JP2009278706A - Charging apparatus for electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To shorten the charge time of an in-vehicle electric storage device by a power source (an external power source) outside a vehicle. <P>SOLUTION: A charge cable 300 includes a plurality of charge plugs 320 and a CCID 330#. The charge plug 320 is so structured as to be capable of separately connecting with the plug socket of the external power source. The CCID 330# includes a voltage detector 450 corresponding to each charge plug 320, and a connection switching mechanism 400. A controller 500 controls with which of the I side and the II side to connect the changeover switches 410 and 415, in each connection switching mechanism 400, based on the detection results of each voltage detector 450. Hereby, a plurality of external power sources connected to separate charge plugs 320 are connected, with their polarity of voltage phases uniform, in parallel to a cable connector 310 for receiving the charge power of the in-vehicle electric storage device. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a charging device for an electric vehicle, and more particularly, to a charging device for an electric vehicle that charges an in-vehicle power storage device configured to be chargeable by a power source external to the vehicle.

  Conventionally, vehicles using an electric motor as a drive source, such as a hybrid vehicle, an electric vehicle, and a fuel cell vehicle, are known. These electric vehicles are equipped with a power storage device such as a battery in order to store electric power for driving the electric motor. The battery stores the electric power generated during regenerative braking or the electric power generated by a generator mounted on the vehicle.

  In recent years, an electric vehicle that charges an in-vehicle battery (power storage device) from a power source outside the vehicle such as a power source for a house has also been proposed. Specifically, power is supplied to the in-vehicle battery from a power source outside the vehicle by connecting an outlet provided in the house and a connector provided in the vehicle with a cable. Hereinafter, the power supply outside the vehicle is also referred to as “external power supply”.

  For example, Japanese Patent Application Laid-Open No. 6-121408 (Patent Document 1) describes a battery charging system that charges a vehicle-mounted battery using a traveling inverter connected to an external commercial power supply by a charging connector. . In particular, Patent Document 1 describes a configuration in which a charging circuit is automatically switched according to the type of external commercial power supply (single-phase / three-phase) and a configuration in which high-efficiency charging can be continued even when the power supply is momentarily stopped. Has been.

Japanese Patent Application Laid-Open No. 2003-333706 (Patent Document 2) is a vehicle battery charging device that enables charging without skipping the breaker without the user confirming the state of the load connected to the power supply facility. The structure of is described. Specifically, the limit value of the total current by the charging device is set by transmitting / receiving information to / from another charging device by communication means, and the detection result of the current supplied from the external power source is limited. The charging current supplied to the battery is controlled so as not to exceed the value.
JP-A-6-121408 JP 2003-333706 A

  However, Patent Documents 1 and 2 both relate to a system that assumes that a battery (power storage device) is charged by a single power source (external power source). In such a system, as the on-vehicle power storage device is increased in capacity to extend the travel distance, there is a concern that the commerciality of the electric vehicle may be impaired due to an increase in the time required for charging by the external power source.

  The present invention has been made to solve such problems, and an object of the present invention is to provide an electric motor capable of shortening the charging period of the in-vehicle power storage device by a power source (external power source) outside the vehicle. It is providing the charging device of a vehicle.

  An electric vehicle charging device according to the present invention is an electric vehicle charging device that charges an in-vehicle power storage device configured to be rechargeable by a power source external to the vehicle, and includes a plurality of charging plugs, a connector, a voltage detector, A connection switching mechanism and a control unit are provided. The plurality of charging plugs are configured to be electrically connected to a plurality of external power sources, respectively. The connector is configured to be electrically connectable to a charging connector of a power storage device provided in the electric vehicle. The voltage detector is provided corresponding to each of the plurality of charging plugs, and detects the voltage of the external power source connected to the corresponding charging plug. The connection switching mechanism is provided between each of the plurality of charging plugs and the connector, and is configured to be able to switch the polarity of the connection between the corresponding charging plug and the connector. The control unit determines the polarity of the connection between each charging plug and the connector in the connection switching mechanism so that each external power supply is electrically connected to the connector with the same polarity based on the output of the voltage detector. Configured to control.

  In this way, among the external power supplies connected to the plurality of charging plugs, the external power supplies having the opposite voltage phase polarities can be connected in parallel to the connector with the same polarity. As a result, since the in-vehicle power storage device can be charged in parallel by a plurality of external power sources, the time required for charging by the external power source can be shortened, and the merchantability of the electric vehicle can be improved.

  Preferably, the control unit identifies an external power supply group corresponding to the same outlet among the plurality of external power supplies connected to the plurality of charging plugs based on the output of the voltage detector, and the external power supply group For at least one external power supply other than one external power supply, the connection switching mechanism is controlled so as to open the corresponding charging plug and connector.

  If it does in this way, about the external power supply group with respect to the same outlet, it can avoid using for parallel charging of a vehicle-mounted electrical storage apparatus, Therefore Generation | occurrence | production of malfunctions, such as a breaker corresponding to the said outlet flying, can be avoided.

