Control device

Abstract

To avoid inconvenience to users due to inability to charge.SOLUTION: An ECU is a control device for controlling the charging of an electric vehicle. The electric vehicle includes an AC inlet, a first lid for blocking the AC inlet, an AC / DC inlet, and a second lid for blocking the AC / DC inlet. The ECU sets the other lid to a locked state (step S112, step S122) when one of a first lid and a second lid is opened. This thereby avoids a state in which a plurality of lids is opened.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] This disclosure relates to a control device, and more particularly to a control device for controlling the charging of a vehicle.

Background Art

[0002] Conventionally, there has been a charging system that prohibits charging when a plurality of lids provided on a plurality of inlets for charging are open (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, since charging cannot be performed when a plurality of lids are open, the user feels inconvenience.

[0005] This disclosure has been made to solve the above-described problems, and an object thereof is to provide a control device capable of avoiding the user feeling inconvenience due to inability to charge.

Means for Solving the Problems

[0006] The control device according to this disclosure is a control device that controls the charging of a vehicle. The vehicle includes a first inlet, a first lid for closing the first inlet, a second inlet, and a second lid for closing the second inlet. The control device locks the other lid when one of the first lid and the second lid is opened.

[0007] According to such a configuration, it is possible to avoid a state in which a plurality of lids are open. As a result, it is possible to provide a control device that can avoid the user feeling inconvenience due to being unable to charge.

[0008] When one lid is closed, the control device may unlock the other lid.

[0009] According to such a configuration, it is possible to avoid a state in which a plurality of lids are open. As a result, it is possible to avoid the user feeling inconvenience due to being unable to charge.

[0010] According to another aspect of this disclosure, the control device is a control device that controls charging of a vehicle. The vehicle includes a first inlet, a first lid for closing the first inlet, a second inlet, and a second lid for closing the second inlet. When one of the first lid and the second lid is opened, if the other lid is open, the control device automatically closes the other lid.

[0011] According to such a configuration, it is possible to avoid a state in which a plurality of lids are open. As a result, it is possible to provide a control device that can avoid the user feeling inconvenience due to being unable to charge.

[0012] The control device may lock the other lid after closing it. According to such a configuration, it is possible to further avoid a state in which a plurality of lids are open. As a result, it is possible to avoid the user feeling inconvenience due to being unable to charge.

[0013] The first inlet is for single-phase AC charging, the second inlet is for both single-phase AC charging and DC charging. The first inlet includes a first terminal which is one of the live terminal and the neutral terminal of single-phase AC, and a second terminal which is the other terminal. The second inlet includes a third terminal which also serves as the positive terminal of DC and one of the terminals, and a fourth terminal which also serves as the negative terminal of DC and the other terminal. The first terminal and the second terminal may be electrically connected to the third terminal and the fourth terminal respectively.

[0014] According to such a configuration, even when the first inlet and the second inlet are electrically connected, it is avoided that a plurality of lids are in an open state. Therefore, even if a charging voltage is applied to one of the first inlet and the second inlet, since the lid of the other inlet is closed, it is possible to avoid the user being affected by the charging voltage applied to the other inlet.

Effect of the Invention

[0015] According to this disclosure, it is possible to provide a control device that can avoid the user feeling inconvenient due to inability to charge.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Figure 4

Modes for Carrying Out the Invention

[0017] FIG. 1 is an overall configuration diagram of an electric vehicle 1 equipped with a battery system S according to this embodiment. In this embodiment, the electric vehicle 1 is, for example, an electric car. The electric vehicle 1 includes a motor generator (MG) 10 which is a rotary electric machine, a power transmission gear 20, drive wheels 30, a power control unit (PCU) 40, a system main relay (SMR) 50, a battery 100, a monitoring unit 200, and an electronic control unit (ECU) 300 which is an example of a control device.

[0018] MG10 is, for example, an embedded structure permanent magnet synchronous motor (IPM motor), and has a function as a motor and a function as a generator. The output torque of MG10 is transmitted to the drive wheels 30 via a power transmission gear 20 configured to include a speed reducer, a differential device, and the like.

