JP5781896B2 - Vehicular charging line communication apparatus, vehicular charging control apparatus, charging control method, charging control program - Google Patents

Description

  The present invention performs a charging control based on a duty ratio of a charging control signal and also performs information communication between the vehicle side and the outside, a vehicle charging line communication device, a vehicle charging control device, a charging control method, and a charging control program About.

  In recent years, with increasing environmental awareness, practical application and research of hybrid vehicles and electric vehicles have been promoted. These vehicles are equipped with a secondary battery for traveling, and this secondary battery is charged mainly by the output of the engine in the case of a hybrid vehicle. In the case of an electric vehicle, a dedicated charging facility or It has been proposed to connect a secondary battery to an external power source such as a general household power outlet with a charging cable.

  Also, in the case of a hybrid vehicle, it is expected that energy efficiency is improved by charging a secondary battery by connecting a cable to an external power source. This is because the power generation efficiency of commercial power is better than the power generation efficiency of the engine.

  Thus, a vehicle that can charge a secondary battery by an external power supply is called a plug-in vehicle or the like.

  Patent Document 1 describes a vehicle connected to an external power source by a charging cable and a control pilot line. In this vehicle, current that can be supplied from an external power source is detected according to the duty of a control pilot signal (CPLT signal) that is a charge control signal.

  In addition, a technique that applies such a technique and performs communication between the vehicle side and the external power supply side is disclosed.

  In Patent Document 2, a first communication system unit provided on the electric vehicle side and a second communication system unit provided on the power supply side for supplying charging power to the electric vehicle include a power supply line. A communication system configured to communicate via (charging cable) is disclosed. Patent Document 3 describes a transmission system that performs communication by superimposing a communication signal on a control pilot signal.

JP 2011-035975 A JP 2006-319511 A JP 2004-222176 A

  By the way, as described above, the CPLT signal indicates information such as the current that can be supplied by the duty ratio. However, the signal shape may be distorted depending on the electrical characteristics of the cable, and the duty ratio is corrected on the vehicle side. You may need to do The degree of rounding of the CPLT signal varies depending on whether or not the communication signal is superimposed on the CPLT signal.

  However, in the inventions described in the above patent documents, since the duty ratio is not corrected in consideration of whether or not the communication signal is superimposed on the CPLT line, the amount of information indicated by the CPLT signal is appropriately corrected. In some cases, accurate charge control cannot be performed.

  An object of the present invention, according to one aspect, is to provide a vehicle charging line communication device or the like that can perform more accurate charging control.

In order to achieve the above object, the first aspect of the present invention provides:
A first terminal for transmitting and receiving a charge control signal;
A second terminal for receiving power from an external power source;
Separating means for separating and outputting a signal component different from the charge control signal input to the first or second terminal;
Control means for performing correction on the duty ratio of the charge control signal and performing charge control based on the corrected duty ratio after the correction,
The control unit determines whether the separation unit separates the signal component input to the terminal among the first terminal and the second terminal, and determines the duty ratio according to the determination result. The degree of correction is determined,
It is a charging line communication device for vehicles.

The second aspect of the present invention is:
A vehicle charge control device mounted on a vehicle that communicates with the outside by carrying a signal component by either a transmission path of a charge control signal or a charge line from an external power source,
It is determined whether the signal component is conveyed by a charge control signal transmission path or a charge line from an external power source, and the duty ratio of the charge control signal is corrected to a different degree depending on the determination result. Charging control is performed based on the corrected duty ratio after correction,
It is a charge control apparatus for vehicles.

The third aspect of the present invention is:
A charge control method executed by an in-vehicle computer in a vehicle that communicates with the outside by carrying a signal component by either a transmission path of a charge control signal or a charge line from an external power source,
A process for determining whether the signal component is carried by a transmission path of a charge control signal or a charge line from an external power source;
A process for performing charge control based on a corrected duty ratio obtained by performing correction with a different correction degree depending on the determination result with respect to the duty ratio of the charge control signal;
The charge control method is characterized in that the in-vehicle computer executes the above.

