JP2011151717A - Vehicle information transmission device and electric vehicle having the same - Google Patents

Vehicle information transmission device and electric vehicle having the same Download PDF

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JP2011151717A
JP2011151717A JP2010013087A JP2010013087A JP2011151717A JP 2011151717 A JP2011151717 A JP 2011151717A JP 2010013087 A JP2010013087 A JP 2010013087A JP 2010013087 A JP2010013087 A JP 2010013087A JP 2011151717 A JP2011151717 A JP 2011151717A
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Prior art keywords
communication
vehicle
data
plc
charging
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JP2010013087A
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Japanese (ja)
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Shinji Ichikawa
真士 市川
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • B60L53/665—Methods related to measuring, billing or payment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Cable Transmission Systems, Equalization Of Radio And Reduction Of Echo (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To properly communicate with the outside of a vehicle when PLC communication failure occurs in the vehicle which can be charged by an outside power supply connected using a charging cable and can carry out PLC. <P>SOLUTION: The charging cable 30 is connected to a charging port 110. A PLC processing portion 150 communicates with a PLC processing portion 220 of a house 20 by using the charging port 110 and charging cable 30 as a communication path. A radio communication portion 160 communicates by radio with a radio communication device outside the vehicle. A communication control portion 170 changes a communication order of communication data according to a predetermined order when any failure occurs during communication by the PLC processing portion 150, and the radio communication portion 160 carries out communication according to the changed communication order. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

この発明は、車両の情報伝達装置およびそれを備える電動車両に関し、特に、充電ケーブルを用いて車両外部の電源により充電可能な車両における車両外部との情報伝達技術に関する。   The present invention relates to an information transmission device for a vehicle and an electric vehicle including the same, and more particularly, to an information transmission technology with respect to the outside of the vehicle in a vehicle that can be charged by a power source outside the vehicle using a charging cable.

特開２００９−３３２６５号公報（特許文献１）は、車両外部と通信可能な車両の情報伝達装置を開示する。この情報伝達装置においては、車両に搭載されたバッテリを充電するための充電口にケーブルを介して他車両の充電口が接続される。そして、ＰＬＣ処理部は、充電口を通信経路として利用し、他車両との間で充電ケーブルを用いた電力線通信（以下「ＰＬＣ（Power Line Communication）」とも称する。）を行なう。   Japanese Patent Laying-Open No. 2009-33265 (Patent Document 1) discloses a vehicle information transmission device capable of communicating with the outside of a vehicle. In this information transmission device, a charging port of another vehicle is connected to a charging port for charging a battery mounted on the vehicle via a cable. The PLC processing unit uses the charging port as a communication path and performs power line communication (hereinafter also referred to as “PLC (Power Line Communication)”) using a charging cable with another vehicle.

この情報伝達装置によると、充電口を利用して他車両との通信が行なわれるので、接続用のコネクタ等を特別に設ける必要がない。また、ケーブルによる有線接続ができるので、高速のデータ転送を容易に行なうことができる（特許文献１参照）。   According to this information transmission device, since communication with other vehicles is performed using the charging port, there is no need to provide a special connector for connection. In addition, since a wired connection using a cable is possible, high-speed data transfer can be easily performed (see Patent Document 1).

特開２００９−３３２６５号公報JP 2009-33265 A

しかしながら、上記の公報に開示される情報伝達装置では、ＰＬＣの通信不良が発生した場合の対処については特に検討されていない。   However, in the information transmission device disclosed in the above publication, there is no particular consideration on how to deal with a PLC communication failure.

そこで、この発明は、かかる課題を解決するためになされたものであり、その目的は、充電ケーブルを用いて車両外部の電源により充電可能であってＰＬＣを実施可能な車両において、ＰＬＣの通信不良発生時に車両外部と適切に通信することである。   Accordingly, the present invention has been made to solve such a problem, and an object of the present invention is to perform poor PLC communication in a vehicle that can be charged by a power source external to the vehicle using a charging cable and can perform PLC. Appropriate communication with the outside of the vehicle when it occurs.

この発明によれば、車両の情報伝達装置は、充電口と、第１および第２の通信部と、通信制御部とを備える。充電口には、車両外部の外部電源によって充電可能な車両へ外部電源から電力を供給するための充電ケーブルが接続される。第１の通信部は、充電口および充電ケーブルを通信経路として利用することにより車両外部の通信装置と通信する。第２の通信部は、車両外部の無線通信装置と無線により通信する。通信制御部は、第１の通信部による通信時に通信不良が発生したとき、予め定められた順位に従って通信データの通信順序を変更し、その変更された通信順序に従って第２の通信部により通信を行なう。   According to this invention, the information transmission device for a vehicle includes a charging port, first and second communication units, and a communication control unit. A charging cable for supplying power from an external power source to a vehicle that can be charged by an external power source outside the vehicle is connected to the charging port. The first communication unit communicates with a communication device outside the vehicle by using the charging port and the charging cable as a communication path. The second communication unit communicates wirelessly with a wireless communication device outside the vehicle. When a communication failure occurs during communication by the first communication unit, the communication control unit changes the communication order of the communication data according to a predetermined order, and performs communication with the second communication unit according to the changed communication order. Do.

好ましくは、通信制御部は、予め定められた優先度の高いデータを第１の優先順位とし、第１の通信部の通信不良が発生したときに通信中であったデータを第２の優先順位として、通信データの通信順序を変更する。   Preferably, the communication control unit sets data having a high priority set in advance as a first priority, and sets data having been in communication when a communication failure occurs in the first communication unit as a second priority. The communication order of communication data is changed.

さらに好ましくは、車両は、外部電源によって充電される蓄電装置を含む。そして、通信制御部は、蓄電装置の残存容量を示すデータおよび外部電源による充電に対する課金を示すデータの少なくとも一方をさらに第３の優先順位として、通信データの通信順序を変更する。   More preferably, the vehicle includes a power storage device that is charged by an external power source. Then, the communication control unit changes the communication order of the communication data by setting at least one of the data indicating the remaining capacity of the power storage device and the data indicating the charging for the external power supply as the third priority.

好ましくは、通信制御部は、予め定められたセキュリティレベルの高いデータについては、第１の通信部の通信不良発生時に第２の通信部により通信されるデータから除外する。   Preferably, the communication control unit excludes data having a predetermined high security level from data communicated by the second communication unit when a communication failure occurs in the first communication unit.

好ましくは、通信制御部は、第１の通信部の通信不良からの回復時、変更された通信順序に従って第１の通信部により通信を行なう。   Preferably, the communication control unit performs communication by the first communication unit according to the changed communication order when the first communication unit recovers from the communication failure.

また、好ましくは、通信制御部は、第１の通信部の通信不良からの回復時、変更された通信順序に従って第２の通信部により通信を行なう。   Preferably, the communication control unit communicates with the second communication unit in accordance with the changed communication order when recovering from the communication failure of the first communication unit.

また、この発明によれば、電動車両は、再充電可能な蓄電装置と、車両外部の外部電源によって蓄電装置を充電するための充電器と、蓄電装置に蓄えられた電力によって走行駆動力を発生する電動機と、上述したいずれかの車両の情報伝達装置とを備える。   Further, according to the present invention, the electric vehicle generates a traveling driving force by the rechargeable power storage device, the charger for charging the power storage device by an external power source outside the vehicle, and the electric power stored in the power storage device. And an information transmission device for any of the vehicles described above.

