JP5412999B2 - Electric vehicle - Google Patents

Description

  The present invention relates to an electric vehicle, and more particularly, to an electric vehicle configured to be rechargeable by an external power source.

  A vehicle including an electric motor for driving a vehicle and a power storage device for supplying electric power to the electric motor has been proposed. Furthermore, a configuration for charging a power storage device mounted on a vehicle with a power source external to the vehicle has been proposed.

  For example, Japanese Patent Application Laid-Open No. 07-274309 (Patent Document 1) discloses a safety device for charging a vehicle-mounted battery. In this device, a battery mounted on a vehicle (forklift) is alternatively connected to either a running circuit including a controller or a charging circuit by a switch. The switch is a limit switch provided on an open / close lid of a connector for connecting to an external charger, for example.

JP 07-274309 A JP 2008-220130 A JP 09-322313 A Japanese Patent Laid-Open No. 2003-244832

  Japanese Patent Application Laid-Open No. 07-274309 (Patent Document 1) discloses only a single charging method. Therefore, the place which can charge a vehicle-mounted battery is restrict | limited. In order to be able to charge the in-vehicle battery in various places, it is preferable that the vehicle has a plurality of charging means and the user can select the plurality of charging means.

  On the other hand, when the vehicle has a plurality of charging means, it may be difficult for the user to grasp which of the plurality of charging means is in use. For example, it is conceivable that the user tries to charge the battery using another means even though the battery is charged by one means. That is, when the vehicle has a plurality of charging means, it is required to consider user convenience.

  An object of the present invention is to provide an electric vehicle having a plurality of means for charging a power storage device and capable of improving convenience for a user.

  An electric vehicle according to an aspect of the present invention has an electric motor for generating vehicle driving power, a power storage device for supplying electric power to the electric motor, and an input terminal for receiving electric power, and is input to the input terminal. A charger for charging the power storage device using electric power, first and second power lines provided in parallel at an input end, each configured to be able to transmit electric power from the outside of the electric vehicle; To receive power from a terminal provided on one end of the first power line to connect the power source outside the vehicle and one end of the first power line and having an exposed surface, and from the power source outside the electric vehicle A first power receiving portion provided at one end of the second power line, a first connecting portion configured to be capable of electrically connecting and disconnecting the other end of the first power line and the input end of the charger, Electrical connection between the other end of the power line 2 and the input end of the charger And a second connecting portion which blocking is configured to enable, and a control device for controlling the first and second connecting portions. The control device has a first determination unit for determining whether or not the power reception unit is in use based on information on use of the power reception unit, and that the power reception unit is in use by the first determination unit. When it is determined, the first connection unit is controlled so that the connection between the other end of the first power line and the input end of the charger is interrupted, and the other end of the second power line is the input of the charger. A connection control unit for controlling the second connection unit to be connected to the end.

  Preferably, the power receiving unit is configured to be connectable to a charging cable for transmitting power from a power source external to the electric vehicle. The electric vehicle stores a first power line, and a first storage part in which an outlet for taking out the first power line to the outside of the electric vehicle is formed, and a first storage unit attached to the outlet so as to be openable and closable. 1 lid, a second storage part that houses the power reception unit and has an opening for connecting the power reception unit to the charging cable, and a second lid that is attached to the opening so as to be openable and closable A first detector for detecting an open state and a closed state of the first lid, a second detector for detecting an open state and a closed state of the second lid, and power reception And a third detection unit for detecting connection between the unit and the charging cable. The information regarding the use of the power reception unit includes the detection results of the second and third detection units. The first determination unit is configured such that when the second detection unit detects the open state of the second lid and the third detection unit detects the connection between the power reception unit and the charging cable, It is configured to determine that it is in use.

  Preferably, when the open state of the first lid is detected by the first detector and the closed state of the second lid is detected by the second detector, the control device may It further includes a second determination unit configured to determine that the use of the power line has been selected by the user. The connection control unit performs the first connection so that the other end of the first power line is connected to the input end of the charger when the second determination unit determines that the use of the first power line is selected. And controlling the second connecting portion so that the connection between the other end of the second power line and the input end of the charger is cut off.