The fourth aspect of the present invention is:
A charge control program executed by an in-vehicle computer in a vehicle that communicates with the outside by carrying a signal component by either a transmission path of a charge control signal or a charging line from an external power source,
A process for determining whether the signal component is carried by a transmission path of a charge control signal or a charge line from an external power source;
A process for performing charge control based on a corrected duty ratio obtained by performing correction with a different correction degree depending on the determination result with respect to the duty ratio of the charge control signal;
Is a charge control program that causes the in-vehicle computer to execute.

  According to one aspect of the present invention, it is possible to provide a vehicle charging line communication device and the like that can perform more accurate charging control on the amount of information indicated by the CPLT signal.

It is a figure which shows notionally the system configuration | structure of the vehicle charging line communication apparatus 1 which concerns on one Example of this invention. It is an example of the connection aspect of the charging line communication apparatus 1 for vehicles, and the external power supply 100. FIG. It is a timing chart which shows an example of a change of a CPLT signal. It is a structural example of the signal separation unit 10 of the aspect which isolate | separates the signal component superimposed on a CPLT signal. It is a structural example of the signal separation unit 10 of the aspect which isolate | separates the signal component superimposed on alternating current for charge. 3 is a flowchart showing a flow of determination processing executed by an ECU 30. It is an example of the correction table 35A.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described with reference to the accompanying drawings.

  Hereinafter, a vehicle charging line communication apparatus according to an embodiment of the present invention will be described with reference to the drawings. The vehicle charging device of the present invention is a device mounted on a vehicle capable of charging an in-vehicle power storage device with an external power source. The in-vehicle power storage device may be one that supplies power to the traveling motor, or one that supplies power to the air conditioner, starter motor, etc., but for the purposes of the present invention, the in-vehicle power storage device that is charged by an external power source is among these Either may be sufficient. In the following description, it is assumed that the in-vehicle power storage device is a secondary battery (battery) that supplies power to the traveling motor.

  In addition, examples of a vehicle equipped with a battery that supplies electric power used as energy for traveling include a hybrid vehicle and an electric vehicle. In the following description, the vehicle is applied to a hybrid vehicle.

[overall structure]
FIG. 1 is a diagram conceptually showing the system configuration of a vehicle charging line communication apparatus 1 according to an embodiment of the present invention. The vehicle charging line communication device 1 includes a signal separation unit 10, a communication module 20, an ECU (Electronic Control Unit) 30, correction tables 35A and 35B, a charging circuit 40, and a battery 50. The vehicle charging line communication device 1 is connected to the external power supply 100 via a cable including a CPLT line 70 and an AC line 72.

  First, the connection mode between the vehicle charging line communication device 1 and the external power supply 100, motor control using the power of the battery 50, control of the CPLT signal, etc. will be described. The duty ratio correction will be described.

[Connection mode]
FIG. 2 is an example of a connection mode between the vehicle charging line communication device 1 and the external power supply 100. The vehicle charging line communication device 1 and the external power source 100 are configured such that the connector 120 provided at the tip of the cable 110 extending from the external power source 100 is connected to the inlet 80, thereby supplying power from the external power source 100 to the vehicle. In addition, communication between the external power supply side communication module 130 and the vehicle is enabled. The external power supply 100 and the external power supply side communication module 130 are accommodated in a charging stand that is, for example, a facility outside the vehicle.

  The cable 110 has one end connected to the external power supply 100 and the external power supply side communication module 130, and a connector 120 provided at the other end. The cable 110 has, for example, a configuration in which a pair of charging cables 111 and 112 are covered with a resin or the like.

  The power supply from the external power source 100 to the vehicle charging line communication device 1 is performed by, for example, power from a commercial power source, that is, AC power of 50 [Hz] or 60 [Hz]. The external power source 100 may include a general household outlet, or may be a desk lamp facility having a dedicated power circuit or the like.