この発明によれば、ＰＬＣを実施する第１の通信部による通信時に通信不良が発生したとき、予め定められた順位に従って通信データの通信順序を変更し、その変更された通信順序に従って第２の通信部により無線通信を行なうので、ＰＬＣの通信不良発生時においても、車両外部と確実に通信することができる。さらに、ＰＬＣの通信不良発生時には、重要な情報のみを車両外部とやり取りすることができる。   According to the present invention, when a communication failure occurs during communication by the first communication unit that implements the PLC, the communication order of communication data is changed according to a predetermined order, and the second order is changed according to the changed communication order. Since wireless communication is performed by the communication unit, it is possible to reliably communicate with the outside of the vehicle even when a PLC communication failure occurs. Furthermore, when PLC communication failure occurs, only important information can be exchanged with the outside of the vehicle.

この発明の実施の形態１による車両の情報伝達装置が適用される車両充電システムの全体構成図である。1 is an overall configuration diagram of a vehicle charging system to which a vehicle information transmission device according to Embodiment 1 of the present invention is applied. 図１に示す車両の全体ブロック図である。It is a whole block diagram of the vehicle shown in FIG. ＰＬＣによる通信時およびＰＬＣの通信不良発生時における通信データを示した図である。It is the figure which showed the communication data at the time of communication by PLC, and the time of PLC communication failure occurrence. 図１に示す通信制御部により実行される処理の手順を説明するためのフローチャートである。It is a flowchart for demonstrating the procedure of the process performed by the communication control part shown in FIG. 実施の形態２における通信制御部により実行される、ＰＬＣの通信不良からの回復時における処理の手順を説明するためのフローチャートである。10 is a flowchart for explaining a procedure of processing executed when the communication control unit according to Embodiment 2 recovers from a PLC communication failure. 実施の形態３における通信制御部により実行される、ＰＬＣの通信不良からの回復時における処理の手順を説明するためのフローチャートである。10 is a flowchart for illustrating a processing procedure executed by the communication control unit according to Embodiment 3 when recovering from a PLC communication failure.

以下、本発明の実施の形態について、図面を参照しながら詳細に説明する。なお、図中同一または相当部分には同一符号を付してその説明は繰返さない。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

［実施の形態１］
図１は、この発明の実施の形態１による車両の情報伝達装置が適用される車両充電システムの全体構成図である。図１を参照して、この車両充電システムは、車両１０と、住宅２０と、充電ケーブル３０とを備える。 [Embodiment 1]
1 is an overall configuration diagram of a vehicle charging system to which a vehicle information transmission device according to Embodiment 1 of the present invention is applied. Referring to FIG. 1, the vehicle charging system includes a vehicle 10, a house 20, and a charging cable 30.

この車両充電システムにおいては、車両１０と住宅２０の電源コンセントとの間に充電ケーブル３０を接続することによって、車両１０に搭載される蓄電装置を商用電源（たとえば系統電源）によって充電することができる。なお、以下では、車両外部の電源による車両１０の充電を「外部充電」とも称する。   In this vehicle charging system, the power storage device mounted on the vehicle 10 can be charged by a commercial power supply (for example, a system power supply) by connecting the charging cable 30 between the vehicle 10 and the power outlet of the house 20. . Hereinafter, charging of the vehicle 10 by a power source outside the vehicle is also referred to as “external charging”.

車両１０は、充電口１１０と、電力入力線１２０と、充電器１３０と、動力出力装置１４０と、ＰＬＣ処理部１５０と、無線通信部１６０と、通信制御部１７０とを含む。充電口１１０には、外部充電時に充電ケーブル３０が接続される。なお、充電口１１０に充電ケーブル３０が接続されると、その旨が通信制御部１７０に通知される。   Vehicle 10 includes a charging port 110, a power input line 120, a charger 130, a power output device 140, a PLC processing unit 150, a wireless communication unit 160, and a communication control unit 170. Charging cable 30 is connected to charging port 110 during external charging. Note that when the charging cable 30 is connected to the charging port 110, the communication control unit 170 is notified to that effect.

充電器１３０は、電力入力線１２０によって充電口１１０に接続される。そして、充電器１３０は、充電口１１０から入力される電力を所定の充電電圧に変換し、動力出力装置１４０に含まれる蓄電装置（図示せず）へ出力する。また、充電器１３０は、外部充電時、通信制御部１７０と予め定められた各種データのやり取りを行なう。   The charger 130 is connected to the charging port 110 by the power input line 120. Then, charger 130 converts electric power input from charging port 110 into a predetermined charging voltage, and outputs it to a power storage device (not shown) included in power output device 140. Charger 130 also exchanges various predetermined data with communication control unit 170 during external charging.

動力出力装置１４０は、車両１０の走行駆動力を出力する。また、動力出力装置１４０は、図示されない蓄電装置を含み、外部充電時、充電器１３０によって蓄電装置が充電される。さらに、動力出力装置１４０は、車両走行時および外部充電時、通信制御部１７０と予め定められた各種データのやり取りを行なう。   The power output device 140 outputs the travel driving force of the vehicle 10. Power output device 140 includes a power storage device (not shown), and the power storage device is charged by charger 130 during external charging. Furthermore, power output device 140 exchanges various predetermined data with communication control unit 170 when the vehicle is traveling and during external charging.

ＰＬＣ処理部１５０は、電力入力線１２０に接続される。そして、ＰＬＣ処理部１５０は、外部充電時、充電口１１０および充電ケーブル３０を通信経路として利用することにより、住宅２０に設けられるＰＬＣ処理部２２０とＰＬＣによる通信を行なうことができる。このＰＬＣ処理部１５０は、たとえばモデムによって構成され、外部充電時に住宅２０側のＰＬＣ処理部２２０から送信される高周波信号のデータを電力入力線１２０から受けて復調したり、住宅２０側のＰＬＣ処理部２２０へ送信されるデータを変調して電力入力線１２０へ出力したりする。なお、系統電源から充電ケーブル３０を介して車両１０に供給される交流電力の周波数は、たとえば日本国であれば５０Ｈｚまたは６０Ｈｚであるのに対し、ＰＬＣによる通信時に充電ケーブル３０を介して通信される高周波信号の周波数は、たとえば数ＭＨｚ〜数１０ＭＨｚである。   The PLC processing unit 150 is connected to the power input line 120. The PLC processing unit 150 can communicate with the PLC processing unit 220 provided in the house 20 by using the PLC by using the charging port 110 and the charging cable 30 as communication paths during external charging. The PLC processing unit 150 is configured by a modem, for example, and receives and demodulates high frequency signal data transmitted from the PLC processing unit 220 on the house 20 side during external charging from the power input line 120, or performs PLC processing on the house 20 side. The data transmitted to the unit 220 is modulated and output to the power input line 120. The frequency of the AC power supplied from the system power supply to the vehicle 10 via the charging cable 30 is 50 Hz or 60 Hz in Japan, for example, whereas it is communicated via the charging cable 30 during communication by PLC. The frequency of the high frequency signal is, for example, several MHz to several tens of MHz.

