Vehicle charging device

Abstract

In vehicles that share DC and AC charging inlets, this prevents the DC charging relay from becoming connected during AC charging. [Solution] The charging inlet 50 is shared by the AC charging connector 530 and the DC charging connector 630. When the drive circuit 75 receives a Hi signal from the AND circuit 74, it connects the DC charging relay DCR, and when it receives a Lo signal, it disconnects the DC charging relay DCR. The AND circuit 74 outputs a Hi signal when it receives a Hi signal from the NOT circuit 73 and a Hi signal from the controller 76. The AC voltage applied to the power input terminals P1 and P2 of the charging inlet 50 passes through the filter 71 of the control circuit 70, is rectified by the rectifier circuit 72, and outputs a Hi signal to the NOT circuit 73. The NOT circuit 73 inverts the Hi signal to a Lo signal and outputs it to the AND circuit 74.

Description

Technical Field

[0001] The present disclosure relates to a charging device for a vehicle.

Background Art

[0002] Japanese Patent Application Laid-Open No. 2013-230022 (Patent Document 1) discloses an electric vehicle that can be connected to a direct current (DC) power source outside the vehicle and an alternating current (AC) power source outside the vehicle. Hereinafter, alternating current may be referred to as "AC" and direct current may be referred to as "DC". The electric vehicle disclosed in Patent Document 1 includes a DC inlet connectable to a DC charging connector and an AC inlet connectable to an AC charging connector. When a DC charging connector is connected to the DC inlet, a relay (DC charging relay) disposed between the DC inlet and the battery is connected, and a relay (AC charging relay) disposed between the AC inlet and the battery is cut off, enabling charging by a DC power source (DC charging). When an AC charging connector is connected to the AC inlet, the DC charging relay is cut off, and the AC charging relay is connected, enabling charging by an AC power source (AC charging).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In Patent Document 1, the charging connectors and inlets are different in DC charging and AC charging. Therefore, during AC charging, even if the DC charging relay accidentally becomes connected, the voltage of the battery (direct current power) is applied to the DC inlet, but the voltage of the battery is not applied to the charging system of the AC power source.

[0005] In electric vehicles that share DC and AC charging inlets, if the DC charging relay is accidentally connected during AC charging, the battery voltage (DC power) may be applied to the AC power charging system. Applying battery voltage to the AC power charging system may cause the charging system to malfunction.

[0006] The purpose of this disclosure is to prevent the DC charging relay from becoming connected during AC charging in a vehicle that shares DC charging and AC charging inlets. [Means for solving the problem]

[0007] The vehicle charging device of this disclosure includes a charging inlet shared by a DC charging connector and an AC charging connector. The charging device includes a DC charging system electrically connected to the power input terminal of the charging inlet via a DC charging relay and supplying DC power supplied from the DC charging connector to the battery, an AC charging system electrically connected to the power input terminal via an AC charging relay and converting AC power supplied from the AC charging connector to DC power and supplying it to the battery, and a control circuit that controls the opening and closing of the DC charging relay. The control circuit prohibits the connection of the DC charging relay when AC power is supplied to the power input terminal.

[0008] In this configuration, the charging inlet is shared by the DC charging connector and the AC charging connector. The DC charging system is electrically connected to the power input terminal of the charging inlet via a DC charging relay and supplies DC power from the DC charging connector to the battery. This enables DC charging. The AC charging system is electrically connected to the power input terminal via an AC charging relay and converts AC power supplied from the AC charging connector to DC power and supplies it to the battery. This enables AC charging. The control unit controls the DC charging relay and the AC charging relay. The control circuit controls the opening and closing of the DC charging relay. The control circuit prohibits the connection of the DC charging relay when AC power is supplied to the power input terminal.

[0009] The DC charging relay is disabled when AC power is supplied to the power input terminal. Therefore, it is possible to prevent the DC charging relay from becoming connected during AC charging.

[0010] Preferably, a shared power line is connected to the power input terminal. A DC charging system includes a DC power line connected to the shared power line. An AC charging system includes an AC power line connected to the shared power line. The control circuit may be configured to prohibit the connection of the DC charging relay when the power flowing through the shared power line is AC power.

[0011] In this configuration, DC and AC power lines branch off from a shared power line connected to the power input terminal of the charging inlet, supplying power to the battery. The control circuit prohibits the connection of the DC charging relay when the power flowing through the shared power line is AC power, thus preventing the DC charging relay from being connected during AC charging.