  More preferably, the control unit starts external charging of the power storage device by an external power source connected to one of the plurality of charging plugs, and opens between the remaining charging plugs and the connector. In such a state that the connection switching mechanism is controlled as described above, the external power source connected to each of the remaining charging plugs starts external charging based on the output of the voltage detector in each of the remaining charging plugs. It is determined whether or not an external power supply group corresponding to the same outlet as the power supply is configured.

  In this case, whether or not the external power source connected to the remaining charging plug corresponds to the same outlet as the external power source being charged based on comparison with the voltage detection of the external power source charging the in-vehicle power storage device Can be easily determined.

  Preferably, the electric vehicle charging device further includes a signal output unit. The signal output unit is configured to output, to the electric vehicle, the total value of the charging current capacity by the charging plug connected to the connector among the plurality of charging plugs.

  In this way, in the charging device configured to be able to charge the in-vehicle charging device in parallel using a plurality of external power sources using a plurality of charging plugs, the total current capacity during external charging can be notified to the electric vehicle side. Thereby, on the electric vehicle side, it is possible to perform control for ending external charging in a short time based on the total current capacity.

  Preferably, the control unit controls the timing at which the connection switching mechanism connects and releases each charging plug and the connector in accordance with an instruction from the electric vehicle.

  In this way, the relay switching on / off control according to the external charging sequence in consideration of the external charging preparation status or the like, which is normally performed by a CCID (Charging Circuit Interrupt Device), can also be realized by the connection switching mechanism. This is advantageous for reducing the size of the charging device.

  Alternatively, preferably, the charging device for the electric vehicle further includes a relay that is connected between each of the plurality of charging plugs and the connection switching mechanism and is turned on / off at a timing according to an instruction from the electric vehicle.

  In this way, a charging device capable of parallel charging with a plurality of external power sources can be configured by externally connecting a connection switching mechanism to a normal CCID (relay), which is advantageous in terms of design versatility. It is.

  Preferably, the first wiring for electrically connecting the connection switching mechanism and the connector is compared with the second wiring for electrically connecting each charging plug and the connection switching mechanism. The cross-sectional area is large.

  If it does in this way, since the wiring specification of each part of a charging device can be designed appropriately corresponding to current capacity, manufacturing cost can be controlled.

  According to the present invention, the in-vehicle power storage device of the electric vehicle can be charged in a short time by the power source (external power source) outside the vehicle.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

(Configuration of electric vehicle)
First, a configuration of an electric vehicle to be charged by an electric vehicle charging device according to an embodiment of the present invention will be described with reference to FIGS. Hereinafter, a vehicle that can charge the in-vehicle power storage device with an external power supply is also referred to as a plug-in vehicle. Further, the charging of the in-vehicle power storage device by the external power source is hereinafter simply referred to as “external charging”. In the present specification, “electric vehicle” refers to a concept that encompasses vehicles using an electric motor as a drive source, such as a hybrid vehicle, an electric vehicle, and a fuel cell vehicle.

  FIG. 1 is a schematic configuration diagram of a plug-in hybrid vehicle shown as a representative example of a charging target of an electric vehicle charging device according to an embodiment of the present invention.

  Referring to FIG. 1, the plug-in hybrid vehicle includes an engine 100, a first MG (Motor Generator) 110, a second MG 120, a power split mechanism 130, a speed reducer 140, and a battery 150.

  This vehicle travels by driving force from at least one of engine 100 and second MG 120.

  Engine 100, first MG 110, and second MG 120 are connected via power split mechanism 130. The power generated by the engine 100 is divided into two paths by the power split mechanism 130. One is a path for driving the front wheels 160 via the speed reducer 140. The other is a path for driving the first MG 110 to generate power.

First MG 110 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. First MG 110 generates power using the power of engine 100 divided by power split mechanism 130. The electric power generated by first MG 110 is selectively used according to the running state of the vehicle and the state of charge (SOC) of battery 150. For example, during normal traveling, the electric power generated by first MG 110 becomes electric power for driving second MG 120 as it is. On the other hand, when the SOC of battery 150 is lower than a predetermined value, the power generated by first MG 110 is converted from AC to DC by an inverter described later. Thereafter, the voltage is adjusted by a converter described later and stored in the battery 150.

  When first MG 110 acts as a generator, first MG 110 generates a negative torque. Here, the negative torque means a torque that becomes a load on engine 100. When first MG 110 is supplied with electric power and acts as a motor, first MG 110 generates a positive torque. Here, the positive torque means a torque that does not become a load on the engine 100, that is, a torque that assists the rotation of the engine 100. The same applies to the second MG 120.

  Second MG 120 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. Second MG 120 is driven by at least one of the electric power stored in battery 150 and the electric power generated by first MG 110.

  The driving force of second MG 120 is transmitted to front wheel 160 via reduction gear 140. Thereby, second MG 120 assists engine 100 or causes the vehicle to travel by the driving force from second MG 120. The rear wheels may be driven instead of or in addition to the front wheels 160.