[0019] During braking of the electric vehicle 1, MG10 is driven by the drive wheels 30, and MG10 operates as a generator. Thereby, MG10 also functions as a braking device that performs regenerative braking to convert the kinetic energy of the electric vehicle 1 into electric power. The regenerative power generated by the regenerative braking force in MG10 is stored in the battery 100.

[0020] PCU40 is a power conversion device that converts power bidirectionally between MG10 and the battery 100. PCU40 includes, for example, an inverter and a converter that operate based on a control signal from ECU300.

[0021] The converter boosts the voltage supplied from the battery 100 and supplies it to the inverter when the battery 100 discharges. The inverter converts the DC power supplied from the converter into AC power to drive MG10.

[0022] On one hand, when the battery 100 is being charged, the inverter converts the AC power generated by the MG10 into DC power and supplies it to the converter. The converter steps down the voltage supplied from the inverter to a voltage suitable for charging the battery 100 and supplies it to the battery 100.

[0023] The SMR50 is electrically connected to the power line connecting the battery 100 and the PCU40. When the SMR50 is closed (ON) in response to the control signal from the ECU300 (i.e., in the conductive state), power can be transferred between the battery 100 and the PCU40. On the other hand, when the SMR50 is opened (OFF) in response to the control signal from the ECU300 (i.e., in the cutoff state), the electrical connection between the battery 100 and the PCU40 is cut off.

[0024] The battery 100 stores the power for driving the MG10. The battery 100 is a rechargeable DC power source (secondary battery), and a plurality of single cells (battery cells) 101 are stacked and, for example, a battery pack configured by being electrically connected in series. The single cell 101 may be composed of, for example, a lithium-ion battery.

[0025] The monitoring unit 200 includes a voltage detection unit 210, a current sensor 220, and a temperature sensor 230. The voltage detection unit 210 detects the voltage VB of the single cell 101 (the voltage VB between the terminals of each of the single cells 101). The current sensor 220 detects the current IB input to and output from the battery 100 (single cell 101). The temperature sensor 230 detects the temperature TB of each of the single cells 101. Each detection unit outputs its detection result to the ECU300.

[0026] The electric vehicle 1 is equipped with an AC / DC inlet 60. By using the AC / DC inlet 60, the battery 100 can be rapidly charged from an external DC power source 400, which is a charging facility that supplies direct current (DC) power, and can be normally charged from an external AC power source 500, which is a charging facility that supplies single-phase alternating current (AC) power. The AC / DC inlet 60 is configured such that a connector 440 provided at the tip of a charging cable 430 of the external DC power source 400 and a connector 420 provided at the tip of a charging cable 410 of the external AC power source 500 can be connected. A terminal 61 of the AC / DC inlet 60 is connected to a terminal 421 of the connector 420 and a terminal 441 of the connector 440. The terminals 61, 421, and 441 are used both as a live terminal for single-phase alternating current and a positive terminal for direct current. A terminal 62 of the AC / DC inlet 60 is connected to a terminal 422 of the connector 420 and a terminal 442 of the connector 440. The terminals 62, 422, and 442 are used both as a neutral terminal for single-phase alternating current and a negative terminal for direct current. A terminal 63 of the AC / DC inlet 60 is connected to a terminal 443 of the connector 440. The terminals 63 and 443 are terminals of a signal line for communication between the ECU 300 and the control device of the DC power source 400. As the AC / DC inlet 60 and the connectors 420 and 440, for example, those compliant with NACS (North American Charging Standard) can be adopted.

[0027] The electric vehicle 1 is equipped with an AC inlet 80. By using the AC inlet 80, the battery 100 can be normally charged from an AC power source 500. The AC inlet 80 is configured such that a connector 520 provided at the tip of a charging cable 510 of an external AC power source 500 can be connected. A terminal 81 of the AC inlet 80 is connected to a terminal 521 of the connector 520. The terminals 81 and 521 are single-phase AC live terminals. A terminal 82 of the AC inlet 80 is connected to a terminal 522 of the connector 520. The terminals 82 and 522 are single-phase AC neutral terminals. As the AC inlet 80 and the connector 520, for example, those compliant with SAE (Society of Automotive Engineers) J1772 or IEC (International Electrotechnical Commission) 62196-2 Type1, or AC_Type1,2 which are the AC parts of CCS (Combined Charging System) Type-1,2 respectively can be adopted.