無線通信部１６０は、車両外部の無線通信装置と無線により通信を行なうことができ、たとえば、住宅２０内に設けられる無線通信部２３０やディーラー等に設けられる無線通信部２６０と無線通信可能である。なお、無線規格としては、たとえば、Ｚｉｇｂｅｅや、Ｂｌｕｅｔｏｏｔｈ、ＩＥＥＥ８０２．１１／ａ／ｂ／ｇ等を用いることができる。   The wireless communication unit 160 can wirelessly communicate with a wireless communication device outside the vehicle. For example, the wireless communication unit 160 can wirelessly communicate with a wireless communication unit 230 provided in the house 20 or a wireless communication unit 260 provided in a dealer. . As a wireless standard, for example, Zigbee, Bluetooth, IEEE802.11 / a / b / g, or the like can be used.

通信制御部１７０は、ＰＬＣ処理部１５０または無線通信部１６０により行なわれる車両外部との通信の制御を行なう。詳しくは、通信制御部１７０は、ＰＬＣ処理部１５０を用いたＰＬＣによる通信中に通信不良が発生したとき、予め定められた順位に従って通信データの通信順序を変更し、その変更された通信順序に従って無線通信部１６０により無線通信を行なう。なお、この通信制御部１７０の処理内容については、後ほど詳しく説明する。   Communication control unit 170 controls communication with the outside of the vehicle performed by PLC processing unit 150 or wireless communication unit 160. Specifically, when a communication failure occurs during communication by the PLC using the PLC processing unit 150, the communication control unit 170 changes the communication order of communication data according to a predetermined order, and follows the changed communication order. The wireless communication unit 160 performs wireless communication. The processing contents of the communication control unit 170 will be described in detail later.

住宅２０は、電力線２１０と、ＰＬＣ処理部２２０と、無線通信部２３０と、通信サーバ２４０とを含む。電力線２１０は、系統電源に接続される。また、車両１０の外部充電時、電力線２１０の電源コンセントに充電ケーブル３０が接続される。   House 20 includes power line 210, PLC processing unit 220, wireless communication unit 230, and communication server 240. The power line 210 is connected to the system power supply. Further, when the vehicle 10 is externally charged, the charging cable 30 is connected to the power outlet of the power line 210.

ＰＬＣ処理部２２０は、電力線２１０に接続される。そして、ＰＬＣ処理部２２０は、車両１０の外部充電時、充電ケーブル３０および車両１０の充電口１１０を通信経路として利用することにより、車両１０のＰＬＣ処理部１５０とＰＬＣによる通信を行なうことができる。このＰＬＣ処理部２２０も、車両１０のＰＬＣ処理部１５０と同様にたとえばモデムによって構成され、外部充電時に車両１０のＰＬＣ処理部１５０から送信される高周波信号のデータを電力線２１０から受けて復調したり、車両１０のＰＬＣ処理部１５０へ送信されるデータを変調して電力線２１０へ出力したりする。   The PLC processing unit 220 is connected to the power line 210. The PLC processing unit 220 can communicate with the PLC processing unit 150 of the vehicle 10 through the PLC by using the charging cable 30 and the charging port 110 of the vehicle 10 as a communication path when the vehicle 10 is externally charged. . The PLC processing unit 220 is also configured by a modem, for example, like the PLC processing unit 150 of the vehicle 10, and receives and demodulates data of a high frequency signal transmitted from the PLC processing unit 150 of the vehicle 10 during external charging from the power line 210. The data transmitted to the PLC processing unit 150 of the vehicle 10 is modulated and output to the power line 210.

無線通信部２３０は、車両１０に搭載される無線通信部１６０と無線により通信を行なうことができる。通信サーバ２４０は、ＰＬＣ処理部２２０または無線通信部２３０により行なわれる車両１０との通信の制御を行なう。また、通信サーバ２４０は、インターネット等のデータ通信網２５０に接続され、ディーラー等に設けられるサーバとデータ通信網２５０を介して通信することもできる。   The wireless communication unit 230 can communicate with the wireless communication unit 160 mounted on the vehicle 10 wirelessly. Communication server 240 controls communication with vehicle 10 performed by PLC processing unit 220 or wireless communication unit 230. The communication server 240 is connected to a data communication network 250 such as the Internet, and can communicate with a server provided at a dealer or the like via the data communication network 250.

図２は、図１に示した車両１０の全体ブロック図である。なお、この図２では、一例として、車両１０がハイブリッド自動車の場合が示される。図２を参照して、車両１０は、エンジン３１０と、動力分割装置３２０と、モータジェネレータ３３０，３５０と、減速機３４０と、駆動軸３６０と、駆動輪３７０とを含む。また、車両１０は、蓄電装置３８０と、昇圧コンバータ３９０と、インバータ４００，４１０と、ＥＣＵ（Electronic Control Unit）４２０とをさらに含む。さらに、車両１０は、図１に示したように、充電口１１０と、電力入力線１２０と、充電器１３０と、ＰＬＣ処理部１５０と、無線通信部１６０と、通信制御部１７０とをさらに含む。   FIG. 2 is an overall block diagram of the vehicle 10 shown in FIG. In FIG. 2, a case where the vehicle 10 is a hybrid vehicle is shown as an example. Referring to FIG. 2, vehicle 10 includes an engine 310, a power split device 320, motor generators 330 and 350, a speed reducer 340, a drive shaft 360, and drive wheels 370. Vehicle 10 further includes a power storage device 380, a boost converter 390, inverters 400 and 410, and an ECU (Electronic Control Unit) 420. Furthermore, as shown in FIG. 1, vehicle 10 further includes a charging port 110, a power input line 120, a charger 130, a PLC processing unit 150, a wireless communication unit 160, and a communication control unit 170. .

エンジン３１０およびモータジェネレータ３３０，３５０は、動力分割装置３２０に連結される。そして、車両１０は、エンジン３１０およびモータジェネレータ３５０の少なくとも一方からの駆動力によって走行する。エンジン３１０が発生する動力は、動力分割装置３２０によって２経路に分割される。すなわち、一方は減速機３４０を介して駆動軸３６０へ伝達される経路であり、もう一方はモータジェネレータ３３０へ伝達される経路である。   Engine 310 and motor generators 330 and 350 are connected to power split device 320. Vehicle 10 travels by driving force from at least one of engine 310 and motor generator 350. The power generated by the engine 310 is divided into two paths by the power split device 320. That is, one is a path that is transmitted to the drive shaft 360 via the reduction gear 340, and the other is a path that is transmitted to the motor generator 330.

モータジェネレータ３３０は、交流回転電機であり、たとえば三相交流同期電動機である。モータジェネレータ３３０は、動力分割装置３２０によって分割されたエンジン３１０の動力を用いて発電する。たとえば、蓄電装置３８０の残存容量（「ＳＯＣ（State Of Charge）」とも称される。）が予め定められた値よりも低くなると、エンジン３１０が始動してモータジェネレータ３３０により発電が行なわれる。そして、モータジェネレータ３３０によって発電された電力は、インバータ４００により交流から直流に変換され、昇圧コンバータ３９０により降圧されて蓄電装置３８０に蓄えられる。   Motor generator 330 is an AC rotating electric machine, for example, a three-phase AC synchronous motor. Motor generator 330 generates power using the power of engine 310 divided by power split device 320. For example, when remaining capacity of power storage device 380 (also referred to as “SOC (State Of Charge)”) becomes lower than a predetermined value, engine 310 is started and motor generator 330 generates power. Electric power generated by motor generator 330 is converted from alternating current to direct current by inverter 400, stepped down by boost converter 390, and stored in power storage device 380.