  During regenerative braking of the plug-in hybrid vehicle, the second MG 120 is driven by the front wheel 160 via the speed reducer 140, and the second MG 120 operates as a generator. Thus, second MG 120 operates as a regenerative brake that converts braking energy into electric power. The electric power generated by second MG 120 is stored in battery 150.

  Power split device 130 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so that it can rotate. The sun gear is connected to the rotation shaft of first MG 110. The carrier is connected to the crankshaft of engine 100. The ring gear is connected to the rotation shaft of second MG 120 and speed reducer 140.

  Engine 100, first MG 110 and second MG 120 are connected via power split mechanism 130 formed of a planetary gear, so that the rotational speeds of engine 100, first MG 110 and second MG 120 are collinear as shown in FIG. The relationship is connected by a straight line.

  Returning to FIG. 1, the battery 150 is an assembled battery configured by further connecting a plurality of battery modules in which a plurality of battery cells are integrated in series. The voltage of the battery 150 is about 200V, for example. Battery 150 is charged with electric power supplied from a power source external to the vehicle, in addition to first MG 110 and second MG 120. The battery 150 is shown as a representative example of the “in-vehicle power storage device”, and it will be described in a confirming manner that another power storage device such as an electric double layer capacitor can be used instead of the battery.

  Engine 100, first MG 110, and second MG 120 are controlled by an ECU (Electronic Control Unit) 170. ECU 170 may be divided into a plurality of ECUs.

  3 and 4 are diagrams for explaining the electrical system of the plug-in hybrid vehicle shown in FIG.

  With reference to FIG. 3, the electrical system of the plug-in hybrid vehicle will be further described. The plug-in hybrid vehicle includes a converter 200, a first inverter 210, a second inverter 220, an SMR (System Main Relay) 250, a DFR (Dead Front Relay) 260, a connector 270, and an LC filter 280. Provided.

  Converter 200 includes a reactor, two npn-type transistors, and two diodes. Reactor has one end connected to the positive electrode side of battery 150 and the other end connected to a connection point of two npn transistors.

  Two npn-type transistors are connected in series. The npn transistor is controlled by the ECU 170. A diode is connected between the collector and emitter of each npn transistor so that a current flows from the emitter side to the collector side.

  In the present embodiment, an npn transistor is shown as a representative example of a power semiconductor switching element, and includes an IGBT (Insulated Gate Bipolar Transistor), a power MOSFET (Metal Oxide Semiconductor Field-Effect Transistor), etc. It can also be used as a semiconductor switching element.

  When the electric power discharged from the battery 150 is supplied to the first MG 110 or the second MG 120, the voltage is boosted by the converter 200. Conversely, when charging the battery 150 with the power generated by the first MG 110 or the second MG 120, the voltage is stepped down by the converter 200.

  System voltage VH between converter 200 and first inverter 210 and second inverter 220 is detected by voltmeter 180. The detection result of the voltmeter 180 is transmitted to the ECU 170.

  First inverter 210 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm and W-phase arm are connected in parallel. Each of the U-phase arm, the V-phase arm, and the W-phase arm has two npn transistors connected in series. Between the collector and emitter of each npn-type transistor, a diode for passing a current from the emitter side to the collector side is connected. A connection point of each npn transistor in each arm is connected to an end portion different from the neutral point 112 of each coil of the first MG 110.

  First inverter 210 converts a direct current supplied from battery 150 into an alternating current, and supplies the alternating current to first MG 110. In addition, first inverter 210 converts the alternating current generated by first MG 110 into a direct current.

  Second inverter 220 includes a U-phase arm, a V-phase arm, and a W-phase arm. The U-phase arm, V-phase arm and W-phase arm are connected in parallel. Each of the U-phase arm, the V-phase arm, and the W-phase arm has two npn transistors connected in series. Between the collector and emitter of each npn-type transistor, a diode for passing a current from the emitter side to the collector side is connected. A connection point of each npn transistor in each arm is connected to an end portion different from the neutral point 122 of each coil of the second MG 120.

  Second inverter 220 converts the direct current supplied from battery 150 into an alternating current, and supplies the alternating current to second MG 120. Second inverter 220 converts the alternating current generated by second MG 120 into a direct current.

  In each inverter, a set of U-phase coil and U-phase arm, a set of V-phase coil and V-phase arm, and a set of W-phase coil and W-phase arm have the same configuration as converter 200. Therefore, the first inverter 210 and the second inverter 220 can boost the voltage. In the present embodiment, when battery 150 is charged with power supplied from a power source outside the vehicle, first inverter 210 and second inverter 220 boost the voltage. For example, a voltage of 100V is boosted to a voltage of about 200V.

  The output voltage of battery 150 is stepped down by a DC / DC converter (not shown) and supplied to an auxiliary battery (not shown). The power of the auxiliary battery is supplied to an auxiliary machine such as an electric oil pump and the ECU 170.

