JP2024021475A - Charge control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To inhibit occurrence of the case that a parking frame where a vehicle is present disables other vehicles coming to the parking frame from charging.

SOLUTION: A charge control device is configured to control charging that is performed by an externally chargeable electric vehicle and a charger that can automatically charge the electric vehicle. The charge control device causes: charging to be performed from the charger to the electric vehicle, in a state where pairing by which the electric vehicle present inside a parking frame in which the charger is provided and the charger arranged in the parking frame are connected with each other in a wirelessly communicable manner is completed; and the pairing between the charger and the electric vehicle to be released when the electric vehicle present inside the parking frame is predicted to shift from the parking state into a travel state, after charging is completed from the charger to the electric vehicle.

SELECTED DRAWING: Figure 1

COPYRIGHT: (C)2024,JPO&INPIT

Description

The present invention relates to a charging control device.

Patent Document 1 discloses that a non-contact charger is installed in a parking frame of a charging station, and a non-contact power supply is performed from the charger to a vehicle present in the parking frame to charge a battery mounted on the vehicle. This is disclosed. In the configuration described in Patent Document 1, when it is detected that the vehicle is in a shift range other than the P range after charging is completed, the charging station sends a notification message from the vehicle indicating that the vehicle is not parked in the parking slot. Send to. The charging station determines whether the parking slot is vacant based on the notification message.

Japanese Patent Application Publication No. 2015-122887

However, in the configuration described in Patent Document 1, the timing for canceling communication (pairing) between the vehicle and the charger is not specified. Therefore, if the timing of communication cancellation (pairing cancellation) is early, communication may be established between another vehicle and the charger even though the vehicle is still parked in the parking slot. .

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a charging control device that can prevent charging from being impossible due to another vehicle coming into a parking slot where a vehicle is present. do.

The present invention is a charging control device that controls charging by an electric vehicle that can be charged externally and a charger that can automatically charge the electric vehicle, and that is located within a parking slot in which the charger is installed. After wireless communication is established between the electric vehicle and the charger installed in the parking slot, and pairing is completed, the electric vehicle is charged from the charger, and the charger If it is predicted that the electric vehicle present in the parking slot will shift from the parked state to the running state after the charging of the electric vehicle is completed, the charger and the electric vehicle are connected via the wireless communication. The method is characterized in that the pairing with the vehicle is canceled.

In the present invention, the pairing between the electric vehicle and the charger is canceled at the timing when it is predicted that the electric vehicle existing in the parking space will shift from the parked state to the running state after charging is completed. Therefore, even after charging is complete, if there is a vehicle in the parking slot, the charger installed in that parking slot cannot be paired with another vehicle, so if there is another vehicle in the parking slot where the vehicle is located. It is possible to prevent the phenomenon that charging is not possible due to the occurrence of charging.

FIG. 1 is a diagram for explaining a charging control device in an embodiment. FIG. 2 is a sequence diagram showing control between the flap charger and the vehicle. FIG. 3 is a sequence diagram showing control between the non-contact charger and the vehicle.

Hereinafter, a charging control device according to an embodiment of the present invention will be specifically described with reference to the drawings. Note that the present invention is not limited to the embodiments described below.

FIG. 1 is a diagram for explaining a charging control device in an embodiment. The charging control device of the embodiment can be applied to a charging system that can automatically charge the vehicle 2 from the automatic charger 1. This charging control device controls charging by a vehicle 2 capable of external charging and an automatic charger 1 capable of automatically charging the vehicle 2. When automatically charging the vehicle 2, as shown in Fig. 1, if the connection between the automatic charger 1 and the vehicle 2 is canceled immediately after charging is completed, the fully charged vehicle 2A may be parked in the parking slot again. Regardless, the automatic charger 1 in that parking slot becomes a candidate for charging by another vehicle 2B. As a result, an event occurs in which charging cannot be performed even though another vehicle 2B comes to the parking slot. Therefore, the charging control device of the embodiment is configured to avoid this.