  The connector 120 corresponds to each element of the cable 110 and has charging contacts 121 and 122, a ground contact 123, a CPLT signal contact 124, and a cable connection signal transmission contact 125, which are housed in an insulator case or the like. doing.

  The connector 120 includes a connection detection mechanism 126 for detecting the connection between the connector 120 and the inlet 80 on the vehicle side, and a CPLT circuit 127 for generating a CPLT signal. The CPLT circuit 127 has a built-in voltage sensor for detecting the potential of the CPLT signal contact 124, and the ECU 50 has a built-in voltage sensor for detecting the potential of the CPLT signal contact 24.

  The inlet 80 corresponds to the contact of the connector 120 and has charging contacts 81 and 82, a ground contact 83, a CPLT signal contact 84, and a cable connection signal transmission contact 85, which are accommodated in an insulator case or the like. ing.

  Any connection mode between the connector 120 and the inlet 80 may be adopted. For example, embodiments such as a knife / fork and a bellows are known.

  When the connector 120 is connected to the inlet 80 (time t1), the connection detection mechanism 126 mechanically detects this and performs a switch operation to connect the cable connection signal transmission contact 125 to the ground line 113.

  When the connector 120 is not connected to the inlet 80, the cable connection signal transmission contact 125 is in an open end state, and the potential of the cable connection signal transmission contact 85 is a reference potential generated on the vehicle side. On the other hand, when the connector 120 is connected to the inlet 80, the potential of the cable connection signal transmission contact 85 becomes zero due to a ground fault. The ECU 30 can detect the connection between the connector 120 and the inlet 80 based on the change in potential. The connection detection configuration is not limited to this, and the connection detection mechanism 126 may be configured by a pull-down resistor or the like, or may be another configuration such as a configuration that actively outputs a voltage signal. Also good.

  The charging circuit 40 includes, for example, a bridge circuit, a transformer, a rectifier circuit, and the like, and has a configuration capable of converting AC power into DC power. The charging circuit 30 is attached between the inlet 80 and the battery 50.

  The battery 50 is a secondary battery such as a lithium ion battery, a nickel hydride battery, or a lead storage battery. In addition, even when the vehicle to which the present invention is applied is an engine vehicle, or a hybrid vehicle or an electric vehicle, the battery 50 is an electric double layer when the charging target is a power storage device dedicated to an auxiliary machine. It can be replaced with a capacitor such as a capacitor. The battery 50 is provided with monitoring means such as a current sensor and a temperature sensor (not shown), and its output value is transmitted to the ECU 50.

  The battery 50 is connected to the motors 51 and 52, supplies electric power for driving these motors, and stores electric power generated when regenerative control is performed by the motors.

[Motor control]
The motors 51 and 52 are, for example, a three-phase AC motor generator including a rotor in which a permanent magnet is embedded and a stator having a Y-connected three-phase coil. The motors 51 and 52 are connected to the engine 54 and the axle via a planetary gear 53, for example. In this case, the motor 51 is connected to the sun gear of the planetary gear 53, the motor 52 is connected to the ring gear and the drive shaft of the planetary gear 53, and the engine 54 is connected to the pinion gear of the planetary gear 53.

  Output control of the motors 51 and 52 and the engine 54 is executed by a hybrid computer (not shown). The hybrid computer calculates the driver request torque requested by the driver through the accelerator operation based on the input accelerator opening, shift position signal, vehicle speed, etc., and multiplies this by the rotational speed of the drive shaft and a predetermined coefficient. The driver demand power is calculated. The rotation speed of the drive shaft is calculated based on a value from a rotation sensor (resolver) attached to the motor 52, for example. Then, the driver request power is added to the auxiliary machine request (electric power required by the electric air compressor and other electric equipment not directly related to traveling) input from the outside to calculate the output request.