An SMR (System Main Relay) 250 includes a battery 150 and a DC / DC converter 23.
0 is provided. The SMR 250 is a relay that switches between a state where the battery 150 and the electrical system are connected and a state where the battery 150 is disconnected. When SMR 250 is open, battery 150 is disconnected from the electrical system. When SMR 250 is closed, battery 150 is connected to the electrical system. The state of SMR 250 is controlled by ECU 170. For example, when ECU 170 is activated in response to an on operation of a power-on switch (not shown) instructing system activation of the plug-in hybrid vehicle, SMR 250 is closed. On the other hand, when ECU 170 pauses in response to the power switch OFF operation, SMR 250 is opened.

  Next, a basic configuration example for externally charging a plug-in hybrid vehicle (electric vehicle) will be described.

  A DFR (Dead Front Relay) 260 is connected to the neutral point 112 of the first MG 110 and the neutral point 122 of the second MG 120. The DFR 260 is a relay that switches between a state in which the electrical system of the plug-in hybrid vehicle is connected to an external power source and a state in which it is shut off. When the DFR 250 is in the open state, the electrical system of the plug-in hybrid vehicle is cut off from the external power source. When the DFR 250 is closed, the electrical system of the plug-in hybrid vehicle is connected to an external power source.

  Connector 270 is provided, for example, on the side of a plug-in hybrid vehicle. As will be described later, connector 270 is connected to a connector of a charging cable that connects the plug-in hybrid vehicle and an external power source. The LC filter 280 is provided between the DFR 260 and the connector 270.

  Next, the configuration for external charging will be described in more detail with reference to FIG. In FIG. 4, an external charging configuration using a single external power source will be described as a comparative example of the present invention.

  Referring to FIG. 4, charging cable 300 that connects the plug-in hybrid vehicle and external power supply 402 includes a connector 310, a plug 320, and a CCID (Charging Circuit Interrupt Device) 330.

  Connector 310 of charging cable 300 (hereinafter also referred to as cable connector 310) is connected to connector 270 (hereinafter also referred to as vehicle-side connector 270) provided in the plug-in hybrid vehicle. A switch 312 is inserted and connected to the GND line of the cable connector 310. When the switch 312 is closed while the cable connector 310 is connected to the vehicle-side connector 270, a connector signal indicating that the cable connector 310 is connected to the vehicle-side connector 270 provided in the plug-in hybrid vehicle. The CNCT is input to the ECU 170. The vehicle-side connector 270 corresponds to “a charging connector for a power storage device”, and the cable connector 310 corresponds to a “connector”.

  The switch 312 opens and closes in conjunction with a latch (not shown) that latches the connector 310 of the charging cable 300 to the connector 270 of the plug-in hybrid vehicle. The locking metal fitting (not shown) swings when an operator presses a button (not shown) provided on the connector 310.

  For example, when the operator removes the finger from the button with the cable connector 310 connected to the vehicle-side connector 270, the locking fitting engages with the vehicle-side connector 270 and the switch 312 is closed. When the operator presses the button, the engagement between the locking fitting and the vehicle-side connector 270 is released, and the switch 312 is opened. The method for opening and closing the switch 312 is not limited to this.

  Plug 320 of charging cable 300 is connected to an outlet 401 provided in the house. AC power is supplied to the outlet 401 from an external power source 402 which is typically a system power source.

  The CCID 330 has a CCID relay 332 and a control pilot circuit 334. When the CCID relay 332 is open, the path for supplying power from the external power supply 402 to the plug-in hybrid vehicle is blocked. When the CCID relay 332 is closed, power can be supplied from the external power source 402 to the plug-in hybrid vehicle. The state of the CCID relay 332 is controlled by the ECU 170 in a state where the cable connector 310 is connected to the connector 270 of the plug-in hybrid vehicle.

  The control pilot circuit 334 has a pilot signal (square wave signal) on the control pilot line in a state where the plug 320 of the charging cable 300 is connected to the outlet 401, that is, the external power supply 402, and the cable connector 310 is connected to the vehicle-side connector 270. ) Send CPLT.

  The pilot signal is oscillated from an oscillator provided in the control pilot circuit 334. The pilot signal is output or stopped with a delay corresponding to the delay in the operation of the oscillator.

  When the plug 320 of the charging cable 300 is connected to the outlet 401, the control pilot circuit 334 can output a constant pilot signal CPLT even when the cable connector 310 is disconnected from the vehicle-side connector 270. However, ECU 170 cannot detect pilot signal CPLT output with cable connector 310 disconnected from vehicle-side connector 270.

  When plug 320 of charging cable 300 is connected to outlet 401 and cable connector 310 is connected to vehicle-side connector 270, control pilot circuit 334 generates pilot signal CPLT having a predetermined pulse width (duty cycle). To do.

  The plug-in hybrid vehicle is notified of the current capacity that can be supplied during external charging by the pulse width of pilot signal CPLT. For example, the current capacity of charging cable 300 is notified to the plug-in hybrid vehicle. The pulse width of pilot signal CPLT is constant without depending on the voltage and current of external power supply 402. On the other hand, if the type of charging cable used is different, the pulse width of pilot signal CPLT may be different. That is, the pulse width of pilot signal CPLT can be determined for each type of charging cable.

