Charging control device

Abstract

To provide a charging control device capable of reducing power consumption of an auxiliary battery when charging externally.SOLUTION: A charging control device in an embodiment includes a controller. The controller is provided to a vehicle that includes a first battery for supplying electric power to a travel drive unit of the vehicle and a second battery for supplying electric power to a control unit mounted on the vehicle. The controller controls the charging of the first battery via a high-voltage power supply path from an external power source. The controller is configured so as to, when the external power source is connected to the vehicle and during a period when the first battery is not being charged, operate by receiving power from the external power source via a low-voltage power supply path, and during a period when the first battery is being charged, to operate by receiving the power from the second battery.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a charge control device. [Background Art]

[0002] In recent years, vehicles including a battery that supplies electric power to a motor or the like for driving the vehicle, such as plug-in hybrid vehicles and electric vehicles, have been becoming widespread. In this type of vehicle, there is a technology for supplying electric power from an external charging device to a high-voltage battery for traveling to charge the battery by connecting the external charging device and the high-voltage battery.

[0003] Further, Patent Document 1 discloses a technical control device in which a control device mounted on a vehicle determines whether charging from a charging device to a high-voltage battery is possible, and prohibits charging from the charging device to the high-voltage battery when it is determined that charging is not possible. [Prior Art Documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Unexamined Patent Publication No. 2020-108244 [Summary of the Invention] [Problem to be Solved by the Invention]

[0005] In the conventional technology, when the control device performs compatibility determination for external charging, electric power of an auxiliary battery is consumed to operate the control device. Therefore, for example, when it is repeatedly determined that charging is impossible, the remaining capacity of the auxiliary battery decreases, which may make it impossible to operate the control device. Note that this power consumption of the auxiliary battery occurs not only in compatibility determination but also when the control device is operated during a period in which the battery is not charged while the charging device is connected.

[0006] The present invention has been made in view of the above, and an object of the present invention is to provide a charge control device capable of reducing power consumption of an auxiliary battery when performing external charging. [Means for solving the problem]

[0007] To solve the above-mentioned problems and achieve the objective, the charging control device according to the present invention includes a controller. The controller is provided in a vehicle that has a first battery that supplies power to the vehicle's drive unit and a second battery that supplies power to a control device mounted on the vehicle, and controls the charging of the first battery from an external power source via a high-voltage power supply path. When the external power source is connected to the vehicle, the controller operates by receiving power from the external power source via a low-voltage power supply path during periods when the first battery is not being charged, and operates by receiving power from the second battery during periods when the first battery is being charged. [Effects of the Invention]

[0008] According to the present invention, the power consumption of the auxiliary battery when external charging can be reduced. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 is a schematic diagram showing the overall configuration of the charging system S according to the embodiment. [Figure 2] Figure 2 shows an example of the hardware configuration of a charging control device according to an embodiment. [Figure 3] Figure 3 is a flowchart showing the processing procedure of the process performed in the charging control device according to the embodiment. [Figure 4] Figure 4 shows the configuration of a modified vehicle. [Modes for carrying out the invention]

[0010] The charging control device according to the embodiment will be described in detail below with reference to the attached drawings. However, the present invention is not limited to the embodiments shown below.

[0011] First, the overall configuration of the charging system according to the embodiment will be described using Figure 1. Figure 1 is a schematic diagram showing the overall configuration of the charging system S according to the embodiment. As shown in Figure 1, the charging system S includes a charging device 100 and a vehicle C.

[0012] The charging device 100 is an external power source, such as a public charging station or a charging station installed in a residence. The charging device 100 includes a connector 101, which is a connecting member connected to the vehicle C. The charging device 100 and the connector 101 are connected by a communication line 102, a direct line 103, and a power line 104. The communication line 102, the direct line 103, and the power line 104 may be bundled together by a single cable.

