vehicle

Abstract

This allows for the diagnosis of locking device failure even when there are no signs of malfunction in the locking device while the charging connector is connected to the inlet. [Solution] When the charging connector is connected to the inlet, the charging control ECU locks the connector with a locking device. When the locking device is unlocked, the charging connector can be removed from the inlet. When the vehicle speed SPD is greater than or equal to a predetermined value A and the locking device is locked (affirmative determination in S10 and S11), the charging control ECU outputs an unlock command to the locking device (S12). After outputting the unlock command, if the locking device is not unlocked (negative determination in S13), the charging control ECU diagnoses that the locking device is faulty (S15).

Description

Technical Field

[0001] This disclosure relates to a vehicle.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2021-150980 (Patent Document 1) discloses a vehicle charging device that determines a failure of a lock actuator that locks a power supply side connector (charging connector) connected to a charging port (inlet) of a vehicle. When the vehicle speed is equal to or higher than a predetermined speed, the charging control device of this Patent Document 1 checks the operation of the lock actuator. In the operation check, an operation command for the lock pin is transmitted to the lock actuator, and based on whether the position of the lock pin detected by the position detection sensor is at the position of the operation command, a failure of the lock actuator is determined.

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, when the charging connector is connected to the inlet, a temporary failure flag is turned on based on the position of the lock pin. Then, when the temporary failure flag is on and the vehicle speed becomes equal to or higher than a predetermined vehicle speed, the lock actuator is operated multiple times to determine a failure of the lock actuator. Therefore, when the charging connector is connected to the inlet and the failure flag does not turn on, a lock failure of the actuator cannot be determined.

[0005] An object of this disclosure is to enable diagnosis of a failure of a lock device even when there is no sign of a failure of the lock device when the charging connector is connected to the inlet.

Means for Solving the Problems

[0006] The vehicle of this disclosure includes an inlet to which a charging connector can be connected, a locking device that switches between a locked state in which the charging connector cannot be removed from the inlet and an unlocked state in which the charging connector can be removed from the inlet, a detection device that detects the locked state and the unlocked state, and a control device. The locking device operates to the locked state when it receives a lock command from the control device, and operates to the unlocked state when it receives an unlock command from the control device. When the vehicle is in motion, the control device outputs an unlock command when the detection device detects the locked state, and if the detection device does not detect the unlocked state after the output of the unlock command, it diagnoses that the locking device is faulty.

[0007] In this configuration, the locking device operates in the locked state when it receives a lock command from the control device, and operates in the unlocked state when it receives an unlock command from the control device. When the detection device detects the locked state while the vehicle is in motion, the control device outputs an unlock command. If the detection device does not detect the unlocked state after the output of the unlock command, the control device diagnoses that the locking device is faulty.

[0008] While the vehicle is in motion, the charging connector is disconnected from the inlet. In this state, when a locked state is detected, an unlock command is output, causing the locking device to switch from the locked state to the unlocked state, and the detection device detects the unlocked state. If the locking device does not switch to the unlocked state even after receiving the unlock command, and the unlocked state cannot be detected, a locking malfunction can be diagnosed. Therefore, even if there are no signs of malfunction when the charging connector is connected to the inlet, a malfunction of the locking device can be diagnosed.

[0009] The vehicle's control device may, when the charging connector is disconnected from the inlet, output an unlock command when the detection device detects a locked state, and if the detection device does not detect an unlock state after outputting the unlock command, it may diagnose that the locking device is faulty.

[0010] In this configuration, when the lock state is detected while the charging connector is disconnected from the inlet, an unlock command is output, causing the locking device to switch from the locked state to the unlocked state, and the detection device detects the unlocked state. If the locking device does not switch to the unlocked state even after receiving the unlock command, and the unlocked state cannot be detected, a locking failure can be diagnosed. Therefore, even if there are no signs of locking device failure when the charging connector is connected to the inlet, a locking device failure can be diagnosed.

[0011] Preferably, the locking device includes a locking pin driven by an actuator, and the sensing device may detect the locked and unlocked states based on the position of the locking pin.

[0012] With this configuration, the locked and unlocked states can be detected relatively easily by detecting the position of the lock pin.