  Preferably, the electric vehicle further includes a first illumination provided corresponding to the first connection portion and a second illumination provided corresponding to the second connection portion. The control device further includes an illumination control unit for controlling the first and second illuminations. The lighting control unit is configured to make the lighting pattern of the first lighting and the lighting pattern of the second lighting different from each other when the state of the first connection unit and the state of the second connection unit are different. The

  Preferably, the power reception unit is housed inside the electric vehicle and configured to receive electric power in a non-contact manner with a power source outside the electric vehicle. The electric vehicle stores the first power line and a storage part in which an outlet for taking out the first power line to the outside of the electric vehicle is formed, and a lid attached to the outlet so as to be openable and closable. And a lock device configured to fix the lid body in a closed state under the control of the control device. The control device further includes a lock control unit for controlling the lock device to fix the lid in the closed state when the first determination unit determines that the power reception unit is in use.

  An electric vehicle according to another aspect of the present invention has an electric motor for generating vehicle driving power, a power storage device for supplying electric power to the electric motor, an input / output terminal for inputting and outputting electric power, and an input / output An input / output device configured to charge the power storage device using the power input to the end, and to take out power from the power storage device and output power from the input / output end when power is supplied by the power storage device; In order to connect the first and second power lines provided in parallel at the input / output ends, each configured to be able to transmit power, and the power source outside the electric vehicle and one end of the first power line A terminal provided at one end of the first power line and having an exposed surface; an output unit provided at one end of the second power line for outputting power from the input / output device to the load; The other end of the power line and input / output devices The first connection portion configured to be electrically connected to and disconnected from the input / output end and the other end of the second power line to be connected to and disconnected from the input / output end of the input / output device. A second connecting portion and a control device for controlling the first and second connecting portions. The control device includes a determination unit for determining whether or not the input / output device is in a state of taking power from the power storage device based on information on use of the input / output device, and the input / output device is When it is determined that power is being extracted from the device, the first connection unit is controlled so that the connection between the other end of the first power line and the input / output end of the input / output device is interrupted, And a connection control unit for controlling the second connection unit such that the other end of the second power line is connected to the input / output end of the input / output device.

  An object of the present invention is to improve the convenience of a user when charging an electric storage device in an electric vehicle having a plurality of means for charging the electric storage device.

1 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to Embodiment 1 of the present invention. It is a figure for demonstrating arrangement | positioning in the electric vehicle of the electric power cable 43 and the inlet 54 shown in FIG. 3 is a block diagram for illustrating a configuration related to charging of the power storage device in Embodiment 1. FIG. It is a schematic block diagram of the part regarding the connection of a charging cable and an inlet. FIG. 5 is a diagram showing a waveform of a pilot signal CPLT generated by a control pilot circuit 604 shown in FIG. FIG. 3 is a functional block diagram illustrating a configuration of a charge ECU according to the first embodiment. 4 is a flowchart illustrating a travel control process for the hybrid vehicle according to the first embodiment. 4 is a flowchart for explaining a charging process according to the first embodiment. It is a flowchart explaining the display process for showing the charging means in use to a user. FIG. 6 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to a second embodiment. It is a figure for demonstrating arrangement | positioning of 54 A of power receiving apparatuses in 100 A of hybrid vehicles shown in FIG. 10 is a block diagram for illustrating a configuration relating to charging of a power storage device in Embodiment 2. FIG. It is a functional block diagram explaining the structure of charge ECU according to Embodiment 2. FIG. 6 is a flowchart illustrating a charging process according to Embodiment 2. FIG. 10 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to a third embodiment. 10 is a block diagram for illustrating a configuration relating to charging of a power storage device in Embodiment 3. FIG. FIG. 11 is a functional block diagram illustrating a configuration of a charging ECU according to a third embodiment. 10 is a flowchart illustrating a charging process according to Embodiment 3.

  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.

[Embodiment 1]
FIG. 1 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to Embodiment 1 of the present invention. Hereinafter, the “hybrid vehicle” may be simply referred to as “vehicle”.

  Referring to FIG. 1, hybrid vehicle 100 includes power storage devices 10-1 to 10-3, system main relays 11-1 to 11-3, converters 12-1 and 12-2, Main positive bus MPL, main negative bus MNL, smoothing capacitor C, and auxiliary machine 22 are provided. Hybrid vehicle 100 further includes inverters 30-1 and 30-2, motor generators 32-1 and 32-2, power split device 34, engine 36, and drive wheels 38. Furthermore, the hybrid vehicle 100 includes voltage sensors 14-1 to 14-3, 18-1, 18-2, 20, current sensors 16-1 to 16-3, 19 and an MG-ECU (Electronic Control Unit) 40. With. Furthermore, the hybrid vehicle 100 is inserted into a charger 42, a charging ECU 46, power cables 50 and 43, a relay 51-1, and a connector 44 (for example, a house outlet) connected to an external power supply 48. And a plug 45. The plug 45 has terminals 45A and 45B whose surfaces are exposed.