[0013] The charging device 100 converts AC power supplied from a commercial power source (not shown) (for example, a 3-phase 200V power supply) into DC power and supplies it to the vehicle C via the power line 104. The charging device 100 is also connected to the charging control device 1, which will be described later, via the communication line 102 and the direct line 103, and transmits and receives various information with the charging control device 1. Note that the charging device 100 is not limited to an external device capable of supplying AC power, but may also be an external device capable of supplying DC power (for example, a fast charger).

[0014] Vehicle C is, for example, a vehicle that consumes electricity for propulsion, such as a plug-in hybrid vehicle or an electric vehicle. Vehicle C comprises a charging control device 1, a LiB 10, a PbB 20, a motor device 30, a DC-DC converter 40, and an inlet 50.

[0015] The charging control device 1 is an ECU (Electronic Control Unit) that controls the charging of the LiB20 and the PbB30. Details of the charging control of the charging control device 1 will be described later.

[0016] LiB20 is a lithium-ion battery. LiB20 is, for example, a 200V high-voltage battery. LiB20 is a traction battery that supplies power to the traction motor device 30, which is the drive unit of vehicle C. PbB30 is a lead-acid battery. PbB30 is, for example, a 12V low-voltage battery. PbB30 is an auxiliary battery that supplies power to, for example, the charge control device 1 and other control devices (not shown) mounted on vehicle C. Furthermore, PbB30 is connected to LiB20 so as to be able to receive power from it and is charged by the power supplied from LiB20. Note that LiB20 is an example of a first battery, and PbB30 is an example of a second battery.

[0017] The motor unit 30 is a drive unit that drives the vehicle C. The motor unit 30 includes, for example, a motor and a drive control device that controls the motor's operation. The motor unit 30 drives the vehicle C by rotating the motor using power supplied from the LiB 10.

[0018] The DC-DC converter 40 is connected between the LiB10 and PbB20 and steps down the power supplied from the LiB10 (for example, from 200V to 12V) before supplying it to the PbB20.

[0019] The inlet 50 is a connecting member that connects to the connector 101 of the charging device 100. The inlet 50 is connected to a communication line 51 such as CAN (Controller Area Network), a direct cable 52, and a power line 54.

[0020] The communication line 51 is connected to the inlet 50 so as to enable communication between the charging device 100 and the charging control device 1. The J1772 pilot line 52 is connected to the inlet 50 so as to enable communication between the charging device 100 and the charging control device 1. A power line 53 branched between the charging control device 1 and the inlet 50 is provided for the J1772 pilot line 52. The power line 53 is a low-voltage power line connected to the inlet 50 so as to enable power supply from the charging device 100 to the charging control device 1. A first switch SW1 is provided on the power line 53. The power line 54 is a high-voltage power line connected to the inlet 50 so as to enable power supply from the charging device 100 to the LiB 10. The power line 54 connects the LiB 10 and the PbB 20 such that power can be supplied therebetween via the DCDC converter 40. A high-voltage switch SW3 is provided between the inlet 50 and the LiB 10 on the power line 54. The PbB 20 and the charging control device 1 are connected to each other via a second switch SW2 such that power can be supplied therebetween. It should be noted that the power line 53 is not limited to being branched from the J1772 pilot line 52 in the vehicle, and the power line 53 and the J1772 pilot line 52 may be independently connected to separate power lines provided in the charging device 100.

[0021] It should be noted that the communication line 51 and the J1772 pilot line 52 transmit and receive different pieces of information respectively. For example, the communication line 51 is used when transmitting device information related to the charging device 100, which will be described later, from the charging device 100 to the charging control device 1. The communication line 51 is also used when transmitting a charging permission notification and a charging end notification, which will be described later, from the charging control device 1 to the charging device 100. The J1772 pilot line 52 is used when transmitting the charging state (remaining power storage amount) of the LiB 10 from the charging control device 1 to the charging device 100.

[0022] When the inlet 50 is connected to the connector 101, the communication line 102 is connected to the communication line 51, the J1772 pilot line 103 is connected to the J1772 pilot line 52, and the power line 104 is connected to the power line 54.