[0013] Preferably, the control device may be configured to provide notification when it diagnoses a malfunction in the locking device.

[0014] With this configuration, the user can be aware that the locking device is malfunctioning. [Effects of the Invention]

[0015] According to this disclosure, a failure of the locking device can be diagnosed even if there are no signs of failure of the locking device when the charging connector is connected to the inlet. [Brief explanation of the drawing]

[0016] [Figure 1] This diagram illustrates the schematic configuration of the vehicle according to this embodiment. [Figure 2] This is a diagram illustrating an example of the appearance of the charging connector 25. [Figure 3]This is a diagram for explaining the schematic configuration of the locking device. [Figure 4] This is a flowchart showing an example of a failure detection process executed by the charge control ECU. [Figure 5] In a modified example, this is a flowchart showing an example of a failure detection process executed by the charge control ECU.

Embodiments for Carrying Out the Invention

[0017] Embodiments of the present disclosure will be described in detail with reference to the drawings. In the figures, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0018] FIG. 1 is a diagram for explaining the schematic configuration of a vehicle 1 according to the present embodiment. The vehicle 1 includes a battery 10, a control device 100, an inlet 120, a charging circuit 130, and an HMI (Human Machine Interface) device 150. The vehicle 1 is an electric vehicle (xEV) configured to be able to travel using the electric power stored in the battery 10, and for example, it may be a BEV (Battery Electric Vehicle). The battery 10 is a known secondary battery for vehicles, and for example, it may be a lithium-ion battery.

[0019] The inlet 120 includes a charging lid 121 and a charging port 123. The charging lid 121 is configured to be opened and closed by a user, covers the charging port 123 in the closed state, and exposes the charging port 123 in the opened state. When charging the battery 10, the charging connector 25 is connected to the charging port 123 with the charging lid 121 in the opened state. The charging circuit

[0020] <0000s1>The control device 100 includes a charging control ECU 101 and a smart ECU 102. The charging control ECU 101 includes a CPU (Central Processing Unit) 111 and a memory 112. Similarly, the smart ECU 102 also includes a CPU and a memory. The HMI device 150 includes an input section and a display section. The input section and the display section may be, for example, a touch panel display.

[0021] The charging facility (EVSE: Electric Vehicle Supply Equipment) 20 charges the battery 10 with the power supplied from an external power source PG (for example, a power grid). The EVSE 20 includes a circuit section 21 and a control section 22. The EVSE 20 further includes a charging cable 24 that extends outward from the main body of the EVSE 20. The control section 22 includes a CPU and a memory and controls the circuit section 21. The circuit section 21 includes, for example, a power conversion circuit and a circuit for charging the battery 10 with the power supplied from the external power source PG. A charging connector (plug) 25 that is detachable from the charging port 123 of the inlet 120 is provided at the tip of the charging cable 24. When the charging connector 25 is connected to the inlet 120 (charging port 123) of the vehicle 1, charging from the EVSE 20 to the vehicle 1 (battery 10) becomes possible.

[0022] FIG. 2 is a diagram for explaining an example of the appearance of the charging connector 25. The charging connector 25 has connector terminals formed on an end face P1 of a main body portion 250, and the end face P1 is connected to the charging port 123 of the inlet 120. The end face P1 has the connector terminals. The connector terminals provided on the end face P1 include a terminal L1, a terminal L2, a terminal PE, a terminal PP, and a terminal CP. The charging port 123 of the inlet 120 is provided with inlet terminals similar to the connector terminals provided on the end face P1. The terminals L1 and L2 are terminals to which power is supplied. For example, in the case of DC (AC) power, the terminals L1 and L2 may be Hot terminals or Cold terminals. In the case of DC (DC) power, the terminals L1 and L2 may be positive or negative terminals. The terminal PE is a ground (GND) terminal.