モータジェネレータ３５０は、交流回転電機であり、たとえば三相交流同期電動機である。モータジェネレータ３５０は、蓄電装置３８０に蓄えられた電力およびモータジェネレータ３３０により発電された電力の少なくとも一方を用いて車両の駆動力を発生する。そして、モータジェネレータ３５０の駆動力は、減速機３４０を介して駆動軸３６０に伝達される。   Motor generator 350 is an AC rotating electric machine, for example, a three-phase AC synchronous motor. Motor generator 350 generates a driving force for the vehicle using at least one of the electric power stored in power storage device 380 and the electric power generated by motor generator 330. Then, the driving force of motor generator 350 is transmitted to drive shaft 360 via reduction gear 340.

なお、車両の制動時には、車両の運動エネルギーを用いてモータジェネレータ３５０が駆動され、モータジェネレータ３５０が発電機として動作する。これにより、モータジェネレータ３５０は、制動エネルギーを電力に変換する回生ブレーキとして動作する。そして、モータジェネレータ３５０により発電された電力は、蓄電装置３８０に蓄えられる。   When the vehicle is braked, motor generator 350 is driven using the kinetic energy of the vehicle, and motor generator 350 operates as a generator. Thus, motor generator 350 operates as a regenerative brake that converts braking energy into electric power. Electric power generated by motor generator 350 is stored in power storage device 380.

動力分割装置３２０は、サンギヤと、ピニオンギヤと、キャリアと、リングギヤとを含む遊星歯車から成る。ピニオンギヤは、サンギヤおよびリングギヤと係合する。キャリアは、ピニオンギヤを自転可能に支持するとともに、エンジン３１０のクランクシャフトに連結される。サンギヤは、モータジェネレータ３３０の回転軸に連結される。リングギヤはモータジェネレータ３５０の回転軸および減速機３４０に連結される。   Power split device 320 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 as to be able to rotate and is coupled to the crankshaft of the engine 310. The sun gear is coupled to the rotation shaft of motor generator 330. The ring gear is connected to the rotation shaft of motor generator 350 and speed reducer 340.

蓄電装置３８０は、再充電可能な直流電源であり、たとえば、ニッケル水素やリチウムイオン等の二次電池から成る。蓄電装置３８０には、モータジェネレータ３３０，３５０によって発電される電力のほか、外部充電時に車両外部の電源（図１の系統電源）から供給され充電口１１０から入力される電力も蓄えられる。なお、蓄電装置３８０として、大容量のキャパシタを用いてもよい。   The power storage device 380 is a rechargeable DC power source, and includes, for example, a secondary battery such as nickel metal hydride or lithium ion. In addition to the power generated by motor generators 330 and 350, power storage device 380 also stores power supplied from a power source external to the vehicle (system power source in FIG. 1) and input from charging port 110 during external charging. Note that a large-capacity capacitor may be used as the power storage device 380.

昇圧コンバータ３９０は、ＥＣＵ４２０からの制御信号に基づいて、インバータ４００，４１０に与えられる直流電圧を蓄電装置３８０の電圧以上に調整する。昇圧コンバータ３９０は、たとえば昇圧チョッパ回路によって構成される。   Boost converter 390 adjusts the DC voltage applied to inverters 400 and 410 to be equal to or higher than the voltage of power storage device 380 based on the control signal from ECU 420. Boost converter 390 is formed of, for example, a boost chopper circuit.

インバータ４００は、ＥＣＵ４２０からの制御信号に基づいて、モータジェネレータ３３０により発電された電力を直流電力に変換して昇圧コンバータ３９０およびインバータ４１０の少なくとも一方へ出力する。インバータ４１０は、ＥＣＵ４２０からの制御信号に基づいて、昇圧コンバータ３９０およびインバータ４００の少なくとも一方から供給される電力を交流電力に変換してモータジェネレータ３５０へ出力する。なお、エンジン３１０の始動時、インバータ４００は、昇圧コンバータ３９０から供給される電力を交流電力に変換してモータジェネレータ３３０へ出力する。また、インバータ４１０は、車両の制動時、モータジェネレータ３５０により発電された電力を直流電力に変換して昇圧コンバータ３９０へ出力する。   Inverter 400 converts electric power generated by motor generator 330 into DC power based on a control signal from ECU 420 and outputs the DC power to at least one of boost converter 390 and inverter 410. Inverter 410 converts electric power supplied from at least one of boost converter 390 and inverter 400 into AC power based on a control signal from ECU 420 and outputs the AC power to motor generator 350. When engine 310 is started, inverter 400 converts electric power supplied from boost converter 390 into AC electric power and outputs it to motor generator 330. Inverter 410 also converts the electric power generated by motor generator 350 into DC power and outputs it to boost converter 390 during braking of the vehicle.

ＥＣＵ４２０は、昇圧コンバータ３９０およびモータジェネレータ３３０，３５０を駆動するための制御信号を生成し、その生成した制御信号を昇圧コンバータ３９０およびインバータ４００，４１０へそれぞれ出力する。また、ＥＣＵ４２０は、外部充電時、充電器１３０を駆動するための制御信号を生成して充電器１３０へ出力する。   ECU 420 generates a control signal for driving boost converter 390 and motor generators 330 and 350, and outputs the generated control signal to boost converter 390 and inverters 400 and 410, respectively. In addition, ECU 420 generates a control signal for driving charger 130 during external charging and outputs the control signal to charger 130.

なお、充電口１１０、電力入力線１２０、充電器１３０、ＰＬＣ処理部１５０、無線通信部１６０および通信制御部１７０については、図１で説明したので説明を繰返さない。なお、充電器１３０は、蓄電装置３８０と昇圧コンバータ３９０との間に接続される。   Since charging port 110, power input line 120, charger 130, PLC processing unit 150, wireless communication unit 160, and communication control unit 170 have been described with reference to FIG. Charger 130 is connected between power storage device 380 and boost converter 390.

また、エンジン３１０、動力分割装置３２０、モータジェネレータ３３０，３５０、減速機３４０、駆動軸３６０、駆動輪３７０、蓄電装置３８０、昇圧コンバータ３９０、インバータ４００，４１０およびＥＣＵ４２０は、図１に示した動力出力装置１４０を構成する。   Further, the engine 310, the power split device 320, the motor generators 330 and 350, the speed reducer 340, the drive shaft 360, the drive wheel 370, the power storage device 380, the boost converter 390, the inverters 400 and 410, and the ECU 420 are shown in FIG. The output device 140 is configured.

図３は、ＰＬＣによる通信時およびＰＬＣの通信不良発生時における通信データを示した図である。図３を参照して、ＰＬＣによる通信時、予め定められたデータｄ１〜ｄＮが車両１０と住宅２０との間で充電口１１０および充電ケーブル３０を介して順次通信される。ここで、通信データｄ１〜ｄＮには、優先度およびセキュリティレベルが予め設定されている。緊急性の高い情報を含むデータは、優先度が「高」に設定され、図３では、一例としてデータｄ２，ｄ６に優先度「高」が設定されている。なお、緊急性の高い情報とは、たとえば、車両の盗難情報や、外部充電実施中の車両移動情報、各種ダイアグ情報、前回走行中に収集された車両利用者の身体情報等である。また、高いセキュリティが必要とされるデータには、セキュリティレベルが「高」に設定され、図３では、一例としてデータｄ１にセキュリティ「高」が設定されている。   FIG. 3 is a diagram illustrating communication data at the time of PLC communication and when a PLC communication failure occurs. Referring to FIG. 3, during communication by PLC, predetermined data d1 to dN are sequentially communicated between vehicle 10 and house 20 via charging port 110 and charging cable 30. Here, priorities and security levels are set in advance for the communication data d1 to dN. For data including highly urgent information, the priority is set to “high”, and in FIG. 3, as an example, the priority “high” is set to the data d2 and d6. The highly urgent information includes, for example, vehicle theft information, vehicle movement information during external charging, various diagnostic information, and vehicle user physical information collected during the previous run. For data that requires high security, the security level is set to “high”, and in FIG. 3, as an example, security “high” is set to data d1.