  When the output request is less than the power that can be supplied by the battery 50, the motors 51 and 52 and the engine 54 are controlled so as to travel only by the power of the motor 52 (motor traveling). In this case, a value obtained by dividing the driver required torque by the gear ratio of the gear mechanism is the required torque of the motor 52.

  On the other hand, when the output request is greater than or equal to the power that can be supplied by the battery 50, the engine 54, the motor 51, and the motor 52 are driven to travel (engine / motor traveling). In this case, first, the required engine power is calculated by subtracting the power that can be supplied from the battery 50 from the output request. Then, a target torque and a target rotational speed that can realize the required engine power are searched for on an operation line that can operate the engine 54 with high energy efficiency.

  For the motor 51, the target rotational speed Ng * of the motor 51 is calculated based on the following equation (1) from the target rotational speed Ne * of the engine and the current rotational speed Nr of the ring gear. In the equation, ρ is the gear ratio of the planetary gear. Then, feedback control of the following equation (2) is performed so that the motor 51 is driven at the target rotational speed Ng *. In the equation, Tg * is a target torque to be output from the motor 51, Ng is an actual rotational speed of the motor 51, K1 is a gain of a proportional term, and K2 is a gain of an integral term.

Ng * = {(1 + ρ) · Ne * / − Nr} / ρ (1)
Tg * = previous Tg * + K1 · (Ng * −Ng) + K2 · ∫ (Ng * −Ng) dt (2)

  When the target torque Tg * of the motor 51 is determined, the torque (direct torque Ter) output to the ring gear by driving the engine 54 and the motor 51 is calculated by the following equation (3), and the direct torque Ter is calculated from the driver required torque. The target torque Tm * of the motor 52 is calculated by dividing the subtracted torque by the gear ratio of the gear mechanism.

  Ter = −Tg * / ρ (3)

  The target torques Tg * and Tm * calculated in this way are supplied to the inverter attached to each motor and reflected in the operation of each motor. The target torques Tg * and Tm * can take both positive and negative values. If the sign and the rotation direction of the motor (a certain direction is positive and the opposite direction is negative) match, When the sign and the rotation direction of the motor do not match, regeneration is performed (electric power is generated and the battery 50 is charged).

[Charging control by CPLT signal]
The ECU 30 is, for example, a microcomputer in which a ROM (Read Only Memory), a RAM (Random Access Memory), and the like are connected to each other via a bus with a central processing unit (CPU) as a center. / O port, timer, counter etc. are provided. These functions will be described later. In place of the ECU 30,
Dedicated hardware (electronic circuit) may be provided. The ECU 30 can refer to the first correction table 35A and the second correction table 35B stored in a storage device such as a ROM, RAM, HDD, or flash memory. This will be described later. First, charging control using the CPLT signal will be described.

  FIG. 3 is a timing chart showing an example of a change in the CPLT signal. When the connector 120 is connected to the inlet 80 at time t1, the ECU 30 changes the potential of the CPLT signal contact 84 from the first potential (for example, 12 [V]) generated by the external power supply 100 to the second potential (for example, 12 [V]). 9 [V]). As described above, the connection of the connector 120 to the inlet 80 can be detected when the potential of the cable connection signal transmission contact 85 becomes zero.

  As a result, the potential of the CPLT signal contact 124 is also changed to the second potential. The CPLT subordinate and 127 monitor the potential of the CPLT signal contact 124. When it detects that the potential of the CPLT signal contact 124 has dropped from the first potential to the second potential, the internal oscillation circuit is activated. Thus, the CPLT signal is oscillated at a constant frequency and duty ratio (time t2). As a result, the CPLT signal is a rectangular signal that oscillates between the second potential and the inverted potential of the first potential (for example, −12 [V]).

  Upon confirming that the CPLT signal is oscillating, the ECU 30 changes the upper limit of the potential of the CPLT signal contact 84 to a third potential (for example, 6 [V]) by changing the internal resistance or the like (time) t3). As a result, the upper limit of the potential of the CPLT signal contact 124 is also changed to the third potential.