[0023] Terminal PP is a terminal (hereinafter also referred to as "PISW") for detecting the state (connected state / mated state / unmated state) of the charging connector 25 and the inlet 120 (proximity detection). Hereinafter, the state of the charging connector 25 and the inlet 120 will also be referred to as the "connector state". Terminal PP outputs a potential signal (PISW signal) indicating the connector state to the vehicle 1 side. Terminal CP corresponds to a terminal (hereinafter also referred to as "CPLT") for the CPLT signal as defined in, for example, the standard "IEC / TS 62763:2013". The CPLT signal is a PWM (Pulse Width Modulation) signal used in communication between the vehicle 1 and the EVSE 20.

[0024] The charging connector 25 further comprises a latch release button 251 and a latch 252. The latch release button 251 releases the latch of the charging connector 25 from the inlet 120. The latch 252 is configured to engage with the inlet 120 to secure (latch) the charging connector 25 to the inlet 120. For example, the charging connector 25 is secured by the tip of the latch 252 catching (engaging) in a recess formed in the inlet 120. The latch 252 is linked to the latch release button 251. When the latch release button 251 is pressed by the user, the engagement between the recess formed in the inlet 120 and the latch 252 is released (the lock is released), and the charging connector 25 can be removed from the inlet 120.

[0025] The PISW signal indicates the connector state of "connected," "mated," and "unmated" based on its potential. When a user inserts the charging connector 25 into the inlet 120 without pressing the latch release button 251 and mates the charging connector 25 with the inlet 120 (charging port 123), the charging connector 25 and the inlet 120 are electrically connected and fixed by the latch 252. This connector state is "connected." When the user presses the latch release button 251 in the connected state, the fixing by the latch 252 is released. This connector state is "mated." When the user pulls the charging connector 25 out of the inlet 120 in the mated state, the connector state becomes "unmated." The unmated state is a state that is neither connected nor mated.

[0026] A locking device 200 is provided in the inlet 120 (see Figure 1). The locking device 200 includes an actuator 210 and a locking pin 220. The actuator 210 is controlled by the charge control ECU 101 and the smart ECU 102 to move the locking pin 220 forward and backward. The locking device 200 locks the charge connector 25 in the inlet 120 so that it cannot be removed when the charge connector 25 is mated into the inlet 120. When the charge connector 25 is mated into the inlet 120 and the connector is in the connected state, the locking pin 220 protrudes from the position indicated by the dashed line, as shown by the dashed line in Figure 2, and contacts the latch 252. The position in which the locking pin 220 contacts the latch 252 is also called the locked position. When the locking pin 220 is in contact with the latch 252, the latch 252 cannot move in the direction that would release its engagement with the recess formed in the inlet 120. As a result, even when the latch release button 251 is pressed, the engagement between the recess formed in the inlet 120 and the latch 252 cannot be released, and the charging connector 25 remains locked, preventing it from being removed from the inlet 120.

[0027] When the actuator 210 of the locking device 200 returns the locking pin 220 to the position shown by the dashed line in Figure 2, the user can press the latch release button 251, which releases the engagement between the recess formed in the inlet 120 and the latch 252, allowing the charging connector 25 to be removed from the inlet 120. This state is referred to as the unlocked state, and the position of the locking pin 220 in the unlocked state is also referred to as the unlocked position. The unlocked state is a state in which the lock state has been released.

[0028] Figure 3 is a diagram illustrating the schematic configuration of the locking device 200. Inside the housing of the actuator 210 of the locking device 200, there is a pinion gear 211 driven by a motor 212 and a locking pin 220 on which a rack gear 221 that meshes with the pinion gear 211 is formed. When the locking device 200 is in the unlocked state (locking pin 220 in the unlocked position), when the pinion gear 211 is driven clockwise by the motor 212, the locking pin 220 moves forward and backward to the locked position and becomes locked. When the locking device 200 is in the locked state (locking pin 220 in the locked position), when the pinion gear 211 is driven counterclockwise by the motor 212, the locking pin 220 moves forward and backward to the unlocked position and becomes unlocked.