ここで、ＰＬＣの通信不良が発生すると、この実施の形態１では、予め定められた順位に従って通信データの通信順序が変更され、その変更された通信順序に従って無線通信部１６０により車両１０と住宅２０との間で無線通信が行なわれる。具体的には、優先度が「高」に設定されたデータｄ２，ｄ６に対して優先順位「１」が設定され、次いで、ＰＬＣの通信不良発生時に通信中であったデータ（たとえばデータｄ４とする。）に対して優先順位「２」が設定される。そして、蓄電装置３８０（図２）のＳＯＣを示すデータｄ３および外部充電に対する課金を示すデータｄ５の少なくとも一方に対して優先順位「３」がさらに設定され、この優先順位に従って、無線通信部１６０により順次通信が行なわれる。なお、セキュリティレベルが「高」に設定されたデータｄ１については、無線通信による情報漏洩を防止するために、無線通信部１６０により通信されるデータから除外される。   Here, when a PLC communication failure occurs, in the first embodiment, the communication order of communication data is changed according to a predetermined order, and the vehicle 10 and the house 20 are transmitted by the wireless communication unit 160 according to the changed order of communication. Wireless communication is performed with the. Specifically, the priority “1” is set for the data d2 and d6 whose priority is set to “high”, and then the data (for example, data d4 and the like) that was being communicated when the PLC communication failure occurred. Priority) “2” is set. Then, a priority “3” is further set for at least one of data d3 indicating the SOC of power storage device 380 (FIG. 2) and data d5 indicating charging for external charging. Communication is performed sequentially. Note that the data d1 whose security level is set to “high” is excluded from data communicated by the wireless communication unit 160 in order to prevent information leakage by wireless communication.

図４は、図１に示した通信制御部１７０により実行される処理の手順を説明するためのフローチャートである。図４を参照して、通信制御部１７０は、充電口１１０への充電ケーブル３０の接続が検知されたか否かを判定する（ステップＳ１０）。たとえば、充電ケーブル３０が充電口１１０に接続されると作動するリミットスイッチを充電口１１０または充電ケーブル３０のコネクタ部に設けておくことで、充電口１１０と充電ケーブル３０との接続を検知することができる。このステップＳ１０において充電口１１０と充電ケーブル３０との接続が検知されていないと判定されると（ステップＳ１０においてＮＯ）、通信制御部１７０は、以降の一連の処理を実行することなくステップＳ１４０へ処理を移行する。   FIG. 4 is a flowchart for explaining a procedure of processing executed by the communication control unit 170 shown in FIG. Referring to FIG. 4, communication control unit 170 determines whether or not connection of charging cable 30 to charging port 110 is detected (step S10). For example, a connection between the charging port 110 and the charging cable 30 is detected by providing a limit switch that operates when the charging cable 30 is connected to the charging port 110 in the connector portion of the charging port 110 or the charging cable 30. Can do. If it is determined in step S10 that the connection between charging port 110 and charging cable 30 has not been detected (NO in step S10), communication control unit 170 proceeds to step S140 without executing a series of subsequent processes. Migrate processing.

ステップＳ１０において充電口１１０と充電ケーブル３０との接続が検知されていると判定されると（ステップＳ１０においてＹＥＳ）、通信制御部１７０は、ＰＬＣの通信不良が発生したか否かを判定する（ステップＳ２０）。たとえば、信号ノイズの大きさが予め定められた値を超えたときや、ＰＬＣの実施中であるにも拘わらず予め定められた時間データ通信が行なわれないときなどは、ＰＬＣの通信不良が発生したものと判定される。   If it is determined in step S10 that the connection between charging port 110 and charging cable 30 is detected (YES in step S10), communication control unit 170 determines whether or not a PLC communication failure has occurred ( Step S20). For example, when the magnitude of the signal noise exceeds a predetermined value or when a predetermined time data communication is not performed despite the implementation of the PLC, a PLC communication failure occurs. It is determined that

ステップＳ２０においてＰＬＣの通信不良は発生していないと判定されているときは（ステップＳ２０においてＮＯ）、通信制御部１７０は、ＰＬＣによる通常通信を実施する（ステップＳ３０）。具体的には、図３の左表に示される通信データｄ１〜ｄＮについて、ＰＬＣにより順次通信が行なわれる。そして、通信制御部１７０は、ＰＬＣによる通信が終了したか否かを判定し（ステップＳ４０）、ＰＬＣによる通信が終了したと判定されると（ステップＳ４０においてＹＥＳ）、ステップＳ１４０へ処理が移行され、ＰＬＣによる通信が未終了であると判定されると（ステップＳ４０においてＮＯ）、ステップＳ２０へ処理が戻される。   When it is determined in step S20 that no PLC communication failure has occurred (NO in step S20), the communication control unit 170 performs normal communication using the PLC (step S30). Specifically, communication is sequentially performed by the PLC with respect to the communication data d1 to dN shown in the left table of FIG. Then, communication control section 170 determines whether or not communication by PLC has ended (step S40). If it is determined that communication by PLC has ended (YES in step S40), the process proceeds to step S140. If it is determined that the communication by the PLC has not been completed (NO in step S40), the process returns to step S20.

一方、ステップＳ２０においてＰＬＣの通信不良が発生したものと判定されると（ステップＳ２０においてＹＥＳ）、通信制御部１７０は、通信途中で通信が遮断されたか否かを判定する（ステップＳ５０）。なお、ここでは、通信される各データの通信中に通信が遮断された場合に、通信途中で通信が遮断されたものとする。そして、通信途中で通信が遮断されたと判定されると（ステップＳ５０においてＹＥＳ）、通信制御部１７０は、そのときの通信中データの残内容を選定する（ステップＳ６０）。なお、通信途中での遮断ではないと判定されたときは（ステップＳ５０においてＮＯ）、ステップＳ６０は実行されずにステップＳ７０へ処理が移行される。   On the other hand, if it is determined in step S20 that a PLC communication failure has occurred (YES in step S20), communication control unit 170 determines whether communication is interrupted during communication (step S50). Here, it is assumed that when communication is interrupted during communication of each data to be communicated, communication is interrupted during communication. If it is determined that communication is interrupted during communication (YES in step S50), communication control unit 170 selects the remaining content of the data being communicated at that time (step S60). When it is determined that the communication is not interrupted (NO in step S50), step S60 is not executed and the process proceeds to step S70.