[0023] With this configuration, when the inlet 50 and connector 101 are connected, the charging device 100 communicates with the charging control device 1 via communication lines 102 and 51. The charging device 100 also communicates with the charging control device 1 via direct lines 103 and 52. Furthermore, the charging device 100 is connected to the LiB 10 via power lines 104 and 54 to supply power.

[0024] In the following, the low-voltage power supply path (low-voltage power supply path) through which power is supplied from the charging device 100 to the charging control device 1 via the power line 53 will be referred to as the first power supply path 53, and the high-voltage power supply path (high-voltage power supply path) through which power is supplied from the charging device 100 to the charging control device 1 via the power line 54 will be referred to as the second power supply path 54.

[0025] Specifically, the first power path 53 is a path that directly connects the charging device 100 and the charging control device 1 via the power line 53. The second power path 54 connects the charging device 100 and the LiB 10 via the power line 54, and also connects the charging device 100 to the DCDC converter 40 and the PbB 20, etc., via the LiB 10.

[0026] Next, an example of the operation of the charging system S shown in Figure 1 will be described. When charging with the charging device 100, the user (driver, etc.) turns off the power to the vehicle C. Then, with the power off, the user inserts (connects) the connector 101 of the charging device 100 into the inlet 50 of the vehicle C. This completes the connection between the charging device 100 and the vehicle C, and also completes the preparation for charging the LiB 10 from the charging device 100.

[0027] When the charging control device 1 has established a connection with the charging device 100 and a charging start button (not shown) provided on the charging device 100 is pressed, the charging control device 1 acquires equipment information about the charging device 100 from the charging device 100 via communication lines 51 and 102. The equipment information includes, for example, information about the charging standard that the charging device 100 conforms to (protocol, version, etc.) and information about the output of the charging device 100 (e.g., 3.2kW, etc.).

[0028] The charging control device 1 performs a conformity determination based on the device information obtained from the charging device 100 to determine whether or not the LiB 10 can be charged by the charging device 100. Details of the conformity determination will be described later. If the conformity determination determines that charging is possible, the charging control device 1 charges the LiB 10; if the conformity determination determines that charging is not possible, it prohibits charging the LiB 10.

[0029] As mentioned above, since vehicle C is powered off, it is necessary to supply power to the charging control device 1 to start it up in order to perform a compatibility check. In the past, power was supplied to the charging control device from a low-voltage auxiliary battery installed in the vehicle, such as a PbB. In other words, conventionally, the compatibility check was performed by consuming the power of the auxiliary battery.

[0030] However, with conventional technology, if an attempt is made to start charging but the compatibility check determines that charging is not possible, the high-voltage battery for driving and the auxiliary battery cannot be charged. If this failure to start charging occurs repeatedly, the remaining capacity of the auxiliary battery decreases, which could lead to battery failure. In addition, when external charging of the high-voltage battery, if a decrease in the remaining capacity of the auxiliary battery is detected, a process of charging the auxiliary battery from the high-voltage battery may be performed. However, if external charging is not performed (e.g., if it is canceled due to a compatibility check before starting), the above process of charging the auxiliary battery from the high-voltage battery will not be performed.

[0031] Therefore, in this disclosure, when the charging device 100 is connected to the vehicle C, the charging control device 1 supplies power from the charging device 100 to the charging control device 1 during periods when the LiB 10 is not being charged. The charging control device 1 supplies power from the PbB 20 to the charging control device 1 during periods when the LiB 10 is being charged by the charging device 100.

[0032] Specifically, as shown in Figure 1, the charging control device 1 supplies power from the charging device 100 to the charging control device 1 via the first power path 53 during periods when the LiB 10 is not being charged. Furthermore, the charging control device 1 supplies power from the charging device 100 to the charging control device 1 via the second power path 54 during periods when the LiB 10 is not being charged. The periods when the LiB 10 is not being charged are those when the charging control device 1 is in an active state, specifically before and after charging of the LiB 10 (particularly before and after connecting the third switch SW3).