  Hybrid vehicle 100 further includes power cable 53, relay 51-2, and inlet 54 for connecting to connector 56 of charging cable 55. The charging cable 55 includes a plug 57 and a CCID (Charging Circuit Interrupt Device) 60 for connecting to a connector 59 (for example, an outlet of a house) connected to an external power source 58.

  Each of power storage devices 10-1 to 10-3 is a rechargeable DC power supply, and includes, for example, a secondary battery such as nickel metal hydride or lithium ion, a large-capacity capacitor, and the like. Power storage device 10-1 is connected to converter 12-1 via system main relay 11-1, and power storage devices 10-2 and 10-3 are converters via system main relays 11-2 and 11-3, respectively. 12-2 is connected.

  System main relay 11-1 is provided between power storage device 10-1 and converter 12-1. System main relay 11-2 is provided between power storage device 10-2 and converter 12-2, and system main relay 11-3 is provided between power storage device 10-3 and converter 12-2. In order to avoid short circuit between power storage device 10-2 and power storage device 10-3, system main relays 11-2 and 11-3 are selectively turned on and are not turned on at the same time.

  Converters 12-1 and 12-2 are connected in parallel to main positive bus MPL and main negative bus MNL. Converter 12-1 performs voltage conversion between power storage device 10-1 and main positive bus MPL and main negative bus MNL based on signal PWC 1 from MG-ECU 40. Based on signal PWC2 from MG-ECU 40, converter 12-2 is connected to either of power storage device 10-2 and power storage device 10-3 electrically connected to converter 12-2, main positive bus MPL, and main negative bus. Voltage conversion is performed with the MNL.

  Auxiliary machine 22 is connected to positive line PL1 and negative line NL1 arranged between system main relay 11-1 and converter 12-1. Smoothing capacitor C is connected between main positive bus MPL and main negative bus MNL, and reduces power fluctuation components contained in main positive bus MPL and main negative bus MNL.

  Inverters 30-1 and 30-2 are connected in parallel to main positive bus MPL and main negative bus MNL. Inverter 30-1 drives motor generator 32-1 based on signal PWI1 from MG-ECU 40. Inverter 30-2 drives motor generator 32-2 based on signal PWI2 from MG-ECU 40.

  Motor generators 32-1 and 32-2 are AC rotating electric machines, for example, permanent magnet type synchronous motors having a rotor in which permanent magnets are embedded. Motor generators 32-1 and 32-2 are connected to power split device 34. Power split device 34 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 capable of rotating, and is connected to the crankshaft of the engine 36. The sun gear is coupled to the rotation shaft of motor generator 32-1. The ring gear is connected to the rotation shaft of motor generator 32-2 and drive wheel 38. By this power split device 34, the power generated by the engine 36 is divided into a path transmitted to the drive wheels 38 and a path transmitted to the motor generator 32-1.

  The motor generator 32-1 generates power using the power of the engine 36 divided by the power split device 34. For example, when the SOC of power storage devices 10-1 to 10-3 decreases, engine 36 is started and power is generated by motor generator 32-1, and the generated power is supplied to the power storage device.

  On the other hand, motor generator 32-2 generates driving force using at least one of the power supplied from at least one of power storage devices 10-1 to 10-3 and the power generated by motor generator 32-1. The driving force of the motor generator 32-2 is transmitted to the driving wheels 38. When the vehicle is braked, the kinetic energy of the vehicle is transmitted from the drive wheel 38 to the motor generator 32-2 to drive the motor generator 32-2, and the motor generator 32-2 operates as a generator. Thereby, motor generator 32-2 operates as a regenerative brake that converts and recovers the kinetic energy of the vehicle into electric power.

  MG-ECU 40 generates signals PWC1 and PWC2 for driving converters 12-1 and 12-2, respectively, and outputs the generated signals PWC1 and PWC2 to converters 12-1 and 12-2, respectively. MG-ECU 40 generates signals PWI1 and PWI2 for driving motor generators 32-1 and 32-2, and outputs the generated signals PWI1 and PWI2 to inverters 30-1 and 30-2, respectively. .