  In the present embodiment, at the time of external charging, battery 150 is charged by the electric power supplied from external power supply 402 in a state where plug-in hybrid vehicle and external power supply 402 are connected by charging cable 300.

  The AC voltage VAC of the external power source 402 transmitted to the vehicle side connector 270 is detected by a voltmeter 171 provided inside the plug-in hybrid vehicle. The alternating current IAC supplied from the external power source 402 is detected by an ammeter 173. Detection values of the voltmeter 171 and the ammeter 173 are input to the ECU 170.

  During external charging, ECU 170 detects the zero cross point of voltage VAC and generates a sine wave command in phase with voltage VAC in accordance with the phase of VAC detected based on the zero cross point. Then, ECU 170 generates a current command by multiplying this sine wave command and the charging current command value, and controls first inverter 210 and second inverter 220 so that current IAC matches the current command. This charging current command value is basically determined based on the current capacity notified by pilot signal CPLT.

  More specifically, at the time of external charging, on / off of the upper arm and the lower arm of each phase of the first inverter 210 and the second inverter 220 is controlled so that the interphase voltage becomes zero. That is, first inverter 210 and second inverter 220 operate as a single-phase PWM converter that receives single-phase AC power input from external power supply 402 to neutral point 112 of first MG 110 and neutral point 122 of second MG 120 as input. . In this state, at least one of the first and second inverters 210 and 220 controls the zero voltage vector based on the zero phase voltage command. Therefore, by changing the zero-phase voltage command based on the deviation between the current IAC and the current command, the AC power supplied from the external power source 402 is changed to the DC voltage for charging the battery 150 according to the charging current command value. Can be converted to

  Alternatively, the external charging configuration of the plug-in hybrid vehicle (electric vehicle) may be as shown in FIG.

  In the configuration of FIG. 5, external charging using a power converter 230 for external charging is executed instead of the neutral point charging shown in FIGS. 3 and 4. In other words, power from external power supply 402 is supplied to battery 150 without passing through first MG 110 and second MG 120, inverters 210 and 220, and converter 200.

  The power converter 230 converts the AC power supplied from the external power source 402 into a DC voltage for charging the battery 150. Similar to the above, this power conversion reflects the current capacity notified by the pilot signal CPLT.

  In the configuration of FIG. 5, ensuring insulation on the external power source 402 and the vehicle side is facilitated by using the power converter 230 as an insulation type. On the other hand, in the neutral point charging configuration of FIGS. 3 and 4, it is not necessary to newly arrange the power converter 230 for external charging, so that the size and cost of the device can be reduced.

(Configuration of charging device according to the present embodiment)
In the above, the configuration assuming external charging from a single external power source 402 has been illustrated, but with such a configuration, there is a concern that the required time will be increased if the large-capacity battery 150 is externally charged. For this reason, the charging device according to the present embodiment is used for the configuration of the charging device capable of supplying power to the vehicle-side connector 270 in parallel with a plurality of external power sources, more specifically, the configuration and control of the charging cable 300. It is intended. That is, the internal configuration of the hybrid plug-in vehicle (electric vehicle) after the vehicle-side connector 270 is the same as that described with reference to FIGS.

FIG. 6 is a diagram illustrating the configuration of the charging device for an electric vehicle according to the embodiment of the present invention.
Referring to FIG. 6, charging cable 300 is configured to include a plurality of charging plugs 320 (1) to 320 (n) and CCID 330 #.

  Charging plugs 320 (1) to (n) are each configured to be separately connectable to an outlet of an external power source. As a result, n (n: integer greater than or equal to 2) external power sources can be connected to the charging cable 300. Although not shown in FIG. 6, a GND line similar to that in FIG. 4 is provided for each charging plug 320, and a switch 312 is inserted and connected to each GND line.

  CCID 330 # includes voltage detectors 450 (1) to (n) and connection switching mechanisms 400 (1) to (n) and CPLT circuit 334 respectively corresponding to charging plugs 320 (1) to (n). .

  The connection switching mechanisms 400 (1) to (n) and the charging plugs 320 (1) to (n) are connected by wirings 325 (1) to (n). Each of connection switching mechanisms 400 (1)-(n) controls the polarity of the connection between each charging plug 320 and nodes N1 and N2. Nodes N1 and N2 are connected in common with connection switching mechanisms 400 (1) to (n), and are connected to cable connector 310 via wiring 315.

  The subscripts (1) to (n) of each element indicate elements corresponding to the charging plugs 320 (1) to (n), respectively. Hereinafter, when it is not necessary to distinguish between the charging plugs 320 (1) to (n) or the corresponding elements, the subscripts are omitted and are comprehensively described.

  The voltage detectors 450 (1) to 450 (n) detect the AC voltages of the wirings 325 (1) to 325 (n). Thereby, the alternating voltage supplied from the external power supply connected to each of the charging plugs 320 (1) to 320 (n) can be detected.