[0028] The charging relay 70 is electrically connected to a power line connecting the AC / DC inlet 60 and the battery 100. An in-vehicle charger 130 is provided in the power line between the AC inlet 80 and the battery 100, which converts the AC power supplied from the external AC power source 500 into DC power and also converts it into a voltage capable of charging the battery 100. The charging relay 90 is electrically connected to a power line connecting the AC inlet 80 and the in-vehicle charger 130. The two power lines connecting the AC / DC inlet 60 and the charging relay 70 are respectively connected by two power lines so as to be conductive with the two power lines connecting the AC inlet 80 and the charging relay 90. Thus, since the AC inlet 80 is conductive with the AC / DC inlet 60, the same measures as those for the user of the AC / DC inlet 60 and the high-voltage protection measures against waterproofing and dustproofing are also applied to the AC inlet 80.

[0029] During rapid charging, the charging relay 70 switches the supply and cut-off of DC power between the AC / DC inlet 60 and the battery 100 according to the control signal from the ECU 300. When the charging relay 70 is closed, external charging (rapid charging) of the battery 100 is executed. During normal charging, the charging relay 90 switches the supply and cut-off of AC power between the AC / DC inlet 60 or the AC inlet 80 and the in-vehicle charger 130 according to the control signal from the ECU 300. When the charging relay 90 is closed, external charging (normal charging) of the battery 100 is executed.

[0030] The AC / DC inlet 60 is provided with a lid 65, a courtesy switch 310, and a lid locking device 330. The lid 65 closes the AC / DC inlet 60 from the outside in the closed state, while in the open state, the connectors 420 and 440 can be connected to the AC / DC inlet 60. The courtesy switch 310 is in a pushed-in state when the lid 65 is in the closed state, and outputs a signal indicating the closed state to the ECU 300. On the other hand, when the lid 65 is in the open state, it is not in a pushed-in state, and outputs a signal indicating the open state to the ECU 300. The lid locking device 330 is controlled by the ECU 300, and includes a locking mechanism that makes the lid 65 in a non-openable locked state or an openable unlocked state when the lid 65 is closed.

[0031] The AC inlet 80 is provided with a lid 85, a courtesy switch 320, and a lid locking device 340. The lid 85 closes the AC inlet 80 from the outside in the closed state, while in the open state, a connector 520 can be connected to the AC inlet 80. The courtesy switch 320 is in a pushed-in state when the lid 85 is in the closed state, and outputs a signal indicating the closed state to the ECU 300. On the other hand, when the lid 85 is in the open state, it is not in a pushed-in state, and outputs a signal indicating the open state to the ECU 300. The lid locking device 340 is controlled by the ECU 300, and includes a locking mechanism that makes the lid 85 in a locked state where it cannot be opened or an unlocked state where it can be opened when the lid 85 is closed.

[0032] The ECU 300 includes a CPU (Central Processing Unit) 301 and a memory 302 (including, for example, a ROM (Read Only Memory) and a RAM (Random Access Memory), etc.). The ECU 300 controls each device so that the electric vehicle 1 is in a desired state based on signals received from the monitoring unit 200, signals from various sensors (not shown) (for example, an accelerator opening signal, a vehicle speed signal, etc.), and information such as maps and programs stored in the memory 302. Note that the battery system S is composed of a battery 100 (single cell 101), a monitoring unit 200, an ECU 300, etc.

[0033] In the above-described electric vehicle 1, when the plurality of lids 65 and 85 provided in the AC / DC inlet 60 and the AC inlet 80, which are a plurality of inlets for charging, are open, it is conceivable to prohibit charging. However, since charging cannot be performed when the plurality of lids 65 and 85 are open, the user will feel inconvenient.