  Further, MG-ECU 40 activates signal CH1 received from charge ECU 46 when battery 42 is charged with power storage device 10-1, and from charger 42 to converter 12-2, main positive bus MPL and Signals PWC1 and PWC2 are generated and output to converters 12-1 and 12-2 so that charging power is supplied to power storage device 10-1 sequentially through main negative bus MNL and converter 12-1.

  Charger 42 has an input end connected to power cable 50, and an output end connected to positive line PL2 and negative line NL2 arranged between system main relays 11-2 and 11-3 and converter 12-2. Is done. The charger 42 receives power supplied from a power source outside the vehicle (hereinafter also referred to as “external power source”). The charger 42 receives a control signal CHPW from the charging ECU 46. Charger 42 outputs a voltage suitable for charging power storage devices 10-1 to 10-3. Specifically, charger 42 converts AC power from an external power source into DC power, and controls the voltage of the DC power to a voltage suitable for charging power storage devices 10-1 to 10-3.

  As shown in FIG. 1, for example, when the plug 45 is connected to the connector 44 and the relay 51-1 is in the closed state, the charger 42 converts the power supplied from the external power supply 48 to the plug 45 and the power. It is received via cables 43 and 50. The plug 45 in this case is a power interface for receiving power from the external power supply 48.

  Further, for example, the inlet 54 of the hybrid vehicle 100 is connected to the connector 56 of the charging cable 55, the plug 57 of the charging cable 55 is connected to the connector 59 of the external power supply 58, and the relay 51-2 is closed. In some cases, the charger 42 receives power supplied from the external power source 58 via the charging cable 55, the inlet 54, and the power cables 43 and 50. In this case, the inlet 54 is a power interface for receiving power from the external power supply 48.

  Voltage sensors 14-1 to 14-3 detect voltage VB1 of power storage device 10-1, voltage VB2 of power storage device 10-2, and voltage VB3 of power storage device 10-3, respectively, and output the detected values to charging ECU 46. To do. Current sensors 16-1 to 16-3 are input to current IB1 input to and output from power storage device 10-1, current IB2 input to and output from power storage device 10-2, and power storage device 10-3. The output current IB3 is detected, and the detected value is output to the charging ECU 46.

  Voltage sensors 18-1 and 18-2 respectively detect voltage VL1 between positive line PL1 and negative line NL1, and voltage VL2 between positive line PL2 and negative line NL2, and charge ECU 46 detects the detected values. Output to. Current sensor 19 detects current IL of positive line PL2 input / output to / from converter 12-2, and outputs the detected value to charging ECU 46. It is noted that current sensor 19 can detect a current flowing from charger 42 to converter 12-2 when power storage device 10-1 is charged by charger 42. Voltage sensor 20 detects voltage VHM between main positive bus MPL and main negative bus MNL, and outputs the detected value to charging ECU 46.

  The charging ECU 46 stores the power storage device when charging the power storage devices 10-1 to 10-3 by the external power supply 48 connected to the plug 45 or charging the power storage devices 10-1 to 10-3 using the charging cable 55. A target value PR of charging power (kW / h) of 10-1 to 10-3 is received from a vehicle ECU (not shown). In addition, charging ECU 46 receives a signal SEL indicating which of power storage devices 10-1 to 10-3 is charged by charger 42 from the vehicle ECU.

  When power storage device 10-1 is charged, signal CH1 is output from charging ECU 46 to MG-ECU 40, and power storage device 10-1 is sequentially connected from charger 42 through converter 12-2 and converter 12-1. Converters 12-1 and 12-2 operate so that electric power flows to. Here, auxiliary device 22 connected between power storage device 10-1 and converter 12-1 operates with electric power supplied from charger 42 when power storage device 10-1 is charged. . On the other hand, when power storage device 10-2 or power storage device 10-3 is charged, auxiliary machine 22 is supplied with electric power from power storage device 10-1.

  The power cables 43 and 53 are provided in parallel with the input end of the charger 42. When the plug 45 is connected to the connector 44, the charging ECU 46 turns on the relay 51-1 and turns off the relay 51-2. When relay 51-1 is turned on, the end of power cable 43 is electrically connected to the input end of charger 42 via power cable 50. On the other hand, when relay 51-2 is turned off, the end of power cable 53 is not connected to power cable 50, and thus the connection between the end of power cable 53 and the input end of charger 42 is interrupted. Thereby, the charger 42 receives the power supplied from the external power supply 48 via the plug 45 and the power cables 43 and 50.