  When charging from a single-phase three-wire system power supply in a general house or the like is considered, the AC voltage from the external power supply connected to the charging plugs 320 (1) to 320 (n) is shown in FIG. As described above, there are two types, VAC1 and VAC2 in the opposite phase. Hereinafter, regarding the relationship between the AC voltages VAC1 and VAC2, the polarity of the voltage phase is opposite (reverse).

  Each voltage detector 450 has a function of detecting whether the external power supply connected to the corresponding charging plug 320 is the voltage VAC1 or VAC2, that is, the polarity of the external power supply. For example, the voltage detector 450 can be configured by a zero cross detector. Alternatively, the voltage detector 450 can be configured by a voltmeter that can sample a voltage value.

  Connection switching mechanism 400 (1) includes polarity switches 410 (1) and 415 (1). The polarity switch 410 (1) switches the connection between one of the pair of wires 325 (1) for transmitting an AC voltage and the nodes N1 and N2. Similarly, connection switch 415 (1) switches the connection between the other of the pair of wirings 325 (1) and nodes N1 and N2.

  When polarity switches 410 (1) and 415 (1) are controlled to the I side, the AC voltage of the external power source connected to charging plug 320 (1) is transmitted between nodes N1 and N2 in the same phase. . In contrast, when polarity switches 410 (1) and 415 (1) are controlled to the II side, the AC voltage of the external power supply is transmitted between nodes N1 and N2 with the phase inverted.

  Each of connection switching mechanisms 400 (1) to (n) is configured in the same manner, and the external power source connected to each charging plug 320 has the same voltage phase or inverted voltage with respect to nodes N1 and N2. Connected in phase. That is, the connection switching mechanisms 400 (1) to (n) are configured to switch the polarity of the connection between each of the charging plugs 320 (1) to (n) and the cable connector 310.

  Based on the detection results of the voltage detectors 450 (1) to 450 (n), the control unit 500 controls the polarity switches 410 (1) to (n) in each of the connection switching mechanisms 400 (1) to 400 (n). , 415 (1) to (n) are controlled to be connected to either the I side or the II side. Thereby, the AC voltage of the external power source connected to each of the charging plugs 320 (1) to 320 (n) can be transmitted to the nodes N1 and N2 in a form in which the polarity of the voltage phase is aligned.

  In addition, in each connection switching mechanism 400, the control unit 500 sets each of the polarity switches 410 and 415 to an open state in which neither the I side nor the II side is connected during the OFF period of the CCID relay 332 shown in FIG. In the off period of the CCID relay 332, the polarity switches 410 and 415 are connected to the I side or the II side according to the voltage phase (polarity) of the corresponding external power source. Thereby, the function of the CCID relay 332 shown in FIG.

  Here, the function of the control unit 500 may be built in the charging cable 300 or may be configured by the ECU 170 of the electric vehicle. The function of the control unit 500 may be processed by software by executing a program stored in advance in an ECU or the like, and a part of the function may be configured by a dedicated electronic circuit (hardware).

  Next, details of a control operation by the control unit 500 for realizing the connection control as described above will be described with reference to a flowchart of FIG.

  Control processing according to the flowchart shown in FIG. 8 is executed individually for each charging plug 320 and is activated when an external power supply is connected to charging plug 320.

  Referring to FIG. 8, control unit 500 detects that external power source 402 is connected to charging plug 320 in step S100. For example, the determination in step S100 can be executed based on the output of the voltage detector 450. If connection of the external power source to the charging plug is not detected (NO determination in S100), the subsequent processing is not executed.

  On the other hand, when the connection of the external power supply to charging plug 320 is detected (YES in S100), control unit 500 proceeds to step S110, the external power supply is already connected, and external charging is started. It is determined whether or not the charging plug 320 (charging start plug) is present in addition to the charging plug. The determination in step S110 is executed based on the value of a flag FCH described below, for example.

  When the determination in step S110 is NO and the connection of the external power source to the charging plug 320 (hereinafter referred to as the charging plug) is the first charging plug connection, the control unit 500 performs the process in step S120. Proceeding, the polarity switches 410 and 415 are connected to a predetermined side (for example, the I side). Further, the flag FCH is changed from the default value “0” to “1”. Further, in step S190, control unit 500 counts the current capacity (for example, rated value) of external charging by the charging plug.

  Then, with the configuration shown in FIG. 4 or 5, an external charging sequence by a single external power supply is executed, and if the conditions are satisfied, charging of the battery 150 by the external power supply is started.

  On the other hand, if the charging start plug already exists, the value of the flag FCH is 1, so that the determination in step S110 is YES. At this time, the controller 500 proceeds to step S140 to determine whether or not the charging plug is the same system corresponding to the same outlet as the charging start plug. For example, the determination in step S140 can be performed by comparing the output of the voltage detector 450 corresponding to the charging start plug and the output (amplitude and / or phase) of the voltage detector 450 corresponding to the charging plug.

  Then, when it is determined that the charging start plug and the charging plug are the same system (when YES is determined in S140), control unit 500 proceeds to step S150, and switches polarity switches 410 and 415 to the I side. No connection is made on either the II or II side. As a result, the polarity switches 410 and 415 are opened even during the ON period of the CCID relay 332 shown in FIG. That is, external charging of the battery 150 by the external power source connected to the charging plug is not executed. For this reason, the controller 500 does not count the current capacity of external charging by the charging plug in step S200.