[0034] Therefore, when one of the first lid 65 and the second lid 85 is opened, the ECU 300 locks the other lid. As a result, it is possible to avoid a state in which a plurality of lids are opened. Consequently, it is possible to avoid the user feeling inconvenience due to the inability to charge.

[0035] [First Embodiment] In this embodiment, when not only the lid in use but also a non - used lid is open, that is, when a plurality of lids are open, the ECU 300 disables charging (for example, cuts off the charging relay 90).

[0036] FIG. 2 is a flowchart showing a part of the flow of the process for controlling the charging of the vehicle in the first embodiment. Referring to FIG. 2, this process is called and executed by the CPU 301 of the ECU 300 at a predetermined cycle from the upper - level process.

[0037] First, it is determined whether a signal indicating that the lid 65 of the AC / DC inlet 60 is in the open state is received from the courtesy switch 310 of the lid 65 (step S111). If it is determined that the signal has been received (YES in step S111), the CPU 301 turns on the lid locking device 340 of the lid 85 of the AC inlet 80, that is, sets it to the locked state (step S112). On the other hand, if it is determined that the signal has not been received (NO in step S111), the CPU 301 turns off the lid locking device 340 of the lid 85 of the AC inlet 80, that is, sets it to the unlocked state (step S113).

[0038] After steps S112 and S113, the CPU 301 determines whether it has received a signal indicating that the lid 85 of the AC inlet 80 is in an open state from the courtesy switch 320 of the lid 85 (step S121). If it is determined that the signal has been received (YES in step S121), the CPU 301 turns on, that is, sets to the locked state, the lid locking device 330 of the lid 65 of the AC / DC inlet 60 (step S122). On the other hand, if it is determined that the signal has not been received (NO in step S121), the CPU 301 turns off, that is, sets to the unlocked state, the lid locking device 330 of the lid 65 of the AC / DC inlet 60 (step S123). After steps S122 and S123, the CPU 301 returns the process to be executed to the upper-level process that is the call source of this process.

[0039] [Second Embodiment] In the first embodiment, the processing when signals indicating that the lids 65 and 85 are in the open state are received from the courtesy switch 310 of the AC / DC inlet 60 and the courtesy switch 320 of the AC inlet 80, respectively, has been described. In the second embodiment, the processing when signals indicating that the lids 65 and 85 are in the closed state are received from the courtesy switch 310 of the AC / DC inlet 60 and the courtesy switch 320 of the AC inlet 80, respectively, will be described.

[0040] FIG. 3 is a flowchart showing a part of the flow of the process for controlling the charging of the vehicle in the second embodiment. Referring to FIG. 3, this process is called and executed by the CPU 301 of the ECU 300 at a predetermined cycle from the upper-level process.

[0041] First, it is determined whether a signal indicating that the lid 65 of the AC / DC inlet 60 is in the closed state is received from the courtesy switch 310 of the lid 65 (step S116). If it is determined that the signal has been received (YES in step S116), the CPU 301 turns off, that is, unlocks, the lid lock device 340 of the lid 85 of the AC inlet 80 (step S117). On the other hand, if it is determined that the signal has not been received (NO in step S116), the CPU 301 turns on, that is, locks, the lid lock device 340 of the lid 85 of the AC inlet 80 (step S118).

[0042] After steps S117 and S118, the CPU 301 determines whether a signal indicating that the lid 85 of the AC inlet 80 is in the closed state is received from the courtesy switch 320 of the lid 85 (step S126). If it is determined that the signal has been received (YES in step S126), the CPU 301 turns off, that is, unlocks, the lid lock device 330 of the lid 65 of the AC / DC inlet 60 (step S127). On the other hand, if it is determined that the signal has not been received (NO in step S126), the CPU 301 turns on, that is, locks, the lid lock device 330 of the lid 65 of the AC / DC inlet 60 (step S128). After steps S127 and S128, the CPU 301 returns the process to be executed to the upper process of the call source of this process.