[0029] The locking device 200 is provided with a position sensor for detecting the position of the locking pin 220. In this embodiment, a limit switch 13 is provided that is OFF when the locking pin 220 is in the unlocked position and ON when the locking pin 220 is in the locked position. The limit switch 13 is a non-contact type limit switch, and a magnet Mg is provided on the locking pin 220 at a position facing the limit switch 13 when the locking pin 220 is in the locked position. As a result, when the locking pin 220 is in the locked position, the limit switch 13 is ON, and when the locking pin 220 is in the unlocked position, the limit switch 13 is OFF. The limit switch 13 corresponds to an example of the "detection device" in this disclosure.

[0030] Referring to Figure 1, the control device 100 receives information about the battery 10 from the monitoring unit 11. For example, the monitoring unit 11 transmits the temperature TB, voltage VB, input / output current IB, etc., of the battery 10. The monitoring unit 11 also estimates the State of Charge (SOC) of the battery 10 and transmits it to the control device 100. The control device 100 receives the vehicle speed SPD from the vehicle speed sensor 12 and the position information of the lock pin 220 (lock position: ON signal, unlock position: OFF signal) from the limit switch 13. The control device 100 outputs a lock command and an unlock command to the actuator drive circuit 230. When the actuator drive circuit 230 receives a lock command, the motor 212 drives the pinion gear 211 in a clockwise direction to move the lock pin 220 to the locked position. When the actuator drive circuit 230 receives an unlock command, the motor 212 drives the pinion gear 211 in a counterclockwise direction to move the lock pin 220 to the unlock position.

[0031] When the user presses the latch release button 251 and inserts the charging connector 25 into the inlet 120 (charging port 123), the control device 100 (charging control ECU 101) receives a PISW signal via terminal PP of the charging connector 25. The charging control ECU 101 also receives a CPLT signal via terminal CP. When the charging connector 25 and the inlet 120 are connected, the potential of the PISW signal decreases. When the charging control ECU 101 detects that the connector is connected based on the PISW signal, it initiates communication with the EVSE 20 to prepare for charging based on the CPLT signal.

[0032] When the charging control ECU 101 detects the connection status of the connector via the PISW signal, it outputs a lock command to the actuator 210. Upon receiving the lock command from the charging control ECU 101, the actuator 210 drives the lock pin 220 to the locked position. Once the charging connector 25 and the inlet 120 are locked and the battery 10 is ready to be charged, it requests the EVSE 20 to start charging the battery 10 and controls the charging circuit 130. While the battery 10 is charging, the locking device 200 is in an unlocked state, and the charging connector 25 cannot be removed from the inlet 120.

[0033] In this embodiment, the locking device 200 maintains the locked state until an unlock operation is performed by the user. The user performs the unlock operation by operating the unlock button 125 provided on the inlet 120. When the user presses the unlock button 125, the charging control ECU 101 outputs an unlock command. Upon receiving the unlock command, the actuator 210 drives the lock pin 220 and controls the lock pin 220 to the unlocked position.

[0034] The locking and unlocking of the locking device 200 is also linked to the operation of the smart key 300. This allows the user to unlock the doors using the smart key 300. The smart key 300 is a portable device carried by the user and communicates with the smart ECU 102 to lock and unlock the doors of the vehicle 1. For example, the vehicle 1 (smart ECU 102) transmits a polling signal in the LF (Low Frequency) band at predetermined intervals. The smart key 300, upon receiving the polling signal, transmits a response signal in the RF (Radio Frequency) band. The smart ECU 102, upon receiving the response signal, performs authentication processing. Once authentication is successful and the user performs a predetermined operation (for example, touching the touch sensor provided on the door handle of the vehicle 1), the smart ECU 102 unlocks the doors and outputs an unlock command to the actuator 210. In this case, the unlock command may be transmitted to the actuator 210 via the charge control ECU 101. Alternatively, by operating the unlock switch 301 provided on the smart key 300, the door may be unlocked and an unlock command sent to the actuator 210. When the actuator 210 receives the unlock command, it drives the lock pin 220 and controls the lock pin 220 to the unlocked position.