  On the other hand, when the inlet 54 is connected to the connector 56 of the charging cable 55 and the plug 57 of the charging cable 55 is connected to the connector 59 of the external power supply 58, the charging ECU 46 turns off the relay 51-1. At the same time, the relay 51-2 is turned on. Since relay 51-1 is turned off, the end of power cable 43 is not connected to power cable 50, so the connection between the end of power cable 43 and the input end of charger 42 is interrupted. On the other hand, when relay 51-2 is turned on, the end portion of power cable 53 is electrically connected to the input end of charger 42 via power cable 50. Thereby, the charger 42 receives the electric power supplied from the external power supply 58 through the charging cable 55, the inlet 54, and the power cables 43 and 50.

  Thus, hybrid vehicle 100 according to Embodiment 1 includes a plurality of charging means (power cable 43 and inlet 54) for charging the power storage device. Since the user can use two charging methods, the optimal charging method can be selected according to the environment around the vehicle. For example, when the charging cable 55 is not mounted on the vehicle, the power storage device can be charged by removing the power cable 43 from the vehicle. Thereby, a user's convenience can be improved.

  FIG. 2 is a diagram for explaining the arrangement of electric power cable 43 and inlet 54 shown in FIG. 1 in an electric vehicle. FIG. 3 is a block diagram for illustrating a configuration related to charging of the power storage device in the first embodiment.

  As shown in FIGS. 2 and 3, a storage portion 71 for storing the power cable 43 is provided inside the vehicle. A cord reel 72 for winding the power cable 43 is provided inside the storage portion 71. Further, an outlet 73 for the user to take out the power cable 43 stored in the storage unit 71 is formed on the surface of the vehicle body. An openable / closable lid 74-1 is attached to the outlet 73 (housing 71). Further, a lock device 77 for fixing the lid 74-1 in the closed state is installed in the storage portion 71. The lock device 77 locks the lid 74-1 in the closed state or releases the lock by the signal LCK1 from the charging ECU 46.

  Similarly, the vehicle is provided with a storage portion 75 for storing the inlet 54. The storage portion 75 is formed with an opening for connecting the inlet 54 to the charging cable 55. Further, an openable / closable lid 74-2 is attached to the opening (housing portion 75). When the lid 74-2 is opened, the inlet 54 is exposed to the outside of the vehicle. Further, a lock device 78 for fixing the lid 74-2 in the closed state is installed in the storage unit 75. The lock device 78 locks the lid 74-2 in the closed state or releases the lock according to a signal LCK2 from the charging ECU 46.

  Further, the vehicle is provided with a lid detection device 84 for detecting the open state and the closed state of the lid 74-1, and a lid detection device 85 for detecting the open state and the closed state of the lid 74-2. The lid detection device 84 transmits a signal LID1 indicating the open state or the closed state of the lid 74-1 to the charging ECU 46. The lid detection device 85 transmits a signal LID2 representing the open state or the closed state of the lid 74-2 to the charging ECU 46.

  Further, in the middle of the power cable 43, an illumination device 80-1 for informing the user of the use of the power cable 43 is provided. Lighting device 80-1 includes light emitting diodes 81 and 82. Similarly, the vehicle is provided with a lighting device 80-2 for informing the user of the use of the inlet 54. The illumination device 80-2 includes light emitting diodes 86 and 87. Note that the number of light-emitting diodes included in each lighting device is not particularly limited.

  The illumination device 80-1 (light emitting diodes 81 and 82) is turned on or off according to a signal LT1 from the charging ECU 46. When charging ECU 46 repeats ON / OFF of signal LT1 at a predetermined cycle, lighting device 80-1 (light emitting diodes 81, 82) blinks at a predetermined cycle. The lighting device 80-2 (light emitting diodes 86 and 87) is turned on or off in accordance with a signal LT2 from the charging ECU 46. When charging ECU 46 repeats ON / OFF of signal LT2 at a predetermined cycle, lighting device 80-2 (light emitting diodes 86, 87) blinks at a predetermined cycle.

  Relay 51-1 is turned on and off in response to signal SE <b> 1 from charging ECU 46. Relay 51-2 is turned on and off in response to signal SE2 from charging ECU 46.