[0033] More specifically, the charging control device 1 turns on the first switch SW1 and off the second switch SW2 when the LiB 10 is not being charged. Furthermore, when the charging control device 1 is charging the LiB 10, it turns off the first switch SW1, turns on the second switch SW2, and turns on the high-voltage switch SW3.

[0034] In other words, when the LiB 10 is not being charged, the charging control device 1 directly supplies power from the charging device 100 to the charging control device 1 via the first power path 53. Since the first power path 53 is a branched path from the direct power line 52, which is connected to the charging control device 1 (and thus has an established power supply system), power supply is possible regardless of the results of the conformity assessment.

[0035] As a result, the charging control device 1 consumes power from the charging device 100 to operate during periods when the LiB 10 is not being charged, i.e., during the conformity determination period, thus reducing the loss of power from the PbB 20.

[0036] Furthermore, during the period when the LiB10 is being charged, the charging control device 1 supplies power from the PbB20 to the charging control device 1 via the second power path 54. Specifically, the charging control device 1 supplies power from the charging LiB10 to the PbB20 while simultaneously supplying power from the PbB20 to the charging control device 1. The amount of power supplied from the charging device 100 to the LiB10 is greater than the amount of power supplied from the LiB10 to the PbB20.

[0037] As a result, even if power is supplied from PbB20 to the charging control device 1, power can be supplied from LiB10 to PbB20, allowing PbB20 to be charged. This reduces the loss of power in PbB20 while LiB10 is charging.

[0038] Thus, according to the charging control device 1 of this embodiment, power loss of PbB20 can be reduced by supplying power directly from the charging device 100 to the charging control device 1 during periods when the LiB10 is not being charged, such as during the suitability determination period.

[0039] Furthermore, if the charging control device 1 is configured to receive power from the external charging device 100 even while external charging is in progress, there is a possibility that power to the charging control device 1 may suddenly be interrupted due to poor contact or disconnection of the external connector, or a malfunction of the charging device 100. In that case, the interruption of power supply to the charging control device 1 will cause the control that maintains the third switch SW3 of the charging control device 1 in the connected state to cease, resulting in the third switch SW3 being shut off. If the third switch SW3 is shut off in this way, arc discharge may occur, potentially causing welding of the third switch SW3.

[0040] In contrast, the present invention prioritizes safety when the third switch SW3 is turned ON, and switches the power supply to the charging control device 1 to PbB20 inside the vehicle during external charging (when the third switch SW3 is ON). This improves the stability of the power supply to the charging control device 1 and prevents the above-mentioned problems. Therefore, according to the charging control device 1 of this embodiment, the power loss of PbB20 can be reduced, thereby reducing the likelihood of PbB20 battery drain, and thus preventing the high-voltage switch SW3 from being suddenly shut off due to an interruption in the power supply to the charging control device 1. As a result, the occurrence of arc discharge due to the sudden shutdown of the high-voltage switch SW3 during charging of LiB10 can be reduced, and the occurrence of welding (ON-fixing) of the high-voltage switch SW3 due to arc discharge can be reduced.

[0041] In Figure 1, an example is shown of power being supplied from the charging device 100 and PbB20 to the charging control device 1. However, the power supply destination of the charging device 100 and PbB20 is not limited to the charging control device 1. The power supply destination of the charging device 100 and PbB20 can be any control device that consumes the power of PbB20 during periods when charging by the charging device 100 is not being performed. Examples of such control devices include, for example, a dashcam that records the surroundings while the vehicle is stopped, and an anti-theft device.

[0042] Furthermore, while the above example uses the period during which compliance testing is performed as an example of a period during which the LiB10 is not being charged, it could also be a period during which power supply from the charging device 100 is temporarily stopped due to a charging abnormality to the LiB10 (such as a communication abnormality between the charging device 100 and the charging control device 1 or a break in the power line 54).

[0043] Next, an example of the hardware configuration of the charging control device 1 will be described using Figure 2. Figure 2 is a diagram showing an example of the hardware configuration of the charging control device 1 according to this embodiment.