[0012] Preferably, the control circuit includes a filter, a rectifier circuit, a NOT circuit, an AND circuit, and a drive circuit. The filter allows AC voltages above a predetermined frequency or within a set frequency band to pass through when an AC voltage is applied to the power input terminal. The rectifier circuit rectifies the AC voltage output from the filter and outputs a DC voltage. The NOT circuit inverts the voltage signal. The AND circuit receives the output signal from the NOT circuit and the control signal from the DC charging relay. The drive circuit drives the DC charging relay based on the output signal from the AND circuit.

[0013] In this configuration, the control circuit consists of circuits that can ensure reliability even at relatively high voltages, such as filters and rectifier circuits, and logic circuits. This allows for the construction of a control circuit without using a high-performance microcomputer capable of detecting AC voltage (AC power) while ensuring reliability.

[0014] Preferably, the control signal for the DC charging relay may be a high-level signal when the DC charging relay is connected and a low-level signal when the DC charging relay is disconnected. The drive circuit may connect the DC charging relay when a high-level signal is input.

[0015] In this configuration, an AC voltage (AC power) is applied to the power input terminal. If the frequency of the AC voltage is above a predetermined frequency or within the set frequency range, it passes through a filter and is input to the rectifier circuit. The rectifier circuit rectifies the input AC voltage into a DC voltage. The DC voltage output from the rectifier circuit is input to the NOT circuit as a high-level voltage signal (high-level signal). In the NOT circuit, the high-level signal is inverted to a low-level signal and input to the AND circuit.

[0016] When an AC voltage is applied to the power input terminal, a low-level signal is input from the NOT circuit to the AND circuit. Therefore, when AC power is supplied to the power input terminal, even if the control signal of the DC charging relay is a high-level signal, a low-level signal is output from the AND circuit, and the connection of the DC charging relay is prohibited.

[0017] When a DC voltage (DC power) is applied to the power input terminal, the DC voltage is attenuated by the filter and does not pass through the filter, so the voltage level input to the rectifier circuit is approximately 0[V]. When no power is supplied to the power input terminal, the voltage level input to the rectifier circuit is 0[V]. In these cases, the DC voltage output from the rectifier circuit is 0[V], and a low-level voltage signal (low-level signal) is input to the NOT gate. In the NOT gate, the low-level signal is inverted to a high-level signal and input to the AND gate.

[0018] When a DC voltage is applied to the power input terminal, or when no power is supplied to the power input terminal, a high-level signal is input from the NOT circuit to the AND circuit. Therefore, when the control signal of the DC charging relay becomes a high-level signal, a high-level signal is output from the AND circuit, and the DC charging relay is connected.

[0019] Preferably, the vehicle charging device further includes a control circuit for controlling a DC charging relay and an AC charging relay. The control device outputs a control signal to connect the DC charging relay and disconnect the AC charging relay when a DC charging connector is connected to the charging inlet, and outputs a control signal to disconnect the DC charging relay and connect the AC charging relay when an AC charging connector is connected to the charging inlet. A controller provided in the control circuit may output a high-level signal to an AND circuit when it receives a control signal to connect the DC charging relay.

[0020] In this configuration, when a DC charging connector is connected to the charging inlet, the DC charging relay is switched on and the AC charging relay is switched off, enabling DC charging. When an AC charging connector is connected to the charging inlet, the DC charging relay is switched off and the AC charging relay is switched on, enabling AC charging.

[0021] When the controller of the control circuit receives a control signal from the control unit to connect the DC charging relay, it outputs a high-level signal to the AND circuit. When the DC charging connector is connected to the charging inlet, the output of the NOT circuit is a high-level signal. Therefore, when the control unit outputs a control signal to connect the DC charging relay, the DC charging relay is connected, and DC charging becomes possible.

[0022] When an AC charging connector is connected to the charging inlet and AC charging is being performed, AC power is supplied to the power input terminal, so the output of the NOT circuit becomes a low-level signal. Even if a control signal such as the one used to connect the DC charging relay is output due to a malfunction or other issue, and a high-level signal is output from the controller, the output of the NOT circuit remains a low-level signal, no high-level signal is output from the AND circuit, and the DC charging relay does not become connected. [Effects of the Invention]

[0023] According to the present disclosure, in a vehicle that shares inlets for DC charging and AC charging, it is possible to suppress the DC charging relay from being in a connected state during AC charging.