  The vehicle further includes a display device 88. The display device 88 displays predetermined information in accordance with a control signal from the charging ECU 46. The display device 88 has a function of displaying information that can be recognized by the user, such as a liquid crystal display or a display lamp.

  FIG. 4 is a schematic configuration diagram of a portion related to the connection between the charging cable and the inlet. Referring to FIG. 4, charging cable 55 includes a connector 56, a plug 57, and a CCID (Charging Circuit Interrupt Device) 60.

  The connector 56 is configured to be connectable to an inlet 54 provided in the vehicle. A limit switch 606 is provided on the connector 56. When the connector 56 is connected to the inlet 54, the limit switch 606 is activated, and a cable connection signal CNCT indicating that the connector 56 is connected to the inlet 54 is input to the charging ECU 46.

  Plug 57 is connected to, for example, a power outlet (connector 59) provided in a house. AC power is supplied to the connector 59 from a power source 58 (for example, a system power source).

  CCID 60 includes a relay 602 and a control pilot circuit 604. Relay 602 is provided on a power line pair for supplying charging power from power supply 58 to hybrid vehicle 100. Relay 602 is on / off controlled by control pilot circuit 604, and when relay 602 is off, the electric path for supplying power from power supply 58 to hybrid vehicle 100 is interrupted. On the other hand, when relay 602 is turned on, power can be supplied from power supply 58 to hybrid vehicle 100.

  The control pilot circuit 604 operates with electric power supplied from the power source 58 when the plug 57 is connected to the connector 59. The control pilot circuit 604 generates a pilot signal CPLT transmitted to the vehicle charging ECU 46 via the control pilot line, the connector 56 is connected to the inlet 54, and the potential of the pilot signal CPLT is lowered to a specified value. Then, pilot signal CPLT is oscillated at a prescribed duty cycle (ratio of pulse width to oscillation period).

  This duty cycle is set based on the rated current that can be supplied from the power source 58 to the vehicle via the charging cable 55.

  FIG. 5 shows a waveform of pilot signal CPLT generated by control pilot circuit 604 shown in FIG. Referring to FIG. 5, pilot signal CPLT changes periodically with a prescribed period T. Here, the pulse width Ton of the pilot signal CPLT is set based on the rated current that can be supplied from the power source 58 to the vehicle via the charging cable 55. Then, the rated current is notified from the control pilot circuit 604 to the charging ECU 46 of the vehicle using the pilot signal CPLT by the duty cycle indicated by the ratio of the pulse width Ton to the period T.

  Note that the rated current is determined for each charging cable, and if the type of charging cable is different, the rated current is also different, so the duty cycle of pilot signal CPLT is also different. The vehicle charging ECU 46 receives the pilot signal CPLT transmitted from the control pilot circuit 604 provided in the charging cable 55 via the control pilot line, and detects the duty cycle of the received pilot signal CPLT. The rated current that can be supplied from the power source 58 to the vehicle via the charging cable 55 can be detected.

  Referring to FIG. 4 again, control pilot circuit 604 turns on relay 602 when the vehicle is ready for charging.

  FIG. 6 is a functional block diagram illustrating a configuration of the charging ECU according to the first embodiment. The configuration shown in FIG. 6 can be realized by either hardware or software.

  Referring to FIG. 6, charging ECU 46 includes a determination unit 111, a relay control unit 112, a charging control unit 114, a lighting control unit 115, a display control unit 116, and a lock control unit 117.

  Determination unit 111 includes a connection determination unit 121 and open state determination units 122 and 123. The connection determination unit 121 determines that the charging cable 55 is connected to the inlet 54 by receiving the signal CNCT. The open state determination unit 122 determines that the lid 74-1 is in the open state based on the signal LID1. The open state determination unit 123 determines that the lid 74-2 is in the open state based on the signal LID2. The determination unit 111 is configured to determine that the inlet 54 is in use by determining that the charging cable 55 is connected to the inlet 54 and the lid 74-2 is in an open state.