[0044] As shown in Figure 2, the charging control device 1 according to this embodiment comprises a controller 2 and a storage unit 3.

[0045] The memory unit 3 is, for example, RAM (Random Access Memory) or data flash. The memory unit 3 can store various data necessary for the processing of the controller 2, as well as information on various programs. The charging control device 1 may also acquire the above-mentioned programs and various information via other computers or portable recording media connected by a wired or wireless network.

[0046] Controller 2 includes a microcomputer with a CPU (Central Processing Unit), ROM (Read Only Memory), RAM, and various circuits. Controller 2 controls the operation of the entire charge control device 1 by having the CPU execute a program stored in ROM, using RAM as a workspace. Controller 2 may be composed of hardware such as an ASIC (Application Specific Integrated Circuit) or FPGA (Field Programmable Gate Array), either partially or entirely.

[0047] Next, we will explain the processes performed by Controller 2.

[0048] First, when the charging device 100 and vehicle C are not connected, the controller 2 is powered off, and the first switch SW1 to the third switch SW3 are in their initial state (switch state when no power is supplied). Specifically, in the initial state, the first switch SW1 and the second switch SW2 are ON, and the third switch SW3 is OFF. Note that the first switch SW1 may also be OFF in the initial state. In this case, when the charging device 100 and vehicle C are connected and the first power path 53 is energized, or when the charging start button is pressed, the controller 2 is activated by the power supply from PbB20 and turns the first switch SW1 ON.

[0049] When the charging device 100 and the vehicle C are connected, that is, when the first power path 53 is energized or the charging start button is pressed, the controller 2 is activated by the power supplied from the charging device 100 via the first power path 53 and turns off the second switch SW2. As a result, the controller 2 can be activated without consuming the power of PbB20.

[0050] Next, when the controller 2 receives a charging start instruction from the charging device 100 via the communication line 51, it obtains equipment information about the charging device 100 from the charging device 100 via the communication line 51. As described above, the equipment information includes, for example, information about the charging standard that the charging device 100 conforms to (protocol, version, etc.) and information about the output of the charging device 100 (e.g., 3.2kW, etc.).

[0051] Next, the controller 2 performs a compatibility determination (an example of determination process) to determine whether charging from the charging device 100 to the LiB 10 is possible, based on the acquired device information. Specifically, the controller 2 determines that charging from the charging device 100 to the LiB 10 is possible if the charging standard that the vehicle side conforms to matches the charging standard that the charging device side conforms to. On the other hand, the controller 2 determines that charging from the charging device 100 to the LiB 10 is impossible if the charging standard that the vehicle side conforms to matches the charging standard that the charging device side conforms to. If the controller 2 determines that charging from the charging device 100 to the LiB 10 is impossible, it sends a charging failure notification to the charging device 100 via the communication line 51. The controller 2 may also send a charging completion notification instead of a charging failure notification. Alternatively, the controller 2 may include the reason for termination (that charging is impossible or the reason why charging is impossible) in the charging completion notification. During this series of compliance checks, since no charging is taking place from the charging device 100 to the LiB 10, power is supplied from the charging device 100 to the controller 2 via the first power path 53.

[0052] When the controller 2 determines that charging the LiB 10 from the charging device 100 is possible, it determines whether the vehicle C is in a state where it can be charged (an example of the determination process). Specifically, the controller 2 detects whether there is an abnormality in the second power path 54 and makes a determination based on the detection result. For example, the controller 2 detects a break in the power line 54 located between the inlet 50 and the LiB 10, or an abnormality in the LiB 10. For example, if there is no abnormality in the second power path 54, the controller 2 determines that the vehicle is in a state where it can be charged. On the other hand, if the controller 2 detects a break in the power line 54 or an abnormality in the LiB 10, it determines that the vehicle is in a state where it cannot be charged. Then, if the controller 2 determines that the vehicle is in a state where it cannot be charged, it sends the above-mentioned charging failure notification or charging completion notification to the charging device 100.