[0035] When the locking device 200 is unlocked and the charging connector 25 is removed from the inlet 120, the charging control ECU 101 detects that the connector is in an unmated state via the PISW signal. When the charging control ECU 101 detects that the connector is in an unmated state, it permits the vehicle 1 to drive. While the vehicle 1 is driving, vibrations or other factors may cause the locking pin 220 to move to the locked position. Even when the vehicle is not driving, if the connector is in an unmated state, and for some reason the locking pin 220 moves to the locked position and becomes locked, the charging connector 25 cannot be connected to the inlet 120. In this case, by operating the smart key 300 or the unlock button 125 to unlock the locking device 200, it becomes possible to connect the charging connector 25 to the inlet 120. However, if the locking device 200 malfunctions while locked, it is not possible to switch from the locked state to the unlocked state, the charging connector 25 cannot be connected to the inlet 120, and the vehicle 1 cannot be charged. For the convenience of the user and for repair purposes, it is preferable to diagnose whether a malfunction has occurred in the locking device 200.

[0036] In this embodiment, a malfunction of the locking device 200 is diagnosed when the vehicle is locked, and the user is notified of the malfunction of the locking device 200. Figure 4 is a flowchart showing an example of a fault detection process performed by the charge control ECU 101. This flowchart is repeated at predetermined intervals when the charge control ECU 101 is running. In step 10 (hereinafter, steps are abbreviated as "S"), it is determined whether the vehicle speed SPD detected by the vehicle speed sensor 12 is greater than or equal to a predetermined value A. The predetermined value A may be a threshold indicating that the vehicle 1 is in motion, for example, it may be 5 km / h. If the vehicle speed SPD is less than the predetermined value A, it is determined to be negative and the routine ends. If the vehicle speed SPD is greater than or equal to the predetermined value A, it is determined to be positive and the process proceeds to S11.

[0037] In S11, it is determined whether the limit switch 13 is ON or OFF. If the lock pin 220 is in the locked position and the limit switch 13 is ON, the result is positive and the process proceeds to S12. If the lock pin 220 is in the unlocked position and the limit switch 13 is OFF (not ON), the result is negative and the routine ends.

[0038] In S12, the charge control ECU 101 outputs an unlock command to the locking device 200 (actuator 210). Upon receiving the unlock command, the actuator 210 drives the lock pin 220 to the unlocked position.

[0039] In the following step S13, it is determined whether the limit switch 13 is OFF or OFF. If the lock pin 220 is in the unlocked position and the limit switch 13 is OFF, the result is positive and the process proceeds to S14. If the lock pin 220 is in the locked position and the limit switch 13 is not OFF (it is ON), the result is negative and the process proceeds to S15.

[0040] In S14, the locking device 200 is diagnosed as not malfunctioning because it has switched from the locked state to the unlocked state due to the unlock command in S12, and the routine is terminated.

[0041] In S15, the locking device 200 is diagnosed as faulty, and a message indicating the locking device 200 is faulty is displayed on the HMI device 150's display unit, and the routine is terminated. In S12, despite an unlock command being output, the device does not switch from the locked state to the unlocked state, so it can be diagnosed that the locking device 200 is faulty.

[0042] According to this embodiment, the locking device 200 operates in a locked state when it receives a lock command from the charging control ECU 101, and operates in an unlocked state when it receives an unlock command. When the vehicle 1 is in motion and the limit switch 13 detects the locked position (ON), the charging control ECU 101 outputs an unlock command. If the limit switch 13 does not detect the unlock position (OFF) after the output of the unlock command, the charging control ECU 101 diagnoses a malfunction in the locking device 200 and displays the malfunction of the locking device 200 on the HMI device 150 to notify the user. This allows the system to diagnose that the locking device 200 is malfunctioning in the locked state and to inform the user of the malfunction of the locking device 200. Furthermore, even if there are no signs of a malfunction in the locking device 200 when the charging connector 25 is connected to the inlet 120, the system can still diagnose a malfunction in the locking device 200.

[0043] (modified version) Figure 5 is a flowchart showing an example of fault detection processing performed by the charge control ECU 101 in a modified example. This flowchart is repeated at predetermined intervals when the charge control ECU 101 is running. In the modified example, the processes from S21 to S25 are the same as the processes from S11 to S15 in the fault detection processing of Figure 4. In the modified example, only S20 differs from S10 in the fault detection processing of Figure 4.