  The relay control unit 112 generates signals SE1 and SE2 for controlling the relays 51-1 and 51-2 based on the determination results of the connection determination unit 121 and the open state determination units 122 and 123. Signals SE1 and SE2 are output. Specifically, the relay control unit 112 determines that the charging cable 55 is connected to the inlet 54 by the connection determination unit 121 and determines that the lid 74-2 is in the open state by the open state determination unit 122. In this case, a signal SE1 for controlling the relay 51-1 to be turned off is generated, and a signal SE2 for controlling the relay 51-2 to be turned on is generated. The relay control unit 112 determines that the lid 74-1 is in the open state by the open state determination unit 122, and determines that the lid 74-2 is not in the open state (that is, is in the closed state) by the open state determination unit 122. If it is, a signal SE1 for controlling relay 51-1 to be turned on is generated, and a signal SE2 for controlling relay 51-2 to be turned off is generated.

  Charging control unit 114 receives from relay control unit 112 information related to the on state or off state of relays 51-1 and 51-2. Based on this information, charging control unit 114 generates control signal CHPW for controlling charging of the power storage device by charger 42. Then, the charging control unit 114 transmits the signal CHPW to the charger 42. Specifically, when one of relays 51-1 and 51-2 is in an on state and the other is in an off state, charging control unit 114 transmits signal CHPW to charger 42. Thus, the charger 42 is operated.

  When both of relays 51-1 and 51-2 are in the on state, or both of relays 51-1 and 51-2 are in the off state, charging control unit 114 does not generate signal CHPW. In this case, charger 42 waits for charging of the power storage device until one of relays 51-1 and 51-2 is turned off.

  The illumination control unit 115 receives information regarding the on state or the off state of each of the relays 51-1 and 51-2. Based on this information, the illumination control unit 115 controls the signal LT1 for controlling the illumination device 80-1 (light emitting diodes 81, 82) and the signal for controlling the illumination device 80-2 (light emitting diodes 86, 87). LT2 is generated. Then, illumination control unit 115 transmits signals LT1 and LT2 to illumination devices 80-1 and 80-2, respectively.

  The display control unit 116 receives information on the on state or off state of each of the relays 51-1 and 51-2 from the relay control unit 112. Furthermore, the display control unit 116 receives a determination result regarding the open state of the lid (74-1 or 74-2) from each of the open state determination units 122 and 123. Based on these pieces of information, the display control unit 116 causes the display device 88 to display information such as that both of the two lids are open. For this purpose, the display control unit 116 transmits a display signal for displaying the information on the display device 88 to the display device 88.

  The lock control unit 117 receives a determination result about the open state of the lid (74-1 or 74-2) from each of the open state determination units 122 and 123. Furthermore, the lock control unit 117 receives information on the shift range of an automatic transmission (not shown) mounted on the hybrid vehicle. Information about the shift range is sent to the lock control unit 117 from a sensor that detects the position of the shift lever operated by the user, for example. The lock control unit 117 generates a signal LCK1 for controlling the lock device 77 or a signal LCK2 for controlling the lock device 78 based on the above information. Then, the lock control unit 117 transmits the signal LCK1 to the lock device 77 or transmits the signal LCK2 to the lock device 78.

  In the embodiment of the present invention, the power storage device is charged when the vehicle is stopped. For this reason, when the vehicle is in a stopped state, the user can open the lids 74-1 and 74-2. When the lid 74-1 is in the open state, there is a high possibility that the power cable 43 drawn from the inside of the vehicle is connected to the power source. Further, when the lid 74-2 is in the open state, there is a high possibility that the charging cable 55 is connected to the inlet 54.

  When the vehicle travels with the power cable 43 connected to the power source or with the charging cable 55 connected to the inlet 54, the charging cable, the power cable, or the vehicle may be damaged. Therefore, in the first embodiment, when the vehicle is stopped and at least one of the lids 74-1 and 74-2 is in an open state, traveling of the vehicle is prohibited. When the vehicle is running, both lids are locked so that both lids do not open.

  Further, when both the lids 74-1 and 74-2 are in an open state when the power storage device is charged, the following problem may occur. When the user charges the power storage device using charging cable 55, relay 51-2 is in an on state. If the relay 51-1 is also in the ON state, the power cable 43 is electrically connected to the power cable 53 via the power cable 50, so that a high voltage is applied. On the other hand, since the lid 74-1 is open, the user may touch the terminals 45A and 45B of the plug 45.

  In the first embodiment, when the charging ECU 46 determines that the inlet 54 is in use, in other words, when the lid 74-2 is in the open state and the inlet 54 is connected to the charging cable 55, The charging ECU 46 controls the relay 51-1 to be turned off and controls the relay 51-2 to be turned on. Since the relay 51-1 is in the off state, no high voltage is applied to the power cable 43. Therefore, according to the first embodiment, it is possible to protect the user when the user touches the terminals 45A and 45B of the plug 45 during charging of the power storage device using the inlet 54.