[0053] Furthermore, if the controller 2 determines that the vehicle is in a rechargeable state, it sends a charging permission notification to the charging device 100 via the communication line 51. Note that during the period in which the determination of whether or not the vehicle is in a rechargeable state is made, the charging device 100 is not charging the LiB 10, so power is supplied from the charging device 100 to the controller 2 via the first power path 53.

[0054] Furthermore, when Controller 2 notifies the charging device 100 of permission to charge, it switches the power supply path to Controller 2 from the first power path 53 to the second power path 54. Specifically, Controller 2 turns off the first switch SW1 and turns on the second switch SW2. In other words, Controller 2 switches the power supply source to Controller 2 from the charging device 100 to PbB20 when it is determined through a judgment process (suitability judgment, vehicle status judgment) that charging is possible. In this way, the switching between the first power path 53 and the second power path 54 can be performed with high precision by switching the first switch SW1 and the second switch SW2.

[0055] This allows power to be supplied directly from the charging device 100 to the controller 2 when the controller 2 performs the judgment process, thereby reducing the power loss of PbB20 associated with the judgment process.

[0056] Furthermore, as described above, by supplying power to the controller 2 via a first power path 53 and a second power path 54, the power supply to the controller 2 can be made redundant. For example, if the controller 2 is unable to supply power to the PbB20 due to an abnormality (such as a broken wire) in the second power path 54, the controller 2 will turn on the first switch SW1 and turn off the second switch SW2 to supply power via the first power path 53. This reduces the loss of power in the PbB20 even when charging the LiB10 while the LiB10 cannot supply power to the PbB20.

[0057] The timing of turning off the first switch SW1, turning on the second switch SW2, and turning on the high-voltage switch SW3 may be before or after issuing the charging permission notification.

[0058] Next, the controller 2 turns on the high-voltage switch SW3. This enables power supply from the charging device 100 to the LiB10, as well as power supply from the LiB10 to the PbB20 via the second power path 54, and power supply from the PbB20 to the controller 2.

[0059] In other words, while the controller 2 is charging the LiB10 from the charging device 100, it supplies power from the PbB20 to the controller 2 and also supplies power from the LiB10 to the PbB20 to charge the PbB20. To put it another way, while the controller 2 is supplying power from the PbB20 to the controller 2, it continues to supply power from the LiB10 to the PbB20. As a result, the power consumption of the PbB20 can be covered by the power supplied from the LiB10, thereby reducing the power loss of the PbB20.

[0060] Furthermore, the controller 2 may not only continuously supply power from LiB10 to PbB20, but may also supply power from LiB10 to PbB20 when, for example, the remaining charge of PbB20 falls below a predetermined threshold. In this case, it is preferable that charging from LiB10 to PbB20 is performed until the remaining charge of PbB20 is higher than the above threshold (for example, 20%) (for example, 70%).

[0061] While power is being supplied from the charging device 100 to the LiB10, the controller 2 monitors the remaining charge of the LiB10. When the remaining charge reaches full capacity, it determines that charging is complete and turns off the high-voltage switch SW3.

[0062] Furthermore, after turning off the high-voltage switch SW3, controller 2 switches the power supply source to controller 2 from PbB20 to the charging device 100. Specifically, controller 2 switches the power supply path from the second power path 54 to the first power path 53 by turning on the first switch SW1 and turning off the second switch SW2.

[0063] After switching the power supply path from the second power path 54 to the first power path 53, the controller 2 sends a charging completion notification to the charging device 100 via the communication line 51. After sending the charging completion notification, the controller 2 may terminate its operation and enter a power-off or sleep state.

[0064] Next, the processing procedure of the process executed in the charging control device 1 according to the embodiment will be described using Figure 3. Figure 3 is a flowchart showing the processing procedure of the process executed in the charging control device 1 according to the embodiment. Note that the processes from step S101 to step S113 shown in Figure 3 are executed by the controller 2 of the charging control device 1.