次いで、通信制御部１７０は、通信対象のデータのうち、優先度が「高」に設定されたデータが有るか否かを判定する（ステップＳ７０）。そして、優先度が「高」に設定されたデータが有ると判定されると（ステップＳ７０においてＹＥＳ）、通信制御部１７０は、その優先度「高」が設定されたデータを通信対象データの中から選定する（ステップＳ８０）。なお、優先度が「高」に設定されたデータは無いと判定されたときは（ステップＳ７０においてＮＯ）、ステップＳ８０は実行されずにステップＳ９０へ処理が移行される。   Next, the communication control unit 170 determines whether there is data whose priority is set to “high” among the communication target data (step S70). If it is determined that there is data with the priority set to “high” (YES in step S70), the communication control unit 170 sets the data with the priority set to “high” among the communication target data. (Step S80). If it is determined that there is no data for which the priority is set to “high” (NO in step S70), the process proceeds to step S90 without executing step S80.

次いで、通信制御部１７０は、蓄電装置３８０（図２）のＳＯＣおよび外部充電に対する課金情報を通信対象データの中から選定する（ステップＳ９０）。続いて、通信制御部１７０は、セキュリティレベルが「高」に設定されたデータが有るか否かを判定する（ステップＳ１００）。セキュリティレベルが「高」に設定されたデータが有ると判定されると（ステップＳ１００においてＹＥＳ）、通信制御部１７０は、そのセキュリティレベルが「高」に設定されたデータを通信対象データから除外する（ステップＳ１１０）。セキュリティレベルが「高」に設定されたデータを通信対象データから除外するのは、後述の無線通信における情報漏洩を防止するためである。なお、セキュリティレベルが「高」に設定されたデータは無いと判定されたときは（ステップＳ１００においてＹＥＳ）、ステップＳ１１０は実行されずにステップＳ１２０へ処理が移行される。   Next, communication control unit 170 selects charging information for the SOC and external charging of power storage device 380 (FIG. 2) from the communication target data (step S90). Subsequently, the communication control unit 170 determines whether there is data with the security level set to “high” (step S100). If it is determined that there is data whose security level is set to “high” (YES in step S100), communication control unit 170 excludes data whose security level is set to “high” from the communication target data. (Step S110). The reason why the data whose security level is set to “high” is excluded from the communication target data is to prevent information leakage in wireless communication, which will be described later. If it is determined that there is no data whose security level is set to “high” (YES in step S100), the process proceeds to step S120 without executing step S110.

次いで、通信制御部１７０は、予め定められた順序に従って通信データの通信順序を変更する（ステップＳ１２０）。具体的には、ステップＳ８０において選定された、優先度が「高」に設定されたデータが優先順位「１」に変更され、ステップＳ６０において選定された通信中データの残データが優先順位「２」に変更される。さらに、ステップＳ９０において選定された蓄電装置３８０のＳＯＣおよび外部充電に対する課金情報が優先順位「３」に変更される。そして、通信制御部１７０は、ステップＳ１２０において変更された優先順位に従って、無線通信部１６０（図１）により順次無線通信を実施する（ステップＳ１３０）。   Next, the communication control unit 170 changes the communication order of communication data in accordance with a predetermined order (step S120). Specifically, the data with the priority set to “high” selected in step S80 is changed to the priority “1”, and the remaining data of the data in communication selected in step S60 is the priority “2”. Is changed. Furthermore, the charging information for the SOC and external charging of power storage device 380 selected in step S90 is changed to priority “3”. And the communication control part 170 implements wireless communication sequentially by the wireless communication part 160 (FIG. 1) according to the priority changed in step S120 (step S130).

なお、上記においては、データｄ３は、蓄電装置３８０のＳＯＣを示すものとしたが、蓄電装置３８０のＳＯＣに代えて、またはＳＯＣとともに、ＳＯＣから算出できる残存電池容量（ｋＷｈ）およびＳＯＣから算出できる充電可能容量（ｋＷｈ）の少なくとも一方をデータｄ３としてもよい。また、データｄ５は、外部充電に対する課金を示すものとしたが、課金情報に代えて、または課金情報とともに、使用電力量等をデータｄ５としてもよい。   In the above, the data d3 indicates the SOC of the power storage device 380, but can be calculated from the remaining battery capacity (kWh) and SOC that can be calculated from the SOC instead of or together with the SOC of the power storage device 380. At least one of the chargeable capacities (kWh) may be the data d3. The data d5 indicates charging for external charging. However, the amount of power used may be used as the data d5 instead of or together with the charging information.

以上のように、この実施の形態１によれば、ＰＬＣを実施するＰＬＣ処理部１５０による通信時に通信不良が発生したとき、予め定められた順位に従って通信データの通信順序を変更し、その変更された通信順序に従って無線通信部１６０により無線通信を行なうので、ＰＬＣの通信不良発生時においても、車両外部と確実に通信することができる。   As described above, according to the first embodiment, when a communication failure occurs during communication by the PLC processing unit 150 that performs PLC, the communication order of communication data is changed according to a predetermined order, and the change is made. Since the wireless communication unit 160 performs wireless communication according to the communication order, communication can be reliably performed with the outside of the vehicle even when a PLC communication failure occurs.

また、この実施の形態１によれば、ＰＬＣの通信不良発生時には、優先度の高い重要なデータを通信対象データの中から選定して車両外部とやり取りすることができる。さらに、この実施の形態１によれば、ＰＬＣの通信不良発生時には、セキュリティレベルの高いデータは無線通信による通信対象から除外されるので、無線通信時に発生し得る情報漏洩を防止することができる。   Further, according to the first embodiment, when PLC communication failure occurs, important data with high priority can be selected from the communication target data and exchanged with the outside of the vehicle. Furthermore, according to the first embodiment, when a PLC communication failure occurs, data with a high security level is excluded from communication targets by wireless communication, so that information leakage that may occur during wireless communication can be prevented.

［実施の形態２］
この実施の形態２では、ＰＬＣの通信不良から回復したときの通信制御が示される。この実施の形態２における車両充電システムおよび車両１０の全体構成は、図１，２に示した実施の形態１のそれらと同じである。また、ＰＬＣの通信不良発生時における通信制御も、図４に示した実施の形態１の処理フローと同じである。 [Embodiment 2]
In the second embodiment, communication control when recovering from a PLC communication failure is shown. The overall configuration of the vehicle charging system and vehicle 10 in the second embodiment is the same as those in the first embodiment shown in FIGS. Communication control when PLC communication failure occurs is the same as the processing flow of the first embodiment shown in FIG.

図５は、実施の形態２における通信制御部１７０により実行される、ＰＬＣの通信不良からの回復時における処理の手順を説明するためのフローチャートである。図５を参照して、通信制御部１７０は、ＰＬＣの通信不良から回復したか否かを判定する（ステップＳ２１０）。たとえば、信号ノイズの大きさが予め定められた値を超えたことにより通信不良と判定されていた場合に信号ノイズの大きさがその値以下となったときや、中断していたＰＬＣによる通信が回復したとき等に、ＰＬＣの通信不良から回復したものと判定される。   FIG. 5 is a flowchart for explaining a procedure of processing executed when the communication control unit 170 according to the second embodiment recovers from a PLC communication failure. Referring to FIG. 5, communication control unit 170 determines whether or not recovery from PLC communication failure has occurred (step S210). For example, when it is determined that communication is bad because the magnitude of the signal noise exceeds a predetermined value, when the magnitude of the signal noise falls below that value, or communication by the PLC that has been interrupted When it recovers, it is determined that it has recovered from a PLC communication failure.