The charging control device of the embodiment is configured to release the connection (pairing) between the automatic charger 1 and the vehicle 2 using the IG-ON of the vehicle 2 as a trigger. This charging control device maintains the connection state (pelling state) between the automatic charger 1 and the vehicle 2 while the vehicle 2 is present in the parking slot in which the automatic charger 1 is installed. In other words, the automatic charger 1 of the parking slot in which the vehicle 2A exists after charging is completed is configured not to become a connection destination candidate (pairing destination candidate) for another vehicle 2B.

Specifically, the automatic charger 1 is a charger (contact type/non-contact type) that can automatically disconnect from the vehicle 2 and can detect the connection state. The automatic charger 1 includes a flap type charger 1A and a non-contact type charger 1B.

The automatic charger 1 is configured to be able to communicate wirelessly with the vehicle 2. For example, the automatic charger 1 can detect that it is in a pairing state where it is connected to the vehicle 2 in a wirelessly communicable manner. Therefore, when automatic charger 1 receives a signal indicating a pairing request transmitted from vehicle 2 while detecting that it is not in a pairing state with vehicle 2, it performs pairing with vehicle 2. Is possible. On the other hand, when automatic charger 1 detects that it is in a pairing state with vehicle 2, it maintains the connected pairing even if it receives a signal indicating a pairing request sent from another vehicle 2. However, pairing with the other vehicle 2 is not performed. Then, when the automatic charger 1 in the pairing state receives a signal indicating pairing cancellation from the vehicle 2 in the pairing state, the automatic charger 1 automatically cancels the pairing with the vehicle 2.

The vehicle 2 is an electric vehicle that can be charged externally, and includes an electric vehicle (BEV) or a plug-in hybrid vehicle (PHEV) that can receive power from the automatic charger 1 .

This vehicle 2 is configured to be able to communicate wirelessly with the automatic charger 1. For example, the vehicle 2 transmits a signal requesting pairing with the automatic charger 1 to the automatic charger 1 without pairing being performed. Further, while the pairing is completed, the vehicle 2 transmits a signal requesting cancellation of the pairing to the automatic charger 1 in the process of pairing.

Further, the charging control device keeps the automatic charger 1 installed in the parking slot and the vehicle 2 connected (paired) until it is determined that the vehicle 2 has moved from the parking slot. The charging control device determines whether or not the vehicle 2 will move from the parking slot by using the car navigation system when the IG is turned on, when the vehicle is in a position other than P, when the handbrake or footbrake is released. Examples include a case where the destination of the vehicle 2 is set, a case where the movement of the vehicle 2 can be confirmed by a parking lot area monitoring function (surveillance camera, GPS, etc.). In short, this charging control device establishes a communication connection between the vehicle 2 and the automatic charger 1 when it is predicted that the vehicle 2 existing in the parking slot will shift from the parking state to the running state after charging is completed, that is, pairing the vehicle 2 with the automatic charger 1. is configured to release the .

FIG. 2 is a sequence diagram showing control between the flap charger and the vehicle.

When the flap charger 1A is turned on (step S101), it enters a standby state (step S102). In step S102, the flap charger 1A becomes available for use.

The flap charger 1A determines whether there is an instruction to start charging (step S103). In step S103, for example, it is detected that the operation section of the flap charger 1A is operated by the user, and it is determined whether or not the operation is an instruction to start charging.

If it is determined that there is no instruction to start charging (step S103: No), this control routine repeats step S103.

If it is determined that there is a charging start instruction (step S103: Yes), the flap charger 1A connects the connector to the vehicle 2 (step S104). The flap charger 1A completes a pairing process to be connected to the vehicle 2 for wireless communication, for example, before performing the process of step S104. At this time, after an affirmative determination is made in the determination process of step S103, the pairing between the flap charger 1A and the vehicle 2 is completed. In this case, the vehicle 2 transmits a pairing request signal to the flap charger 1A, and the flap charger 1A that receives the pairing request signal performs the pairing process. Alternatively, the flap charger 1A may transmit a pairing request signal to the vehicle 2, and the vehicle 2 that has received the pairing request signal may perform the pairing process. Then, in step S104, the connector of the flap charger 1A is connected to the charging port of the vehicle 2. Note that the timing of the connector connection and the timing of the communication connection between the flap charger 1A and the vehicle 2 may be the same timing.

When the vehicle 2 completes parking in the parking slot (step S201), it determines whether there is an instruction to start charging (step S202). If it is determined that there is no instruction to start charging (step S202: No), this control routine ends.