[0044] In S20, the charging control ECU 101 determines whether the connector is in an unmated state based on the PISW signal. If the charging connector 25 is removed from the inlet 120 and the connector is in an unmated state, the determination is affirmative and the process proceeds to S21. If the connector is in a connected or mated state, the determination is negative and the routine ends. The following process is the same as the flowchart in Figure 4, so the explanation is omitted.

[0045] In this modified example, when the charging connector 25 is disconnected from the inlet 120 and the connector is in an unmated state, the charging control ECU 101 outputs an unlock command when the limit switch 13 detects the locked position (ON). If the limit switch 13 does not detect the unlock position (OFF) after outputting the unlock command, the charging control ECU 101 diagnoses a malfunction in the locking device 200 and displays the malfunction of the locking device 200 on the HMI device 150 to notify the user. This allows the system to diagnose that the locking device 200 is malfunctioning in the locked state and to inform the user of the malfunction of the locking device 200. Furthermore, even if there are no signs of a malfunction in the locking device 200 when the charging connector 25 is connected to the inlet 120, the system can still diagnose a malfunction in the locking device 200.

[0046] In the above embodiment, the charge control ECU 101 detected the connection between the charge connector 25 and the inlet 120 and output a lock command to the actuator 210, thereby controlling it to the locked state. However, the locking device 200 may also be controlled to the locked state in conjunction with the door locking operation using the smart key 300.

[0047] In the above embodiment, the locking device 200 was configured to be locked so that the connector could not be removed from the inlet 120 by the locking pin 220 contacting the latch 252. However, the locking mechanism of the locking device can be configured in any way. For example, the locking pin of the locking device may engage with a recess provided in the charging connector to form a locked state. Also, in the above embodiment, the locking pin 220 is driven by a motor 212 and a rack and pinion mechanism, but the actuator 210 can be configured in any way. For example, the locking pin may be driven using an electromagnetic solenoid.

[0048] In the above embodiment, the locked and unlocked states of the locking device 200 were detected by a non-contact limit switch 13. However, the locked and unlocked states may also be detected using a contact-type limit switch. Alternatively, the locked and unlocked states may be detected by a position sensor that detects the position of the lock pin 220, such as a Hall element or an optical sensor.

[0049] 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]

[0050] 1 Vehicle, 10 Battery, 12 Vehicle speed sensor, 13 Limit switch, 20 EVSE, 25 Charging connector, 100 Control unit, 101 Charging control ECU, 102 Smart ECU, 120 Inlet, 123 Charging port, 125 Unlock button, 150 HMI device, 200 Locking device, 210 Actuator, 220 Lock pin, 230 Actuator drive circuit, 300 Smart key, 301 Unlock switch.

Claims

1. An inlet into which a charging connector can be connected, A locking device that switches between a locked state in which the charging connector cannot be removed from the inlet and an unlocked state in which the charging connector can be removed from the inlet, A detection device for detecting the locked state and the unlocked state, A control device is provided, The locking device operates in the locked state when it receives a lock command from the control device, and operates in the unlocked state when it receives an unlock command from the control device. The control device is When the vehicle is in motion, the detection device detects the locked state and outputs the unlock command. A vehicle that diagnoses a malfunction of the locking device if the detection device does not detect an unlocked state after the output of the unlock command.

2. An inlet into which a charging connector can be connected, A locking device that switches between a locked state in which the charging connector cannot be removed from the inlet and an unlocked state in which the charging connector can be removed from the inlet, A detection device for detecting the locked state and the unlocked state, A control device is provided, The locking device operates in the locked state when it receives a lock command from the control device, and operates in the unlocked state when it receives an unlock command from the control device. The control device is When the charging connector is removed from the inlet, and the detection device detects the locked state, it outputs the unlock command. A vehicle that diagnoses a malfunction of the locking device if the detection device does not detect an unlocked state after the output of the unlock command.

3. The locking device includes a locking pin driven by an actuator, The vehicle according to claim 1 or 2, wherein the detection device detects the locked state and the unlocked state based on the position of the lock pin.

4. The vehicle according to claim 1 or 2, wherein the control device provides notification when it diagnoses a malfunction of the locking device.

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