そして、ステップＳ２１０においてＰＬＣの通信不良から回復したものと判定されると（ステップＳ２１０においてＹＥＳ）、通信制御部１７０は、図４に示した、通信不良発生時に変更された通信順序に従って、残余のデータにつきＰＬＣによる通信を行なう（ステップＳ２２０）。一方、ステップＳ２１０においてＰＬＣの通信不良から未だ回復していないと判定されたときは（ステップＳ２１０においてＮＯ）、ステップＳ２２０は実行されずにステップＳ２３０へ処理が移行される。   If it is determined in step S210 that the communication failure of the PLC has been recovered (YES in step S210), the communication control unit 170 follows the communication sequence changed when a communication failure occurs, as shown in FIG. Communication by PLC is performed for the data (step S220). On the other hand, when it is determined in step S210 that the communication failure of the PLC has not yet been recovered (NO in step S210), step S220 is not executed and the process proceeds to step S230.

以上のように、この実施の形態２においては、ＰＬＣの通信不良から回復すると、通信不良発生時に変更された通信順序に従って残余のデータにつきＰＬＣによる通信が行なわれる。したがって、この実施の形態２によれば、通信不良回復時の処理を簡略化することができる。また、ＰＬＣの通信不良が再度発生した場合に通信順序を再度変更する必要がなく、この点についても処理を簡略にできる。   As described above, in the second embodiment, when recovering from a PLC communication failure, communication by the PLC is performed on the remaining data in accordance with the communication order changed when the communication failure occurs. Therefore, according to the second embodiment, it is possible to simplify the processing at the time of communication failure recovery. Further, when a PLC communication failure occurs again, it is not necessary to change the communication order again, and the processing can be simplified in this respect.

［実施の形態３］
実施の形態２では、ＰＬＣの通信不良から回復すると、通信不良発生時に変更された通信順序に従ってＰＬＣにより残データを通信するものとしたが、この実施の形態３では、ＰＬＣの通信不良から回復しても、そのまま無線通信が継続され、優先順位に従った無線通信の終了後、ＰＬＣにより残余のデータの通信が行なわれる。 [Embodiment 3]
In the second embodiment, when recovering from the PLC communication failure, the remaining data is communicated by the PLC according to the communication order changed when the communication failure occurs. However, the wireless communication is continued as it is, and after the wireless communication according to the priority order is completed, the remaining data is communicated by the PLC.

この実施の形態３における車両充電システムおよび車両１０の全体構成も、図１，２に示した実施の形態１のそれらと同じである。また、ＰＬＣの通信不良発生時における通信制御も、図４に示した実施の形態１の処理フローと同じである。   The overall configuration of the vehicle charging system and vehicle 10 in the third embodiment is also the same as those in the first embodiment shown in FIGS. Communication control when PLC communication failure occurs is the same as the processing flow of the first embodiment shown in FIG.

図６は、実施の形態３における通信制御部１７０により実行される、ＰＬＣの通信不良からの回復時における処理の手順を説明するためのフローチャートである。図６を参照して、通信制御部１７０は、ＰＬＣの通信不良から回復したか否かを判定する（ステップＳ３１０）。なお、この処理は、図５に示したステップＳ２１０により実行される処理と同じである。ステップＳ３１０においてＰＬＣの通信不良から未だ回復していないと判定されたときは（ステップＳ３１０においてＮＯ）、以降の一連の処理は実行されずにステップＳ３６０へ処理が移行される。   FIG. 6 is a flowchart for explaining a procedure of processing executed when the communication control unit 170 according to the third embodiment recovers from a PLC communication failure. Referring to FIG. 6, communication control unit 170 determines whether or not recovery from a PLC communication failure has been made (step S310). This process is the same as the process executed in step S210 shown in FIG. If it is determined in step S310 that the communication failure of the PLC has not yet been recovered (NO in step S310), the process proceeds to step S360 without executing the subsequent series of processes.

ステップＳ３１０においてＰＬＣの通信不良から回復したものと判定されると（ステップＳ３１０においてＹＥＳ）、通信制御部１７０は、ＰＬＣによる通信を再開せずに、無線通信部１６０による無線通信を継続する（ステップＳ３２０）。次いで、通信制御部１７０は、無線通信部１６０による無線通信が終了したか否かを判定し（ステップＳ３３０）、通信が終了したと判定されると（ステップＳ３３０においてＹＥＳ）、通信制御部１７０は、ＰＬＣの通信不良が発生しているか否かを判定する（ステップＳ３４０）。なお、この処理は、図４に示したステップＳ２０により実行される処理と同じである。   If it is determined in step S310 that the communication failure of the PLC has been recovered (YES in step S310), the communication control unit 170 continues the wireless communication by the wireless communication unit 160 without resuming the communication by the PLC (step S310). S320). Next, communication control section 170 determines whether or not wireless communication by wireless communication section 160 has ended (step S330). If it is determined that communication has ended (YES in step S330), communication control section 170 will Then, it is determined whether or not a PLC communication failure has occurred (step S340). This process is the same as the process executed in step S20 shown in FIG.

そして、ステップＳ３４０においてＰＬＣの通信不良は発生していないと判定されると（ステップＳ３４０においてＮＯ）、通信制御部１７０は、残余のデータにつきＰＬＣによる通信を行なう（ステップＳ３５０）。一方、ステップＳ３４０においてＰＬＣの通信不良が再度発生していると判定された場合には（ステップＳ３４０においてＹＥＳ）、ステップＳ３５０は実行されずにステップＳ３６０へ処理が移行される。   If it is determined in step S340 that no PLC communication failure has occurred (NO in step S340), communication control unit 170 performs PLC communication for the remaining data (step S350). On the other hand, if it is determined in step S340 that a PLC communication failure has occurred again (YES in step S340), step S350 is not executed, and the process proceeds to step S360.

以上のように、この実施の形態３においては、一度ＰＬＣの通信不良が発生すると、通信不良から回復しても再発する可能性があるので、ＰＬＣの通信不良から回復しても代替手段の無線通信が継続される。そして、予め定められた優先順位に従って優先データの無線通信が終了すると、残余のデータについてＰＬＣによる通信が再開される。したがって、この実施の形態３によっても、通信不良回復時の処理を簡略化することができる。   As described above, in the third embodiment, once a PLC communication failure has occurred, there is a possibility that it will recur even after recovery from the communication failure. Communication continues. When wireless communication of priority data is completed according to a predetermined priority order, communication by PLC is resumed for the remaining data. Therefore, the processing at the time of communication failure recovery can also be simplified by the third embodiment.

なお、上記の実施の形態３においては、予め定められた優先順位に従って優先データの無線通信が終了すると、残余のデータについてはＰＬＣにより通信するものとしたが、残余の通信データについてもそのまま無線により通信を行なってもよい。   In the third embodiment, when wireless communication of priority data is completed according to a predetermined priority order, the remaining data is communicated by PLC. However, the remaining communication data is also transmitted wirelessly as it is. Communication may be performed.

なお、上記の各実施の形態においては、車両１０は、住宅２０の電源コンセントに接続されて系統電源により充電されるものとしたが、車両１０に充電電力を供給する外部電源は、そのような電源に限定されるものではない。たとえば、住宅２０に設置された分散電源を充電に用いてもよいし、住宅外の専用の充電スタンドに車両１０を接続することによって車両１０の充電が行なわれてもよい。   In each of the above embodiments, the vehicle 10 is connected to the power outlet of the house 20 and is charged by the system power supply. However, an external power source that supplies charging power to the vehicle 10 is It is not limited to a power source. For example, a distributed power source installed in the house 20 may be used for charging, or the vehicle 10 may be charged by connecting the vehicle 10 to a dedicated charging stand outside the house.