If it is determined that there is an instruction to start charging (step S202: Yes), the vehicle 2 opens the cover of the charging port (step S203) and connects to the flap type charger 1A (step S204). In step S204, the connector of the flap charger 1A is connected to the charging port of the vehicle 2. That is, in this step S204, the flap charger 1A and the vehicle 2 are connected by wire so that they can be energized.

When the flap charger 1A connects the connector to the vehicle 2 in step S104, it transitions to an in-use state (step S105). In step S105, vehicles other than the currently connected vehicle 2 become unavailable.

When the flap charger 1A shifts to the in-use state in step S105, it starts charging (step S106). In step S106, power is transmitted from the flap charger 1A to the vehicle 2.

After the vehicle 2 is connected to the flap charger 1A in step S204, the vehicle 2 starts charging by receiving the power transmitted from the flap charger 1A (step S205). In step S205, charging of the battery mounted on the vehicle 2 is started.

When the vehicle 2 starts charging in step S205, it determines whether the battery mounted on the vehicle 2 is fully charged (step S206). If it is determined that the battery mounted on the vehicle 2 is not fully charged (step S206: No), this control routine repeats step S206.

When it is determined that the battery mounted on the vehicle 2 is fully charged (step S206: Yes), the vehicle 2 transmits a charging completion notification to the flap charger 1A (step S207). In step S207, a notification indicating the completion of charging is transmitted from the vehicle 2 to the flap charger 1A by wireless communication or wired communication.

After starting charging in step S106, the flap charger 1A receives the charging completion notification transmitted from the vehicle 2 (step S107) and stops power transmission (step S108).

After transmitting the charging completion notification in step S207, the vehicle 2 determines whether the ignition is on (IG-ON) (step S208). If it is determined that the ignition is off (IG-OFF) (step S208: No), this control routine repeats step S208.

If it is determined that the ignition is on (IG-ON) (step S208: Yes), the vehicle 2 instructs to disconnect from the flap charger 1A (step S209). In step S209, a signal for canceling the pairing between the vehicle 2 and the flap charger 1A is transmitted from the vehicle 2 to the flap charger 1A. In step S209, a signal requesting pairing cancellation is transmitted from the vehicle 2 to the flap charger 1A by wireless communication. In other words, after transmitting a charging completion notification to the flap charger 1A, the vehicle 2 sends an instruction signal to the flap charger 1A via wireless communication to cancel the pairing on the condition that the ignition is turned on. Send to.

After stopping power transmission in step S108, the flap charger 1A releases the connector connection upon receiving the pairing release instruction signal transmitted from the vehicle 2 (step S109). In step S109, based on the pairing cancellation instruction signal from the vehicle 2, the flap charger 1A performs a process of canceling the pairing with the vehicle 2 that is being paired. In this case, the connector connection release timing and the pairing release timing may be the same timing or may be different timings. In the flap type charger 1A, when the process of step S109 is executed, the control routine returns to step S102.

After transmitting the pairing cancellation instruction signal in step S209, the vehicle 2 closes the charging port cover (step S210) and starts moving (step S211). In automatic charging using the flap charger 1A, the connection (pairing) is canceled at an earlier timing (when the IG-ON is turned on) because the operation of pulling out the connector from the charging port of the vehicle 2 and closing the cover is required. Then, in step S211, the vehicle 2 after charging is completed leaves the parking slot. After executing the process of step S211, this control routine ends.

FIG. 3 is a sequence diagram showing control between the non-contact charger and the vehicle.

When the power is turned on (step S201), the non-contact charger 1B enters a standby state (step S302).

After parking the vehicle 2 in the parking slot (step S401), the vehicle 2 is paired with the non-contact charger 1B (step S402). In step S402, a pairing request requesting a communication connection is transmitted to the non-contact charger 1B installed in the parking space parked in step S401. Vehicle 2 transmits a pairing request signal to non-contact charger 1B by wireless communication.

Upon receiving the pairing request from the vehicle 2, the non-contact charger 1B performs pairing with the vehicle 2 (step S303).