[0043] [Third Embodiment] In the first and second embodiments, when one lid is opened, the other lid is locked. In the third embodiment, when one lid is opened and the other lid is open, the other lid is automatically closed and the other lid is locked.

[0044] FIG. 4 is a flowchart showing a part of the process for controlling the charging of the vehicle in the third embodiment. Referring to FIG. 4, this process is called and executed by the CPU 301 of the ECU 300 at a predetermined cycle from the upper-level process. In FIG. 4, the processes with the same step numbers as those in FIG. 2 of the first embodiment are the same processes as those in FIG. 2, so duplicate explanations will not be repeated.

[0045] In the third embodiment, in addition to the above-described locking mechanisms, the lid lock devices 330 and 340 are each provided with an opening / closing mechanism that is controlled by the CPU 301 of the ECU 300 to automatically open and close the lids 65 and 85 electrically.

[0046] When it is determined that a signal indicating that the lid 65 is in an open state is received from the courtesy switch 310 of the lid 65 of the AC / DC inlet 60 (YES in step S111), if the lid 85 of the AC inlet 80 is open, the CPU 301 controls the opening / closing mechanism of the lid lock device 340 of the lid 85 to automatically close it, and then turns on the locking mechanism of the lid lock device 340, that is, sets it to the locked state (step S114).

[0047] When it is determined that a signal indicating that the lid 85 is in an open state is received from the courtesy switch 320 of the lid 85 of the AC inlet 80 (YES in step S121), if the lid 65 of the AC / DC inlet 60 is open, the CPU 301 controls the opening / closing mechanism of the lid lock device 330 of the lid 65 to automatically close it, and then turns on the locking mechanism of the lid lock device 330, that is, sets it to the locked state (step S124).

[0048] [Modification Example] (1) In the above-described embodiments, in step S113 and step S123 of FIG. 2, the lid locking devices 340 and 330 of the AC inlet 80 and the AC / DC inlet 60 are respectively set to the unlocked state. Also, in step S117 and step S127 of FIG. 3, the lid locking devices 340 and 330 of the AC inlet 80 and the AC / DC inlet 60 are respectively set to the unlocked state. However, the present invention is not limited thereto, and in step S113, step S123, step S117, and step S127, nothing may be executed.

[0049] (2) In the third embodiment, the lid locking devices 330 and 340 are configured to include an opening / closing mechanism in addition to the locking mechanism. However, the present invention is not limited thereto, and the lid locking devices 330 and 340 may be configured to include an opening / closing mechanism while not including the locking mechanism.

[0050] (3) The above-described embodiments can be regarded as a disclosure of a control device such as the ECU 300, or a vehicle such as the electric vehicle 1 including the control device, and can be regarded as a disclosure of a control device, a vehicle control method, or a control program.

[0051] [Summary] (1) As shown in FIG. 1, the ECU 300 is a control device that controls charging of the electric vehicle 1. As shown in FIG. 1, the electric vehicle 1 includes a first inlet (for example, the AC inlet 80), a first lid (for example, the lid 85) for closing the first inlet, a second inlet (for example, the AC / DC inlet 60), and a second lid (for example, the lid 65) for closing the second inlet. As shown in FIGS. 2 to 4, when one of the first lid and the second lid is opened, the ECU 300 locks the other lid (for example, step S112 and step S122 in FIG. 2, step S118 and step S128 in FIG. 3, step S114 and step S124 in FIG. 4).

[0052] This can avoid a state in which a plurality of lids are open. As a result, it is possible to avoid the user feeling inconvenienced due to inability to charge.

[0053] (2) As shown in FIGS. 2 to 4, the ECU 300 may unlock the other lid when one lid is closed (for example, steps S113 and S123 in FIGS. 2 and 4, steps S117 and S127 in FIG. 3).

[0054] This can avoid a state in which a plurality of lids are open. As a result, it is possible to avoid the user feeling inconvenienced due to inability to charge.