[0065] As shown in Figure 3, first, when the charging device 100 is connected to the vehicle C, the controller 2 is powered by the first power path 53 and starts up (step S101). The controller 2 keeps the first power path 53 energized by turning on the first switch SW1 when the power to the vehicle C is turned off and the shutdown process is performed.

[0066] Next, the controller 2 starts communicating with the charging device 100 (step S102). Specifically, the controller 2 starts communicating with the charging device 100 via the communication line 51 and the direct line 52.

[0067] Next, the controller 2 acquires device information regarding the charging device 100 via the communication line 51 (step S103).

[0068] Next, the controller 2 determines whether or not external charging by the charging device 100 is possible based on the acquired device information (step S104).

[0069] If external charging by the charging device 100 is possible (step S104: Yes), the controller 2 determines whether the vehicle C is in a state where it can be charged (step S105). For example, the controller 2 detects a malfunction of the high-voltage switch SW3, a break in the power line 54, an abnormality in the LiB 10, etc., and makes a determination based on the detection result.

[0070] If the vehicle C is in a state where it can be charged (step S105: Yes), the controller 2 switches from the first power path 53 to the second power path 54 (step S106). Specifically, the controller 2 turns off the first switch SW1 and turns on the second switch SW2.

[0071] Next, the controller 2 turns on the high-voltage switch SW3 (step S107) and sends a power-on permission notification to the charging device 100 via the communication line 51 (step S108).

[0072] Next, the controller 2 starts charging the LiB 10 by supplying power from the charging device 100 to the LiB 10 via the power line 54 (step S109).

[0073] Next, controller 2 determines whether or not LiB10 is fully charged (step S110).

[0074] If LiB10 is fully charged (step S110: Yes), controller 2 turns off the high-voltage switch SW3 (step S111). If LiB10 is not fully charged (step S110: No), controller 2 repeats step S110 until LiB10 is fully charged.

[0075] Next, controller 2 switches from the second power path 54 to the first power path 53 (step S112). Specifically, controller 2 turns off the first switch SW1 and turns on the second switch SW2.

[0076] Next, the controller 2 notifies the charging device 100 of the completion of charging via the communication line 51 (step S113), and terminates the process.

[0077] In step S104, if external charging by the charging device 100 is not possible (step S104: No), the controller 2 proceeds to step S113.

[0078] Furthermore, in step S105, if the state of vehicle C is not in a state where it can be charged (step S105: No), the controller 2 proceeds to step S113.

[0079] As described above, the charging control device 1 according to the embodiment includes a controller 2. The controller 2 is installed in a vehicle C which has a first battery (LiB10) that supplies power to the vehicle C's driving unit (motor device 30) and a second battery (PbB20) that supplies power to a control device (charging control device 1) mounted on the vehicle C, and controls the charging of the first battery from an external power source (charging device 100) via a high-voltage power supply path (second power path 54). When an external power source is connected to the vehicle C, the controller 2 operates by receiving power from the external power source via a low-voltage power supply path (first power path 53) during periods when the first battery is not being charged, and operates by receiving power from the second battery during periods when the first battery is being charged.

[0080] This allows power to be supplied directly from the charging device 100 to the charging control device 1 during periods when the LiB10 is not being charged, such as during the conformity assessment period, thereby reducing the power consumption of the PbB20 when external charging is performed.

[0081] Furthermore, in this disclosure, a capacitor is provided in the first power path 53, and if the power supply to the first power path 53 is interrupted, the power stored in the capacitor is supplied to the charge control device 1, thereby allowing the charge control device 1 to operate for a certain period of time. This point will be explained using Figure 4.

[0082] Figure 4 shows the configuration of vehicle C according to a modified example. As shown in Figure 4, the first power path 53 includes a capacitor 60. Specifically, the capacitor 60 is provided in the power line 53 that constitutes the first power path 53. More specifically, the capacitor 60 is located between the inlet 50 and the first switch SW1.