Brief Description of the Drawings

[0024] [Figure 1] FIG. 8 is a schematic overall configuration diagram of a vehicle equipped with a charging device according to the present embodiment. [Figure 2] FIG. 11 is a diagram for explaining an output signal of a NOT circuit in a control circuit. [Figure 3] FIG. 14 is a diagram for explaining an output signal of an AND circuit in a control circuit.

Embodiments for Carrying Out the Invention

[0025] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their descriptions will not be repeated.

[0026] FIG. 1 is a schematic overall configuration diagram of a vehicle 1 equipped with a charging device according to the present embodiment. The vehicle 1 according to the present embodiment is a battery electric vehicle (BEV) that does not include an engine (internal combustion engine). The vehicle 1 may be a plug-in hybrid electric vehicle (PHEV) that includes an engine. The vehicle 1 includes a power control unit (PCU) 10, a motor generator (MG) 20 that is a rotating electric machine, a power transmission gear 30, drive wheels 40, a system main relay SMR, a battery 100, a monitoring module 110, a charging electronic control unit (ECU) 200, and a control ECU 300. The charging ECU 200 and the control ECU �00 correspond to an example of the "control device" of the present disclosure.

[0027] MG20 is, for example, an embedded permanent magnet synchronous motor (IPM motor) that has both the function of an electric motor and a generator. The output torque of MG20 is transmitted to the drive wheels 40 via a power transmission gear 30 which includes a reduction gear and a differential gear.

[0028] When vehicle 1 is braked, the MG20 is driven by the drive wheels 40, and the MG20 operates as a generator. In this way, the MG20 also functions as a braking device that performs regenerative braking, converting the kinetic energy of vehicle 1 into electrical energy. The regenerative power generated by the regenerative braking force in the MG20 is stored in the battery 100.

[0029] The PCU10 is a power converter that converts power bidirectionally between the MG20 and the battery 100. The PCU10 includes, for example, an inverter and a converter that operate based on control signals from the control ECU300.

[0030] The system main relay SMR is electrically connected to the power line connecting the battery 100 and the PCU 10. When the system main relay SMR is connected (closed) in response to a control signal from the control ECU 300, power can be exchanged between the battery 100 and the PCU 10. DC charging and AC charging, as described later, also become possible. On the other hand, when the system main relay SMR is disconnected (open) in response to a control signal from the control ECU 300, the electrical connection between the battery 100 and the PCU 10 is disconnected.

[0031] Battery 100 stores the power needed to drive the MG20. Battery 100 is a rechargeable DC power source (secondary battery) and is a battery pack in which multiple individual cells are electrically connected in series. The individual cells may be, for example, lithium-ion batteries.

[0032] The monitoring module 110 detects the voltage VB of the battery 100, the temperature TB of the battery 100, and the current IB supplied to and from the battery 100. The monitoring module 110 then calculates the State of Charge (SOC) of the battery 100. Information such as voltage VB and SOC is output to the charging ECU 200 and the control ECU 300.

[0033] Vehicle 1 is equipped with a charging inlet 50, and the battery 100 is capable of external charging. The charging inlet 50 is capable of connecting to both an AC charging connector 530 and a DC charging connector 630. The charging inlet 50 is shared by both the AC charging connector 530 and the DC charging connector 630.

[0034] The AC charging equipment 500 supplies alternating current power (AC power) supplied from the power grid (commercial power supply) 510 to the vehicle 1 via the AC charging connector 530. The power supplied from the AC charging connector 530 may be, for example, AC power with a frequency of 50 to 60 [Hz] and a voltage of 100 to 240 [V]. In the AC charging equipment 500, the charging cable is provided with a CPLT circuit 520. Note that the AC charging equipment 500 may have the CPLT circuit 520 installed inside the charging station, or a charging cable without a CPLT circuit 520 may be connected to, for example, a household outlet.

[0035] The DC charging equipment 600 includes a rapid charger 620 that converts alternating current (AC) power from the power grid (commercial power supply) 610 into direct current (DC) power. The DC power output from the rapid charger 620 is supplied to the vehicle 1 via a DC charging connector 630. The rapid charger 620 is equipped with a charging power control circuit that controls the voltage, current, and upper limit current (upper limit power) of the output DC power.