  When the CPLT circuit 127 detects that the potential of the CPLT signal contact 124 has been changed to the third potential, the CPLT circuit 127 instructs the relay circuit (not shown) to start power supply by the charging cables 111 and 112 (time t4). ). As a result, as illustrated, the charging voltage in the charging cables 111 and 112 increases.

  The power supply by the charging cables 111 and 112 is continued until the ECU 30 changes the upper limit of the potential of the CPLT signal contact 84 to the second potential (for example, 6 [V]) (˜time t5), and thereafter the time t6. The oscillation of the CPLT signal is stopped at.

  After time t3, the duty ratio of the CPLT signal indicates a current that can be supplied from the external power supply 100 (for example, the rated current of the charging cables 111 and 112). The ECU 30 measures and corrects the duty ratio of the CPLT signal, and controls the charging circuit 40 so as not to exceed the suppliable current from the external power source 100 recognized from the corrected duty ratio. In addition, about the specific method regarding measurement of a duty ratio, since it is a well-known technique, description is abbreviate | omitted.

[Separation of signal components]
The communication module 20 and the external power supply side communication module 130 transmit / receive a signal different from the CPLT signal via either the CPLT line 70 or the AC line 72. There is no particular limitation on the contents to be transmitted / received, and any information may be transmitted / received. For example, information related to charging for authentication / charging is transmitted / received.

  Here, the CPLT line 70 connects the CPLT signal contact 84 and the ECU 30, and the AC line 72 connects the charging contacts 81, 82 and the charging circuit. Therefore, the communication module 20 and the external power supply side communication module 130 transmit and receive signals by superimposing a signal component on the CPLT signal or the alternating current for charging.

  The signal separation unit 10 separates the signal component superimposed on either the CPLT signal or the charging AC. Therefore, either the aspect which isolate | separates the signal component superimposed on a CPLT signal, and the aspect which isolate | separates the signal component superimposed on the alternating current for charge can be taken.

  FIG. 4 is a configuration example of the signal separation unit 10 in a mode of separating the signal component superimposed on the CPLT signal. In this case, the signal separation unit 10 is connected to the CPLT line 70, separates the signal component carried by the CPLT line 70, and outputs it to the signal line 76 (or vice versa, the signal input from the signal line 76). A signal separation circuit 12A (which outputs a component to the CPLT line 70) and a resistor 14A having a predetermined resistance value R1. The resistor 14 </ b> A is connected to the ECU 30 via the separation mode determination line 74.

  FIG. 5 is a configuration example of the signal separation unit 10 that separates the signal component superimposed on the charging AC. In this case, the signal separation unit 10 is connected to the AC line 72 and separates the signal component carried by the AC line 72 and outputs it to the signal line 76 (or vice versa) A signal separation circuit 12B (which outputs a component to an AC line 72) and a resistor 14B having a predetermined resistance value R2. The resistor 14 </ b> B is connected to the ECU 30 via the separation mode determination line 74. The resistance values R1 and R2 indicate different values.

[Duration ratio correction of CPLT signal]
As described above, the duty ratio of the CPLT signal indicates a current that can be supplied from the external power supply 100. For example, (1) 10% ≦ duty ratio ≦ 85% indicates that the suppliable current is (duty ratio) × 0.6 [A], and (2) 85% <duty ratio ≦ 96%. If there is, it is determined by the standard, such as indicating that the suppliable current is (duty ratio−0.64) × 2.5 [A].

  The ECU 30 measures the duty ratio of the CPLT signal, corrects the measured duty ratio, and controls the charging circuit 40 so as not to exceed the suppliable current from the external power source 100 recognized from the corrected duty ratio. To do.

  Here, the duty ratio is corrected to a value slightly larger than the measured value in view of the fact that the rectangular signal is rounded due to the electrical characteristics of the CPLT line 70, the CPLT signal contact 84, the CPLT signal contact 124, and the like. To do.