[0055] (3) As shown in FIG. 1, the ECU 300 is a control device that controls charging of the electric vehicle 1. As shown in FIG. 1, the electric vehicle 1 includes a first inlet (for example, AC inlet 80), a first lid (for example, lid 85) for closing the first inlet, a second inlet (for example, AC / DC inlet 60), and a second lid (for example, lid 65) for closing the second inlet. As shown in FIG. 4, when one of the first lid and the second lid is opened, if the other lid is open, the ECU 300 automatically closes the other lid (for example, steps S114 and S124).

[0056] This can avoid a state in which a plurality of lids are open. As a result, it is possible to avoid the user feeling inconvenienced due to inability to charge.

[0057] (4) As shown in FIG. 4, the ECU 300 may lock the other lid after closing it (for example, steps S114 and S124).

[0058] This can further avoid a state in which a plurality of lids are open. As a result, it is possible to avoid the user feeling inconvenienced due to inability to charge.

[0059] (5) As shown in FIG. 1, the first inlet is for single-phase AC charging, the second inlet is for both single-phase AC charging and DC charging. The first inlet includes a first terminal (for example, terminal 81) which is one of the live terminal and the neutral terminal of single-phase AC, and a second terminal (for example, terminal 82) which is the other terminal. The second inlet includes a third terminal (for example, terminal 61) which also serves as the positive terminal of DC and one terminal, and a fourth terminal (for example, terminal 62) which also serves as the negative terminal of DC and the other terminal. The first terminal and the second terminal may be electrically connected to the third terminal and the fourth terminal respectively (as shown in FIG. 1, terminal 81 is electrically connected to terminal 61, and terminal 82 is electrically connected to terminal 62).

[0060] Thereby, even when the first inlet and the second inlet are electrically connected, it is possible to avoid a state where a plurality of lids are open. For this reason, even if a charging voltage is applied to one of the first inlet and the second inlet, since the lid of the other inlet is closed, it is possible to avoid the user from being affected by the charging voltage applied to the other inlet.

[0061] The embodiments disclosed this time should be considered as illustrative in all respects and not restrictive. The scope of this disclosure is indicated by the claims rather than the description of the above embodiments, and it is intended that all modifications within the meaning and scope equivalent to the claims are included.

Description of Reference Numerals

[0062] 1 Electric vehicle, 10 MG, 20 Power transmission gear, 30 Drive wheel, 40 PCU, 50 SMR, 60 AC / DC inlet, 61 - 63, 81, 82, 421, 422, 441 - 443, 521, 522 Terminals, 65, 85 Lids, 70, 90 Charging relays, 80 AC inlet, 100 Battery, 101 Single cell, 130 On - vehicle charger, 200 Monitoring unit, 210 Voltage detection unit, 220 Current sensor, 230 Temperature sensor, 300 ECU, 301 CPU, 302 Memory, 310, 320 Courtesy switches, 330, 340 Lid lock devices, 400 DC power supply, 410, 430, 510 Charging cables, 420, 440, 520 Connectors, 500 AC power supply, S Battery system.

Claims

1. A control device for controlling the charging of a vehicle, wherein the vehicle includes a first inlet, a first lid for closing the first inlet, a second inlet, and a second lid for closing the second inlet, and the control device is configured to lock the other lid when one of the first lid and the second lid is opened.

2. The control device according to claim 1, wherein the control device unlocks the other lid when the one lid is closed.

3. A control device for controlling the charging of a vehicle, wherein the vehicle includes a first inlet, a first lid for closing the first inlet, a second inlet, and a second lid for closing the second inlet, and the control device is configured to automatically close the other lid when the other lid is open when one of the first lid and the second lid is opened.

4. The control device according to claim 3, wherein the control device locks the other lid after closing it.

5. The first inlet is for single-phase AC charging, the second inlet is for both single-phase AC charging and DC charging, the first inlet includes a first terminal that is one of a live terminal and a neutral terminal of single-phase AC and a second terminal that is the other terminal, the second inlet includes a third terminal that also serves as the DC positive terminal and the one terminal, and a fourth terminal that also serves as the DC negative terminal and the other terminal, and the first terminal and the second terminal are respectively electrically connected to the third terminal and the fourth terminal. The control device according to any one of claims 1 to 4.

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