0042] FIG. 5 is a flowchart showing still another routine that can be repeatedly executed at predetermined time intervals (micro time intervals) by the charging ECU 10 while the power supply connector 51 of the external charging facility 50 is connected to the charging inlet 5 (AC receptacle) of the electric vehicle 1.

[0043] When the execution timing of the routine of FIG. 5 arrives, the charging ECU 10 executes the processes of steps S100 - S130. If a startup request has not been transmitted from the external charging facility 50 (step S140: NO), the charging ECU 10 skips the subsequent processes and temporarily ends the routine of FIG. 5. Further, if a startup request has been transmitted from the external charging facility 50 (step S140: YES), the charging ECU 10 determines whether the charging of the battery 2 has stopped (step S150). If the charging of the battery 2 is being performed (step S150: NO), the charging ECU 10 resets the discharge power amount D of the auxiliary battery 4 stored in the backup RAM 10b to zero (step S200C) and temporarily ends the routine of FIG. 5.

[0044] Also, when the charging of the battery 2 is stopped (step S150: YES), the charging ECU 10 calculates the discharge power amount D of the auxiliary battery 4, and stores the calculated value of the discharge power amount D in the backup RAM 10b (step S160C). In step S160C, the charging ECU 10 calculates the discharge power amount D by integrating the product value (discharge power) of the discharge current of the auxiliary battery 4 detected by a current sensor (not shown) and the voltage of the auxiliary battery 4 detected by a voltage sensor (not shown). Further, the charging ECU 10 determines whether or not the discharge power amount D is equal to or greater than a predetermined threshold value Dref (step S180C). When the discharge power amount D is less than the threshold value Dref (step S180C: NO), the charging ECU 10 temporarily ends the routine of FIG. 5 at that time. In this case, the charging ECU 10 separately activates predetermined in-vehicle devices such as the battery ECU 8 in response to a startup request from the external charging facility 50.

[0045] On the other hand, when the discharge power amount D is equal to or greater than the threshold value Dref (step S180C: YES), the charging ECU 10 sets the startup prohibition flag Fp to "1" in order to prohibit the startup of the above-mentioned predetermined in-vehicle devices in response to a startup request from the external charging facility 50 (step S190), and temporarily ends the routine of FIG. 5. When the startup prohibition flag Fp is set to "1" in step S190, thereafter, even if a startup request is transmitted from the external charging facility 50, predetermined in-vehicle devices such as the battery ECU 8 will not be started, and the electric vehicle 1 is maintained in a sleep state. Further, when the charging ECU 10 determines that the power supply connector 51 is not connected to the charging inlet 5 (step S110: NO), the charging ECU 10 sets the startup prohibition flag Fp to "0" in order to permit the startup of the above-mentioned predetermined in-vehicle devices in response to a startup request from the external charging facility 50 (step S195). Further, the charging ECU 10 resets the discharge power amount D to zero (step S200C), and temporarily ends the routine of FIG. 5.

[0046] Even if the routine of FIG. 5 as described above is executed in the electric vehicle 1. Similar to the case where the routine of FIG. 2 or FIG. 4 is executed, while the power supply connector 51 of the external charging facility 50 is connected to the charging inlet 5, it is possible to satisfactorily suppress the occurrence of a malfunction in the electric vehicle 1 due to a startup request from the external charging facility 50. That is, by comparing the discharge power amount D of the auxiliary battery 4 while the charging of the battery 2 is stopped and the power supply connector 51 is connected to the charging inlet 5 with the threshold value Dref, it is possible to extremely satisfactorily suppress the decrease in the remaining capacity of the auxiliary battery 4.

[0047] Note that the external charging facility 50 includes an AC charger, but is not limited thereto, and may be, for example, a rapid charging stand including a DC charger to which a power supply connector is connected via a charging cable, etc. Further, the charging inlet 5 of the electric vehicle 1 may include a DC receptacle (not shown) connected to the positive power line PL and the negative power line NL via a relay, and a power supply connector of a DC type external charging facility may be connected (inserted) to the DC receptacle.

[0048] Further, the invention of the present disclosure is not limited to the above-described embodiments at all, and it goes without saying that various changes can be made within the scope of the extension of the present disclosure. Furthermore, the above-described embodiments are merely specific forms of the invention described in the summary section of the invention, and do not limit the elements of the invention described in the summary section of the invention.

Industrial Applicability

[0049] The invention of the present disclosure can be used in the manufacturing industry of electric vehicles and the like.

Explanation of Reference Numerals

[0050] 1 Electric vehicle, 2 Battery, 3 Power control unit (PCU), 4 Auxiliary battery, 5 Charging inlet, 6 Electrical equipment, 8 Battery electronic control unit (Battery ECU), 10 Charging electronic control unit (Charging ECU), 10a RAM, 10b Backup RAM, 50 External charging equipment, 51 Power supply connector, 55 Control device, MG Motor generator.

Claims

1. An electric vehicle including a battery and an inlet to which a power supply connector of external charging equipment is connected, and capable of charging the battery with electric power supplied from the external charging equipment to the inlet via the power supply connector, a predetermined in-vehicle device that uses an auxiliary battery as a power source and is used for charging the battery, a control device that activates the predetermined in-vehicle device in response to an activation request periodically transmitted from the external charging equipment while the power supply connector is connected to the inlet, and stops the predetermined in-vehicle device in response to the stop of transmission of the activation request, and prohibits the activation of the predetermined in-vehicle device in response to the activation request when a physical quantity representing the power consumption of the predetermined in-vehicle device becomes equal to or greater than a predetermined threshold while the charging of the battery is stopped and the power supply connector is connected to the inlet, An electric vehicle comprising the above.

2. In the electric vehicle according to Claim 1, the physical quantity is the number of activations of the predetermined in-vehicle device while the charging of the battery is stopped and the power supply connector is connected to the inlet.

3. In the electric vehicle according to Claim 1, the physical quantity is the operating time of the predetermined in-vehicle device while the charging of the battery is stopped and the power supply connector is connected to the inlet.

4. In the electric vehicle according to Claim 1, the physical quantity is the discharge electric energy of the auxiliary battery while the charging of the battery is stopped and the power supply connector is connected to the inlet.

5. In the electric vehicle according to any one of Claims 1 to 4, when the power supply connector is removed from the inlet, the control device releases the prohibition of activation of the predetermined in-vehicle device in response to the activation request and resets the physical quantity to zero.

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