  However, depending on whether the signal separation unit 10 is configured to separate the signal component superimposed on either the CPLT signal or the charging AC (that is, whether or not the communication component is conveyed by the CPLT line 70), Since the degree of rounding is different, the ECU 30 varies the degree of correction depending on the mode of the signal separation unit 10.

  For example, the signal separation unit 10 performs an operation such as applying a predetermined voltage to the determination line 74 and determines whether the detected resistance value of the resistor 14A or 14B is R1 or R2. The operation is performed only once at a desired timing and the determination result is stored in the non-volatile memory. Thereafter, the determination result may be used, or each time charging is performed (or the vehicle system The determination may be made at every shutdown).

  FIG. 6 is a flowchart showing a flow of determination processing executed by the ECU 30. As described above, this flow is executed at an appropriate timing and cycle.

  First, the ECU 30 performs an operation such as applying a predetermined voltage to the determination line 74 (S200), and measures the resistance value R using the detected current value (S202).

  Next, the ECU 30 determines whether or not the measured resistance value R substantially matches R1 (S204). When the resistance value R substantially matches R1, the ECU 30 applies the correction table 35A to the measured duty ratio to correct the duty ratio, and performs charge control using the corrected duty ratio (S206). ). Here, “substantially match” means to be within a predetermined value centered on R1. Note that if the flowchart is not performed too frequently as described above, the process of S206 determines that “the correction table 35A is applied to the measured duty ratio and the duty ratio is corrected. " The same applies to S210.

  When the resistance value R does not substantially match R1, the ECU 30 determines whether or not the resistance value R substantially matches R2 (S208). When the resistance value R substantially matches R2, the ECU 30 applies the correction table 35B to the measured duty ratio to correct the duty ratio, and performs charge control using the corrected duty ratio (S210). ).

  When the resistance value R does not substantially match either R1 or R2, the ECU 30 performs predetermined error processing such as outputting that the standard does not conform to the display device or the speaker (S212). Instead, when the resistance value R does not substantially match R1, it is assumed that the resistance value R substantially matches R2, and the correction table 35B is applied to the measured duty ratio to correct the duty ratio. Good (S208 and S212 are omitted).

  FIG. 7 is an example of the correction table 35A. As illustrated, in the correction table 35A, the measured duty ratio is associated with the corrected duty ratio. Here, when the communication component is superimposed on the CPLT signal, the degree of rounding in the CPLT signal is assumed to be larger than when the signal component is superimposed on the alternating current for charging. The correction amount is larger than that of the correction table 35B. The correction tables 35 </ b> A and 35 </ b> B are not limited to the mode illustrated in FIG. 7, and the measured duty ratio may be associated with a correction amount (such as an additional duty value or a duty correction rate). Further, the correction tables 35A and 35B may be three-dimensional or higher data tables in which other elements such as temperature are further added. Further, the determination of the correction amount is not limited to using a correction table, but a function or the like that varies depending on whether the signal separation unit 10 separates the signal component superimposed on either the CPLT signal or the charging AC. You may apply.

  By such processing, it is possible to appropriately determine the correction amount of the duty ratio based on whether or not the communication component is superimposed on the CPLT signal. Thereby, more accurate charge control can be performed.

  The ECU 30 having such a configuration includes a vehicle in which the signal separation unit 10 separates the signal component superimposed on the CPLT signal and a vehicle in a form in which the signal separation unit 10 separates the signal component superimposed on the charging AC. It can be mounted on both sides. Accordingly, the versatility is high, and the manufacturing cost can be suppressed.

[Summary]
According to the vehicle charging line communication device 1 of the present embodiment described above, more accurate charging control can be performed.

  Moreover, according to ECU30 of a present Example, manufacturing cost can be suppressed by improving versatility.

  The best mode for carrying out the present invention has been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the scope of the present invention. And substitutions can be added.