  On the other hand, when it is determined that the charging start plug and the charging plug are not in the same system (when NO is determined in S140), the control unit 500 proceeds to step S160, and starts the charging start plug and the charging plug. 320, it is determined whether or not the polarities of the external power sources connected to each other are the same. The determination in step S160 can also be executed by comparing the outputs of the charge start plug and the voltage detector 450 corresponding to the charge plug.

  When the two polarities are the same (YES in S160), the controller 500 changes the connection side of the polarity switches 410 and 415 to the control side (I side) in step S120 in step S170. Set in the same way. Accordingly, the polarity switches 410 and 415 are connected to the I side during the ON period of the CCID relay 332 in FIG.

  On the other hand, when the polarity of the external power source is different between the charging start plug and the charging plug (when NO is determined in S160), control unit 500 proceeds to step S180 to connect polarity switches 410 and 415. Is set to the II side opposite to the control side (I side) in step S120. Thus, the polarity switches 410 and 415 are connected to the II side during the ON period of the CCID relay 332 in FIG.

  As a result, the external power source connected to the charging start plug and the external power source connected to the charging plug are connected in parallel to the nodes N1 and N2 with the voltage phase polarities aligned. It becomes.

  If the determination at step S140 is NO and the battery 150 can be externally charged by the external power source connected to the charging plug, the controller 500 determines the current capacity of the external charging by the charging plug at step S190. Count.

  For each charging plug 320, the process shown in FIG. 8 is started when the external power supply is connected, so that the plurality of external power supplies connected to the charging plug 320 can be connected to the cable connector with the polarity of the voltage phase matched. It can be connected in parallel to the vehicle-side connector 270 via 310 (nodes N1, N2). At this time, it is possible to avoid a plurality of external power supplies being connected in parallel to the vehicle-side connector 270 from the same system corresponding to the same outlet.

  As a result, since the battery 150 can be charged by a plurality of external power sources connected in parallel, the time required for external charging is shortened. Furthermore, since parallel charging by a plurality of external power sources corresponding to the same outlet can be avoided, it is possible to prevent an excessive current from being brought out from the same outlet system and causing adverse effects such as a breaker in the external power source.

  Further, the total value of current capacities (for example, rated values) by a plurality of external power supplies connected in parallel can be known from the result of counting the current capacities in step S190 in FIG. Then, control unit 500 issues a command to CPLT circuit 334 so as to generate a CPLT signal based on the information indicating the total value of the current capacity. Thereby, ECU 170 of the electric vehicle can acquire the total current capacity of external charging by a plurality of external power sources, and can control external charging based on this total current capacity. That is, the CPLT circuit 334 corresponds to a “signal output unit”.

  Further, as shown in FIG. 6, the wiring 315 constituting the energization path from the nodes N1 and N2 to the cable connector 310 shared by the charging plugs 320 (1) to (n) is connected to the charging plug 320 (1). Are designed so as to ensure a current capacity by making the cross-sectional area larger than each of the wirings 325 (1) to (n) provided corresponding to .about. (N). For example, the wiring diameter (cross-sectional area) of the wiring 315 is designed to correspond to the current capacity in a state where a prescribed external power supply is connected to all of the charging plugs 320 (1) to (n).

  On the other hand, the wirings 325 (1) to (n) are designed corresponding to the current capacity of the external power source alone corresponding to each charging plug 320. That is, the wiring 315 corresponds to a “first wiring”, and each of the wirings 325 (1) to (n) corresponds to a “second wiring”. By designing the current capacities (wiring diameters) of the wirings 315 and 325 (1) to (n) in this way, an increase in manufacturing cost can be suppressed.

(Modification)
FIG. 9 shows a configuration of a charging device for an electric vehicle according to a modification of the embodiment of the present invention.

  In the modification shown in FIG. 9, charging cable 300 is configured to include CCID 330 similar to that in FIG. 4 and connection control circuit 335. The connection control circuit 335 is connected between the CCID 330 and the connector 310.

  The connection control circuit 335 includes the connection switching mechanisms 400 (1) to 400 (n) and the voltage detectors 450 (1) to 450 (n) shown in FIG. That is, in the modification shown in FIG. 9, the CCID relays 332 (1) to 332 (n) are connected between the connection switching mechanisms 400 (1) to 400 (n) and the charging plugs 320 (1) to 320 (n). Are respectively inserted and connected.

  Each of the CCID relays 332 (1) to 332 (n) is turned on / off in the same manner as the CCID relay 332 shown in FIG. In the configuration of FIG. 9, the control unit 500 does not link the polarity switches 410 and 415 in the connection switching mechanisms 400 (1) to 400 (n) with the ON period and the OFF period of the CCID relay 332, It can be controlled to always connect to the I side, connect to the II side, or open state.