[0036] The charging inlet 50 has power input terminals P1 and P2. Power input terminals P1 and P2 are terminals to which power is supplied from the AC charging connector 530 and the DC charging connector 630. For example, in the case of AC power, power input terminals P1 and P2 may be Hot terminals and Cold terminals. In the case of DC power, power input terminals P1 and P2 may be positive terminals and negative terminals. The charging inlet 50 also has a signal terminal P3. Signal terminal P3 is a terminal for sending and receiving Proximity signals (PISW signals), CPLT (Control pilot) signals, CAN (Controller Area Network) signals, etc., between the AC charging connector 530 and the DC charging connector 630 and the charging ECU 200. In Figure 1, there is one signal terminal P3, but two signal terminals may be provided when sending and receiving signals using PISW signals and CPLT signals.

[0037] Power input terminal P1 is connected to power line L11, and power input terminal P2 is connected to power line L12. Power lines L11 and L12 are collectively referred to as power line L1. Power line L1 (power lines L11 and L12) corresponds to an example of a "common power line" in this disclosure.

[0038] Power line L11 is connected to power line L21, and power line L12 is connected to power line L22. Power lines L21 and L22 are collectively referred to as power line L2. A DC charging relay DCR is provided on power line L2 (power lines L21, L22). The DC charging relay DCR is controlled to open and close by a control circuit 70, which will be described later. When the DC charging relay DCR is closed, the conduction of power line L2 is established. When the DC charging relay DCR is opened, the conduction of power line L2 is interrupted. Power line L2 (power lines L21, L22) corresponds to an example of a "DC power line" in this disclosure.

[0039] Power line L21 is connected to power line L41 via the system main relay SMR, and power line L22 is connected to power line L42 via the system main relay SMR. Power line L41 may be the positive terminal wire of battery 100, and power line L42 may be the negative terminal wire of battery. Power lines L41 and L42 are collectively referred to as power line L4.

[0040] When the DC charging connector 630 is connected to the charging inlet 50, and the DC charging relay DCR and system main relay SMR are connected, the battery 100 becomes chargeable (DC charging) by DC power supplied from the DC charging equipment 600. Power lines L1 and L2, and the DC charging relay DCR correspond to an example of the "DC charging system" of this disclosure.

[0041] Power line L11 is connected to power line L31, and power line L12 is connected to power line L32. Power lines L31 and L32 are collectively referred to as power line L3. Power line L3 is connected to the AC / DC converter 61 in the onboard charger 60 via the AC charging relay ACR. The AC / DC converter 61 is a power converter that converts AC power to DC power. The DC power output from the AC / DC converter 61 flows through power line L3 and is supplied to power line L4 via the system main relay SMR.

[0042] When the AC charging connector 530 is connected to the charging inlet 50, and the AC charging relay ACR and system main relay SMR are connected, the AC power supplied from the AC charging equipment 500 is converted to DC power by the onboard charger 60 (AC / DC converter 61), and the battery 100 becomes ready for charging (AC charging). Power line L1, power line L3, and onboard charger 60 (AC charging relay ACR, AC / DC converter 61) constitute an example of the "AC charging system" in this disclosure.

[0043] The control ECU 300 includes a CPU (Central Processing Unit) and memory. Based on signals received from the monitoring module 110 and the charging ECU 200, signals from various sensors (not shown) (e.g., accelerator opening signal, vehicle speed signal, etc.), and information such as maps and programs stored in memory, the control ECU 300 controls the operation of the vehicle 1 by controlling each device, such as the PCU 10. Communication between the monitoring module and each ECU may be performed, for example, by CAN communication.

[0044] The charging ECU 200 includes a CPU and memory. The charging ECU 200 controls the charging of the battery 100 using signals received from the monitoring module 110, information about the charging equipment received from the signal line SL connected to the signal terminal P3 of the charging inlet 50, etc.

[0045] The signal line SL transmits signals between the AC charging connector 530 (AC charging equipment 500) and the DC charging connector 630 (DC charging equipment 600) and the charging ECU 200. For example, if the AC charging equipment 500 is a PISW system (without a CPLT circuit 520), when the AC charging connector 530 is connected to the charging inlet 50, a PISW signal is transmitted from the signal line SL to the charging ECU 200. The charging ECU 200 detects that the AC charging connector 530 is connected to the charging inlet 50 based on the potential of the received PISW signal, or a change in potential. Based on the PISW signal, the charging ECU 200 detects the voltage and maximum current of the power output from the AC charging equipment 500.