[0083] When the capacitor 60 supplies power from the charging device 100 to the charging control device 1 via the first power path 53, it stores a portion of that power. Then, if the power supply from the charging device 100 to the first power path 53 is interrupted due to an abnormality such as a break in the power line 53 (limited to the charging device 100 side of the capacitor 60), the capacitor 60 supplies the stored power to the charging control device 1.

[0084] In other words, when the power supply from the charging device 100 to the first power path 53 is interrupted, the controller 2 keeps the first switch SW1 ON, thereby supplying power from the capacitor 60 to the charging control device 1.

[0085] The charge control device 1 operates using power supplied from the capacitor 60 to, for example, switch from the first power path 53 to the second power path 54. Alternatively, the charge control device 1 may operate using power supplied from the capacitor 60 to notify the charge device 100 that charging is complete.

[0086] In this way, by providing the capacitor 60 in the first power path 53, even if the power supply from the charging device 100 to the charging control device 1 is interrupted, the charging control device 1 can operate for a certain period of time using the power from the capacitor 60.

[0087] Further effects and modifications can be readily derived by those skilled in the art. Therefore, broader aspects of the present invention are not limited to the specific details and representative embodiments expressed and described above. Accordingly, various modifications are possible without departing from the spirit or scope of the overall concept of the invention as defined by the appended claims and their equivalents. [Explanation of Symbols]

[0088] 1. Charging control device 2 Controllers 3 Storage section 30 Motor device 40 DC-DC converters 50 Inlet 51 Communication lines 52 Zika Line 53 Power lines 54 Power lines 60 Capacitors 100 Charging device 101 Connector C Vehicle S Charging System SW1 1st switch SW2 Second Switch SW3 High-voltage switch

Claims

1. A vehicle is provided with a first battery that supplies power to the vehicle's drive unit and a second battery that supplies power to a control device mounted on the vehicle, and a controller is provided that controls the charging of the first battery from an external power source via a high-voltage power supply path. The aforementioned controller, When the external power supply is connected to the vehicle, the vehicle operates by receiving power from the external power supply via a low-voltage power supply path during periods when the first battery is not being charged, and operates by receiving power from the second battery during periods when the first battery is being charged. Charging control device.

2. The aforementioned controller, During the period when the first battery is being charged, power is supplied from the first battery to the second battery via a DC-DC converter. The charging control device according to claim 1.

3. A first switch provided in the low-voltage power supply path, A second switch provided in the aforementioned high-voltage power supply path, Equipped with, The aforementioned controller, During periods when the first battery is not being charged, the first switch is turned ON and the second switch is turned OFF; during periods when the first battery is being charged, the first switch is turned OFF and the second switch is turned ON. The charging control device according to claim 1.

4. During the period when the first battery is not being charged, This is the period during which the controller performs a determination process to determine whether or not it is possible to charge the first battery from the external power supply. The aforementioned controller, During the period in which the determination process is being performed, power is supplied from the external power supply to the control device, and if the determination process determines that charging is possible, the power supply source to the control device is switched from the external power supply to the second battery. The charging control device according to claim 1.

5. The aforementioned controller, During the period in which the first battery is being charged, power is supplied from the second battery to the control device, and power is also supplied from the first battery to the second battery to charge the second battery. The charging control device according to claim 1.

6. The low-voltage power supply path further includes a capacitor, The aforementioned controller, If the power supplied from the external power source via the low-voltage power supply path is interrupted, the capacitor will supply power to the control device. The charging control device according to claim 2.

7. A vehicle is provided with a first battery that supplies power to the vehicle's drive unit and a second battery that supplies power to a control device mounted on the vehicle, and a controller is provided that controls the charging of the first battery from an external power source via a high-voltage power supply path. The aforementioned controller, When the external power supply is connected to the vehicle, and communication for compatibility determination with the external power supply is being performed, the vehicle operates by receiving power from the external power supply via a low-voltage power supply path, and when the first battery is being charged, the vehicle operates by receiving power from the second battery. Charging control device.

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