  That is, in the configuration of FIG. 9, the connection state according to the setting of the polarity switch in steps S150, S170, and S180 shown in FIG. 8 is maintained regardless of the ON period and OFF period of the CCID relay 332.

  Even with such a configuration, the same effect as that of the charging device for the electric vehicle shown in FIG. 6 can be obtained. 6 and FIG. 9 is compared, according to the configuration of FIG. 9, the configuration and control of the CCID 330 are made the same as the conventional one, and the connection control circuit 335 is externally attached. A vehicle charging device can be realized, which is preferable in terms of general design. On the other hand, according to the configuration of FIG. 6, the CCID 330 # needs to be configured and controlled differently from the normal CCID 330, but the charging cable 300 can be downsized.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a schematic configuration diagram of a plug-in hybrid vehicle shown as a representative example of a charging target of an electric vehicle charging device according to an embodiment of the present invention. FIG. 2 is an alignment chart in the power split mechanism of FIG. 1. FIG. 3 is an electrical system configuration diagram (part 1) of the plug-in hybrid vehicle shown in FIG. 1; FIG. 3 is an electric system configuration diagram (part 2) of the plug-in hybrid vehicle shown in FIG. 1. It is a figure explaining other examples of basic external charge composition. It is a figure explaining the structure of the charging device of the electric vehicle by embodiment of this invention. It is a wave form diagram explaining the voltage phase of an external power supply. It is a flowchart explaining the control action by the control part shown in FIG. It is a figure explaining the structure of the charging device of the electric vehicle by the modification of embodiment of this invention.

Explanation of symbols

100 Engine, 110 1st MG, 112, 122 Neutral point, 120 2nd MG, 130 Power split mechanism, 140 Reducer, 150 Battery (power storage device), 160 Front wheel, 170 ECU, 171, 180 Voltmeter, 173 Ammeter, 200 converter, 210, 220 inverter, 230 power converter (for external charging), 250 SMR, 260 DFR, 270 vehicle side connector, 280 LC filter, 300 charging cable, 310 cable connector, 312 switch, 315, 325 (1) ~ (N) wiring,
320, 320 (1) to (n) Charging plug, 330, 330 # CCID, 332 CCID relay, 334 Control pilot circuit, 335 Connection control circuit, 400 (1) to (n) Connection switching mechanism, 401 outlet, 402 External Power supply, 410 (1) to (n), 415 (1) to (n) Polarity switch, 450 (1) to (n) Voltage detector, 500 control unit, CNCT connector signal, CPLT pilot signal, IAC AC current, N1, N2 node, VAC AC voltage, VAC1, VAC2 AC voltage (external power supply).

Claims (7)

A charging device for an electric vehicle that charges an in-vehicle power storage device configured to be rechargeable by a power source outside the vehicle,
A plurality of charging plugs each configured to be electrically connectable to a plurality of external power sources;
A connector configured to be electrically connectable to a charging connector of the power storage device provided in the electric vehicle;
A voltage detector provided corresponding to each of the plurality of charging plugs and detecting a voltage of the external power supply connected to the corresponding charging plug;
A connection switching mechanism provided between each of the plurality of charging plugs and the connector, and configured to be able to switch the polarity of the connection between the corresponding charging plug and the connector;
Connection between each charging plug and the connector in the connection switching mechanism so that each external power source is electrically connected to the connector with the same polarity based on the output of the voltage detector And a controller for controlling the polarity of the electric vehicle.   The control unit identifies an external power source group corresponding to the same outlet from the plurality of external power sources connected to the plurality of charging plugs based on the output of the voltage detector, and the external power source 2. The electric vehicle according to claim 1, wherein the connection switching mechanism is controlled to open between the corresponding charging plug and the connector for at least one other external power source other than one external power source. Charging device.   The control unit starts external charging of the power storage device by an external power source connected to one charging plug of the plurality of charging plugs, and opens between the remaining charging plugs and the connector. In the state where the connection switching mechanism is controlled as described above, the external power source connected to each of the remaining charging plugs is connected to the external charging based on the output of the voltage detector in each of the remaining charging plugs. The charging device for an electric vehicle according to claim 2, wherein it is determined whether or not the external power supply group corresponding to the same outlet as the external power supply that has started is configured.   3. The charging of the electric vehicle according to claim 1, further comprising: a signal output unit that outputs a total value of a charging current capacity of the charging plug connected to the connector among the plurality of charging plugs to the electric vehicle. apparatus.   The said control part controls the timing which the said connection switching mechanism connects and open | releases between each said charging plug and the said connector according to the instruction | indication from the said electric vehicle. Electric vehicle charging device.   5. The relay according to claim 1, further comprising a relay connected between each of the plurality of charging plugs and the connection switching mechanism and turned on and off at a timing according to an instruction from the electric vehicle. The charging device of the electric vehicle as described.   The first wiring for electrically connecting the connection switching mechanism and the connector is compared with the second wiring for electrically connecting each charging plug and the connection switching mechanism. And the charging device of the electric vehicle of any one of Claims 1-6 with a large cross-sectional area.

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