[0046] For example, if the AC charging equipment 500 uses a CPLT system, a PISW signal is transmitted from the signal line SL to the charging ECU 200. The charging ECU 200 detects from the received PISW signal that the AC charging connector 530 has been connected to the charging inlet 50. The charging ECU 200 then requests the CPLT circuit 520 to transmit a CPLT signal (PWM (Pulse Width Modulation) signal), and based on the PWM signal received from the CPLT circuit 520, it detects the voltage and maximum current of the power output from the AC charging equipment 500. In this case, the charging inlet 50 may be provided with two signal terminals, one for the PISW signal and one for the CPLT signal, and there may also be two signal lines SL.

[0047] When the charging ECU 200 detects that the AC charging connector 530 has been connected to the charging inlet 50 based on a signal input from the signal line SL, it disconnects the DC charging relay DCR, connects the AC charging relay ACR, and connects the system main relay SMR. Then, based on information such as the voltage of the AC charging equipment 500, the maximum current, and the state of charge (SOC) of the battery 100, the charging ECU 200 controls the AC / DC converter 61 to charge the battery 100 (AC charging).

[0048] When the DC charging connector 630 is connected to the charging inlet 50, a PISW signal is transmitted from the signal line SL to the charging ECU 200. The charging ECU 200 detects that the DC charging connector 630 has been connected to the charging inlet 50 based on the received PISW signal. The charging ECU 200 then requests the rapid charger 620 to transmit a CPLT signal, and based on the CPLT signal received from the rapid charger 620, it detects the voltage and maximum current of the power output from the DC charging equipment 500. In this case, the charging inlet 50 is provided with two signal terminals, one for the PISW signal and one for the CPLT signal, and there are also two signal lines SL.

[0049] When the charging ECU 200 detects that the DC charging connector 630 has been connected to the charging inlet 50 based on a signal input from signal line SL, it connects the DC charging relay DCR, disconnects the AC charging relay ACR, and connects the system main relay SMR. This allows the battery 100 to be charged (DC charging) by power supplied from the DC charging equipment 600. Once communication of the CPLT signal is established, the charging ECU 200 performs high-level communication (HLC) with the rapid charger 620 to control the current output from the DC charging equipment 600 (rapid charger 620). Charging control may also be performed via CAN communication.

[0050] If the DC charging relay DCR is accidentally connected for any reason while AC charging is being performed by the AC charging equipment 500, the voltage (DC power) of the battery 100 will be applied to the on-board charger 60 (AC / DC converter 61) through the power line L3. If the voltage of the battery 100 is applied to the on-board charger 60, there is a concern that the on-board charger 60 may malfunction.

[0051] In this embodiment, a control circuit 70 is provided to prevent accidental connection of the DC charging relay DCR during AC charging. The control circuit 70 includes a filter 71, a rectifier circuit 72, a NOT circuit 73, an AND circuit 74, and a drive circuit 75. The control circuit 70 controls the opening and closing of the DC charging relay DCR.

[0052] Filter 71 is connected to power line L1 (power lines L11, L12) by input lines DL1, DL2, and the voltage applied to power input terminals P1, P2 is input to filter 71. Filter 71 consists of a high-pass filter or a band-pass filter. If filter 71 is a high-pass filter, for example it may be a high-pass filter that passes frequencies of 40 Hz or higher (it may be a high-pass filter with a cutoff frequency of 40 Hz). If filter 71 is a band-pass filter, for example it may be a band-pass filter that passes a frequency band of 40 to 70 Hz. Filter 71 may be a passive filter consisting of an RC circuit, an RLC circuit, etc., or it may be an active filter with an active element added.

[0053] Filter 71 outputs an AC voltage when the voltage applied to power input terminals P1 and P2 (the voltage applied to power lines L11 and L12) is an AC voltage and the frequency output from the AC charging equipment 500 is 50 to 60 Hz. When the voltage applied to power input terminals P1 and P2 (the voltage applied to power lines L11 and L12) is a DC voltage, the output voltage from filter 71 is 0 V. Also, when no voltage is applied to power input terminals P1 and P2 (power lines L11 and L12), the output voltage from filter 71 is 0 V.

[0054] The rectifier circuit 72 rectifies the AC voltage output from the filter 71 and outputs a DC voltage. The rectifier circuit 72 may be a full-wave rectifier circuit or a half-wave rectifier circuit, for example, using diodes or thyristors. When an AC voltage is input from the filter 71, the rectifier circuit 72 outputs a DC voltage corresponding to the AC voltage. When the output voltage of the filter 71 is 0[V], the output voltage of the rectifier circuit 72 is also 0[V].