When the non-contact charger 1B is paired with the vehicle 2 in step S303, it transitions to an in-use state (step S304). In step S304, vehicles other than the vehicle 2 currently being paired become unavailable.

When the non-contact charger 1B shifts to the in-use state in step S304, it starts charging (step S305). In step S305, power is transmitted from the non-contact charger 1B to the vehicle 2 in a non-contact manner.

After pairing with the non-contact charger 1B in step S402, the vehicle 2 starts charging by receiving power contactlessly transmitted from the non-contact charger 1B (step S403). In step S403, charging of the battery mounted on the vehicle 2 is started.

When the vehicle 2 starts charging in step S403, it determines whether the battery mounted on the vehicle 2 is fully charged (step S404). If it is determined that the battery mounted on the vehicle 2 is not fully charged (step S404: No), this control routine repeats step S404.

When it is determined that the battery mounted on the vehicle 2 is fully charged (step S404: Yes), the vehicle 2 transmits a charging completion notification to the non-contact charger 1B (step S405). In step S405, a charging completion notification is transmitted to the non-contact charger 1B by wireless communication.

After the non-contact charger 1B starts charging in step S305, upon receiving the charging completion notification transmitted from the vehicle 2 (step S306), it stops power transmission (step S307).

After transmitting the charging completion notification in step S405, the vehicle 2 determines whether the shift range is the D range (step S406). In vehicle 2, when comparing the case where IG-ON is turned on and the case where D range is selected as the shift range, the probability that vehicle 2 moves is higher when the shift range is in D range than when IG-ON. expensive. For example, after switching the ignition from OFF to ON, the vehicle may continue to be parked even after the ignition is turned ON, such as by operating a car navigation system. On the other hand, when the shift range is switched from a position other than the D range to the D range, there is a high possibility that the vehicle 2 will start moving immediately thereafter. While operating the above-mentioned car navigation system, there is a high possibility that a shift range other than the D range is selected. Therefore, the case where it is detected that the D range has been selected is the case where it is predicted that the vehicle 2 existing in the parking space will shift from the parked state to the running state.

If it is determined that the shift range is other than the D range (step S406: No), this control routine repeats step S406.

If it is determined that the shift range is the D range (Step S406: Yes), the vehicle 2 cancels the pairing with the non-contact charger 1B (Step S407). In step S407, a signal for canceling the pairing between the vehicle 2 and the non-contact charger 1B is transmitted from the vehicle 2 to the non-contact charger 1B. Vehicle 2 transmits a pairing cancellation instruction signal to non-contact charger 1B via wireless communication. If the automatic charger 1 is a non-contact type, all you need to do is cancel the wireless communication pairing, so the non-contact charger 1B in the parking slot must be in use (paired state) until just before the vehicle 2 moves. I'll keep it.

After the non-contact charger 1B stops power transmission in step S307, upon receiving the pairing cancellation instruction signal transmitted from the vehicle 2, the non-contact charger 1B cancels the pairing with the vehicle 2 (step S308). In the non-contact charger 1B, once the process of step S308 is executed, the control routine returns to step S302.

After canceling the pairing with the non-contact charger 1B in step S407, the vehicle 2 starts moving (step S408). In step S408, the vehicle 2 after charging is completed leaves the parking slot. After executing the process of step S408, this control routine ends.

As described above, according to the embodiment, it is possible to determine whether the vehicle 2 is present in the parking space based on the connection state between the vehicle 2 and the automatic charger 1. Therefore, it is possible to prevent an event in which another vehicle 2 comes to the parking slot where the vehicle 2 is present and the vehicle cannot be charged without periodically transmitting and receiving messages.

1 Automatic charger 1A Flap charger 1B Non-contact charger 2, 2A, 2B Vehicle

Claims (1)

A charging control device that controls charging by an electric vehicle that can be externally charged and a charger that can automatically charge the electric vehicle,
In a state where pairing is completed in which the electric vehicle present in a parking frame in which the charger is installed and the charger installed in the parking frame are connected to enable wireless communication, the charger is Charging the electric vehicle from
If it is predicted that the electric vehicle present in the parking slot will shift from a parked state to a running state after the charging of the electric vehicle from the charger is completed, the charger and the electric vehicle A charging control device characterized by canceling the pairing of.

Images