  For example, a method for determining whether the signal separation unit 10 is a mode for separating a signal component superimposed on a CPLT signal or a mode for separating a signal component superimposed on a charging AC is an internal method of the signal separation unit 10. The method is not limited to detecting the resistance, and other methods can be adopted. For example, a method of detecting a discrimination signal input from the signal separation unit 10 is used.

DESCRIPTION OF SYMBOLS 1 Vehicle charging line communication apparatus 10 Signal separation unit 12A, 12B Signal separation circuit 14A, 14B Resistance 20 Communication module 30 ECU
35A, 35B Correction table 40 Charging circuit 50 Battery 51, 52 Motor 53 Planetary gear 54 Engine 70 CPLT line 72 AC line 74 Separation mode discrimination line 76 Signal line 80 Inlet 81, 82 Charging contact 83 Ground contact 84 CPLT signal contact 85 Cable Connection signal transmission contact 100 External power supply 110 Cable 111, 112 Charging cable 113 Ground line 120 Connector 121, 122 Charging contact 123 Ground contact 124 CPLT signal contact 125 Cable connection signal transmission contact 126 Connection detection mechanism 127 CPLT circuit 130 External Power supply side communication module

Claims (7)

A first terminal for transmitting and receiving a charge control signal;
A second terminal for receiving power from an external power source;
Separating means for separating and outputting a signal component different from the charge control signal input to the first or second terminal;
Control means for performing correction on the duty ratio of the charge control signal and performing charge control based on the corrected duty ratio after the correction,
The control unit determines whether the separation unit separates the signal component input to the terminal among the first terminal and the second terminal, and determines the duty ratio according to the determination result. The degree of correction is determined,
A charging line communication device for a vehicle. The vehicle charging line communication device according to claim 1,
The control means is means for correcting a duty ratio of the charge control signal to be larger than a measured value, and when the separation means separates the signal component input to the first terminal, the separation means The correction amount is increased as compared with the case where the signal component input to the second terminal is separated.
A charging line communication device for a vehicle. The vehicle charging line communication device according to claim 1 or 2,
The separation means has a resistance indicating by resistance value which of the first terminal and the second terminal to separate the signal component input to,
The control means measures the resistance value of the resistance of the separation means, so that the separation means separates the signal component input to any of the first terminal and the second terminal. Is a means of determining whether to
A charging line communication device for a vehicle. The vehicle charging line communication device according to any one of claims 1 to 3,
The control means can refer to the first and second correction tables in which the measured duty ratio is associated with the corrected duty ratio or correction amount,
When the separation means separates the signal component input to the first terminal, the first correction table is applied to the duty ratio for correction, and the separation means is input to the second terminal. Means for performing correction by applying the second correction table to the duty ratio when the signal component to be separated is separated;
A charging line communication device for a vehicle. A vehicle charge control device mounted on a vehicle that communicates with the outside by carrying a signal component by either a transmission path of a charge control signal or a charge line from an external power source,
It is determined whether the signal component is conveyed by a charge control signal transmission path or a charge line from an external power source, and the duty ratio of the charge control signal is corrected to a different degree depending on the determination result. Charging control is performed based on the corrected duty ratio after correction,
Vehicle charging control device. A charge control method executed by an in-vehicle computer in a vehicle that communicates with the outside by carrying a signal component by either a transmission path of a charge control signal or a charge line from an external power source,
A process for determining whether the signal component is carried by a transmission path of a charge control signal or a charge line from an external power source;
A process for performing charge control based on a corrected duty ratio obtained by performing correction with a different correction degree depending on the determination result with respect to the duty ratio of the charge control signal;
The in-vehicle computer executes the charging control method. A charge control program executed by an in-vehicle computer in a vehicle that communicates with the outside by carrying a signal component by either a transmission path of a charge control signal or a charging line from an external power source,
A process for determining whether the signal component is carried by a transmission path of a charge control signal or a charge line from an external power source;
A process for performing charge control based on a corrected duty ratio obtained by performing correction with a different correction degree depending on the determination result with respect to the duty ratio of the charge control signal;
Is executed by the in-vehicle computer.

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