[0055] The DC voltage output from the rectifier circuit 72 is stepped down to a voltage corresponding to the high-level signal of the AND circuit 74 by a resistive voltage divider, etc., and output to the NOT circuit 73. For example, if in the AND circuit 74 a voltage of 3.0 to 5.0[V] is a high-level signal (Hi signal) and a voltage of 0 to 1.5[V] is a low-level signal (Lo signal), the DC voltage output from the rectifier circuit 72 is stepped down to 3.0 to 5.0[V] and output to the NOT circuit 73 as a Hi signal. When the output voltage of the filter 71 is 0[V], the rectifier circuit 72 outputs a Lo signal to the NOT circuit 73.

[0056] When a Hi signal is input to the NOT circuit 73, it inverts the Hi signal and outputs a Lo signal to the AND circuit 74. When a Lo signal is input to the NOT circuit 73, it outputs a Hi signal to the AND circuit 74.

[0057] When controller 76 receives a control signal from the charging ECU 200 to connect the DC charging relay DCR, it outputs a Hi signal to the AND circuit 74. When controller 76 receives a control signal from the charging ECU 200 to disconnect the DC relay, it outputs a Lo signal to the AND circuit 74.

[0058] The AND gate 74 outputs a Hi signal to the drive circuit 75 when the signal input from the NOT gate 73 is a Hi signal and the signal input from the controller 76 is a Hi signal. The AND gate 74 outputs a Lo signal to the drive circuit 75 when either the signal input from the NOT gate 73 or the signal input from the controller 76 is a Lo signal, or when both signals are Lo signals.

[0059] When the drive circuit 75 receives a Hi signal from the AND circuit 74, it connects the DC charging relay DCR. When the drive circuit 75 receives a Lo signal from the AND circuit 74, it disconnects the DC charging relay DCR.

[0060] In the control circuit 70, when an AC voltage is applied to the power input terminals P1 and P2, a Lo signal is output from the NOT circuit 73. Therefore, when an AC voltage is applied to the power input terminals P1 and P2, even if a Hi signal is output from the controller 76, the AND circuit 74 does not output a Hi signal to the drive circuit 75, thus preventing the DC charging relay DCR from being connected.

[0061] Figure 2 illustrates the output signal of the NOT circuit 73 in the control circuit 70. As shown in Figure 2, when an AC voltage is applied to the power input terminals P1 and P2 (when AC power is supplied), the output signal of the rectifier circuit 72 becomes a Hi signal, and a Lo signal is output from the NOT circuit 73. When DC power (DC voltage) is supplied to the power input terminals P1 and P2, and when no power is supplied to the power input terminals P1 and P2, the output signal of the rectifier circuit 72 becomes a Lo signal, and a Hi signal is output from the NOT circuit 73.

[0062] Figure 3 illustrates the output signals of the AND circuit 74 in the control circuit 70. The AND circuit 74 outputs a Hi signal when the output signal of the controller 76 is a Hi signal and the output signal of the NOT circuit 73 is a Hi signal. The drive circuit 75 receives the Hi signal from the AND circuit 74 and connects the DC charging relay DCR. When the output signal of the NOT circuit 73 is a Lo signal, the AND circuit 74 outputs a Lo signal regardless of the output signal of the controller 76. The drive circuit 75 disconnects the DC charging relay DCR when the output signal of the AND circuit 74 is a Lo signal.

[0063] According to this embodiment, the control circuit 70 outputs a Lo signal from the NOT circuit 73 when an AC voltage is applied to the power input terminals P1 and P2. As a result, when an AC voltage is applied to the power input terminals P1 and P2, the AND circuit 74 does not output a Hi signal to the drive circuit 75, thus preventing the DC charging relay DCR from being connected. Therefore, it is possible to suppress the DC charging relay DCR from being connected during AC charging.

[0064] According to this embodiment, the control circuit 70 is composed of circuits that can ensure reliability even at relatively high voltages, such as a filter 71 and a rectifier circuit 72, and logic circuits such as a NOT circuit 73 and an AND circuit 74. This makes it possible to prevent the DC charging relay DCR from being connected during AC charging without using a high-performance microcomputer that can detect AC voltages (AC power) of 100 to 240[V]. For example, if the charging ECU 200 and control ECU 300 detect that an AC voltage is applied to the power input terminals P1 and P2, and prohibit the connection of the DC charging relay DCR when an AC voltage is applied to the power input terminals P1 and P2, then a high-performance CPU or the like would be required to improve the reliability of the charging ECU 200 and control ECU 300. In this embodiment, since the control circuit 70 is used, it is possible to prevent the DC charging relay DCR from being connected during AC charging without using a high-performance CPU or the like.