また、上記においては、車両１０において、外部充電専用の充電器１３０を用いて外部電源により蓄電装置３８０を充電するものとしたが、専用の充電器１３０を設けることなく、充電口１１０に接続される電力入力線１２０をモータジェネレータ３３０，３５０の中性点にそれぞれ接続し、インバータ４００，４１０により中性点間の電圧を調整することによって、外部電源から供給される電力を充電電圧に変換して蓄電装置３８０を充電してもよい。   In the above description, in the vehicle 10, the power storage device 380 is charged by the external power source using the charger 130 dedicated to external charging. However, the battery 10 is connected to the charging port 110 without providing the dedicated charger 130. The power input line 120 is connected to the neutral point of the motor generators 330 and 350, and the voltage between the neutral points is adjusted by the inverters 400 and 410, thereby converting the power supplied from the external power source into the charging voltage. The power storage device 380 may be charged.

また、上記においては、車両１０は、走行用の動力源としてエンジン３１０およびモータジェネレータ３５０を搭載するハイブリッド自動車としたが、この発明の適用範囲は、ハイブリッド自動車に限定されるものではなく、エンジンを搭載しない電気自動車や、直流電源として燃料電池を搭載した燃料電池自動車なども含む。   Further, in the above, the vehicle 10 is a hybrid vehicle equipped with the engine 310 and the motor generator 350 as a driving power source. However, the scope of the present invention is not limited to the hybrid vehicle, and the engine is This includes electric vehicles that are not installed and fuel cell vehicles that are equipped with a fuel cell as a DC power source.

なお、上記において、ＰＬＣ処理部１５０は、この発明における「第１の通信部」の一実施例に対応し、無線通信部１６０は、この発明における「第２の通信部」の一実施例に対応する。また、モータジェネレータ３５０は、この発明における「電動機」の一実施例に対応する。   In the above description, PLC processing unit 150 corresponds to an example of “first communication unit” in the present invention, and wireless communication unit 160 corresponds to an example of “second communication unit” in the present invention. Correspond. Motor generator 350 corresponds to an example of “electric motor” in the present invention.

今回開示された実施の形態は、すべての点で例示であって制限的なものではないと考えられるべきである。本発明の範囲は、上記した実施の形態の説明ではなくて特許請求の範囲によって示され、特許請求の範囲と均等の意味および範囲内でのすべての変更が含まれることが意図される。   The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

１０ 車両、２０ 住宅、３０ 充電ケーブル、１１０ 充電口、１２０ 電力入力線、１３０ 充電器、１４０ 動力出力装置、１５０，２２０ ＰＬＣ処理部、１６０，２３０，２６０ 無線通信部、１７０ 通信制御部、２１０ 電力線、２４０ 通信サーバ、２５０ データ通信網、３１０ エンジン、３２０ 動力分割装置、３３０，３５０ モータジェネレータ、３４０ 減速機、３６０ 駆動軸、３７０ 駆動輪、３８０ 蓄電装置、３９０ 昇圧コンバータ、４００，４１０ インバータ、４２０ ＥＣＵ。   10 vehicle, 20 house, 30 charging cable, 110 charging port, 120 power input line, 130 charger, 140 power output device, 150, 220 PLC processing unit, 160, 230, 260 wireless communication unit, 170 communication control unit, 210 Power line, 240 communication server, 250 data communication network, 310 engine, 320 power split device, 330, 350 motor generator, 340 reducer, 360 drive shaft, 370 drive wheel, 380 power storage device, 390 boost converter, 400, 410 inverter, 420 ECU.

Claims (7)

車両外部の外部電源によって充電可能な車両へ前記外部電源から電力を供給するための充電ケーブルが接続される充電口と、
前記充電口および前記充電ケーブルを通信経路として利用することにより車両外部の通信装置と通信するための第１の通信部と、
車両外部の無線通信装置と無線により通信するための第２の通信部と、
前記第１の通信部による通信時に通信不良が発生したとき、予め定められた順位に従って通信データの通信順序を変更し、その変更された通信順序に従って前記第２の通信部により通信を行なうための通信制御部とを備える、車両の情報伝達装置。 A charging port to which a charging cable for supplying power from the external power source to a vehicle that can be charged by an external power source outside the vehicle is connected;
A first communication unit for communicating with a communication device outside the vehicle by using the charging port and the charging cable as a communication path;
A second communication unit for wirelessly communicating with a wireless communication device outside the vehicle;
When communication failure occurs during communication by the first communication unit, the communication order of communication data is changed according to a predetermined order, and communication is performed by the second communication part according to the changed communication order A vehicle information transmission device comprising a communication control unit. 前記通信制御部は、予め定められた優先度の高いデータを第１の優先順位とし、前記第１の通信部の通信不良が発生したときに通信中であったデータを第２の優先順位として、通信データの通信順序を変更する、請求項１に記載の車両の情報伝達装置。   The communication control unit sets data having a high priority set in advance as a first priority, and sets data that was being communicated when a communication failure occurred in the first communication unit as a second priority. The vehicle information transmission device according to claim 1, wherein the communication order of communication data is changed. 前記車両は、前記外部電源によって充電される蓄電装置を含み、
前記通信制御部は、前記蓄電装置の残存容量を示すデータおよび前記外部電源による充電に対する課金を示すデータの少なくとも一方をさらに第３の優先順位として、通信データの通信順序を変更する、請求項２に記載の車両の情報伝達装置。 The vehicle includes a power storage device that is charged by the external power source,
The communication control unit changes a communication order of communication data by setting at least one of data indicating a remaining capacity of the power storage device and data indicating charging for charging by the external power supply as a third priority. The vehicle information transmission device described in 1. 前記通信制御部は、予め定められたセキュリティレベルの高いデータについては、前記第１の通信部の通信不良発生時に前記第２の通信部により通信されるデータから除外する、請求項１に記載の車両の情報伝達装置。   The said communication control part excludes the data with a predetermined high security level from the data communicated by the said 2nd communication part at the time of communication failure generation | occurrence | production of the said 1st communication part. Vehicle information transmission device. 前記通信制御部は、前記第１の通信部の通信不良からの回復時、前記変更された通信順序に従って前記第１の通信部により通信を行なう、請求項１に記載の車両の情報伝達装置。   2. The vehicle information transmission device according to claim 1, wherein the communication control unit communicates with the first communication unit in accordance with the changed communication order when the first communication unit recovers from a communication failure. 3. 前記通信制御部は、前記第１の通信部の通信不良からの回復時、前記変更された通信順序に従って前記第２の通信部により通信を行なう、請求項１に記載の車両の情報伝達装置。   2. The vehicle information transmission device according to claim 1, wherein the communication control unit performs communication by the second communication unit in accordance with the changed communication order when the first communication unit recovers from a communication failure. 再充電可能な蓄電装置と、
車両外部の外部電源によって前記蓄電装置を充電するための充電器と、
前記蓄電装置に蓄えられた電力によって走行駆動力を発生する電動機と、
請求項１に記載の車両の情報伝達装置とを備える電動車両。 A rechargeable power storage device;
A charger for charging the power storage device with an external power source outside the vehicle;
An electric motor that generates a driving force by the electric power stored in the power storage device;
An electric vehicle comprising the vehicle information transmission device according to claim 1.
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