[0065] In the above embodiment, when the controller 76 received a control signal from the charging ECU 200 to connect the DC charging relay DCR, it output a Hi signal to the AND circuit 74. However, the controller 76 may be omitted, and the charging ECU 200 may input a Hi signal to the AND circuit 74 when connecting the DC charging relay DCR.

[0066] In the above embodiment, an example was described in which a hyper-pass filter with a cutoff frequency of 40 Hz or a band-pass filter that passes a frequency band of 40 to 70 Hz was used as the filter 71. However, the filter 71 only needs to have a cutoff frequency or passband set so that AC power (AC voltage) supplied from the AC charging equipment 500 (AC charging connector 530) passes through, but DC power (DC voltage) does not.

[0067] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of the present invention is indicated by the claims rather than by the description of the embodiments above, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of Symbols]

[0068] 1 Vehicle, 10 PCU, 20 MG, 30 Transmission Gear, 40 Drive Wheel, 50 Charging Inlet, 60 Onboard Charger, 61 AC / DC Converter, 70 Control Circuit, 71 Filter, 72 Rectifier Circuit, 73 NOT Circuit, 74 AND Circuit, 75 Drive Circuit, 76 Controller, 100 Battery, 110 Monitoring Module, 200 Battery ECU, 300 Control ECU, 500 AC Charging Equipment, 510 Power System, 520 CPLT Circuit, 530 AC Charging Connector, 600 DC Charging Equipment, 610 Power System, 620 Fast Charger, 630 DC Charging Connector, ACR AC Charging Relay, DCR DC Charging Relay, DL1, DL2 Input Lines, L1, L11, L12, L2, L21, L22, L3, L31, L32, L4, L41, L42 Power lines, P1, P2 power input terminals, P3 signal terminal, SL signal line, SMR system main relay.

Claims

1. A charging inlet shared by the DC charging connector and the AC charging connector, A DC charging system is electrically connected to the power input terminal of the charging inlet via a DC charging relay, and supplies DC power supplied from the DC charging connector to the battery. An AC charging system is electrically connected to the power input terminal via an AC charging relay, which converts AC power supplied from the AC charging connector into DC power and supplies it to the battery. The system includes a control circuit that controls the opening and closing of the DC charging relay, The control circuit prohibits the connection of the DC charging relay when AC power is supplied to the power input terminal, for a vehicle charging device.

2. A shared power line is connected to the aforementioned power input terminal. The DC charging system includes a DC power line connected to the shared power line, The AC charging system includes an AC power line connected to the shared power line, The vehicle charging device according to claim 1, wherein the control circuit prohibits the connection of the DC charging relay when the power flowing through the shared power line is AC power.

3. The aforementioned control circuit is When an AC voltage is applied to the power input terminal, a filter is provided that allows the AC voltage above a predetermined frequency to pass through, or allows the AC voltage within a set frequency band to pass through. A rectifier circuit for rectifying the AC voltage output from the filter, A NOT circuit that inverts the voltage signal of the rectifier circuit, An AND circuit to which the output signal of the NOT circuit and the control signal of the DC charging relay are input, A vehicle charging device according to claim 1 or claim 2, comprising a drive circuit that drives the DC charging relay based on the output signal of the AND circuit.

4. The control signal for the DC charging relay is set to a high level signal when the DC charging relay is connected, and to a low level signal when the DC charging relay is disconnected. The vehicle charging device according to claim 3, wherein the drive circuit connects the DC charging relay when a high-level signal is input.

5. The system further comprises a control device for controlling the DC charging relay and the AC charging relay, The control device is When the DC charging connector is connected to the charging inlet, a control signal is output to connect the DC charging relay and disconnect the AC charging relay. When the AC charging connector is connected to the charging inlet, a control signal is output to disconnect the DC charging relay and connect the AC charging relay. The vehicle charging device according to claim 4, wherein the controller provided in the control circuit outputs a high-level signal to the AND circuit when it receives a control signal to connect the DC charging relay.

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