  Further, in the present embodiment, the vehicle has two different charging means (inlet 54 and power cable 43). For this reason, the user may charge the power storage device using these two means at once. On the other hand, the charging ECU 46 turns on only one of the relays 51-1 and 51-2 so that the charger 42 receives power from only one of the two means. The reason why the relays 51-1 and 51-2 are controlled in this way is that, for example, current may simultaneously flow through the power cables 43 and 53, thereby possibly exceeding the current capacity of the power cable 50. .

  However, the user does not normally recognize that the above-described control is being executed inside the vehicle. Therefore, there is a possibility that the means in use for charging the power storage device is mistakenly cleared. Specifically, for example, the power cable 43 may be disconnected from the power source even though the power storage device is charged by the power cable 43.

  For this reason, in Embodiment 1, the charging ECU 46 varies the lighting patterns of the lighting devices 80-1 and 80-2 when the power storage device is charged. Thereby, the user can grasp | ascertain the means currently used for charge of an electrical storage apparatus among the two charging means, ie, the electric power cable 43 and the inlet 54. FIG.

Hereinafter, details of the above-described processing will be described with reference to flowcharts.
FIG. 7 is a flowchart illustrating a travel control process for the hybrid vehicle according to the first embodiment. When the process is started with reference to FIG. 7, in step S1, charging ECU 46 determines whether or not the shift range of the automatic transmission is a P (parking) range. As described above, information on the shift range of the shift range is sent to the charging ECU 46 from a sensor that detects the position of the shift lever operated by the user, for example.

  When it is determined that the shift range is the P range (YES in step S1), charging ECU 46 (determination unit 111) has at least one lid of lids 74-1 and 74-2 in an open state in step S2. It is determined whether or not. If both lids 74-1 and 74-2 are not open, that is, if both lids 74-1 and 74-2 are closed (NO in step S2), the entire process is returned to the main routine. .

  When at least one of the lids 74-1 and 74-2 is in an open state (YES in step S2), charging ECU 46 instructs MG-ECU 40 to prohibit the traveling of the hybrid vehicle in step S3. MG-ECU 40 prohibits the traveling of the hybrid vehicle in response to an instruction from charging ECU 46. For example, MG-ECU 40 does not drive inverters 30-1 and 30-2 even when the activation of the vehicle system shown in FIG. As a result, engine 36 and motor generators 32-1 and 32-2 remain stopped. Therefore, the vehicle is prohibited from traveling.

  On the other hand, when it is determined that the shift range is not the P range (NO in step S1), charging ECU 46 (determination unit 111) opens at least one of the lids 74-1 and 74-2 in step S4. It is determined whether or not. When at least one of the lids 74-1 and 74-2 is in an open state (YES in step S4), the charging ECU 46 (display control unit 116) displays a warning on the display device 88 (step S5). Specifically, the warning is a character, a figure, a symbol, or the like indicating that the lid 74-1 and / or 74-2 is in an open state.

  When both lids 74-1 and 74-2 are not in the open state, that is, when both lids 74-1 and 74-2 are in the closed state (NO in step S4), charging ECU 46 performs the lid in step S6. Opening of both 74-1 and 74-2 is prohibited. Specifically, the charge ECU 46 (lock control unit 117) fixes both the lids 74-1 and 74-2 in the closed state by operating the lock devices 77 and 78.

  The state where the shift range is the P range corresponds to the stop state of the vehicle. In this case, if at least one lid is in an open state, traveling of the vehicle is prohibited (steps S1 to S3). On the other hand, the state where the shift range is not the P range corresponds to the traveling state of the vehicle. In this case, a warning to the user is displayed if at least one lid is open. If both the two lids are closed, both the lids 74-1 and 74-2 are fixed to the closed state so that the two lids are not opened by a user operation or the like (steps S4 to S4). S6).

  FIG. 8 is a flowchart for explaining the charging process according to the first embodiment. Referring to FIG. 8, in step S11, charging ECU 46 (determination unit 111) determines whether or not lid 1 (lid 74-1) is in an open state. If lid 1 is in the open state (YES in step S11), the process proceeds to step S12.

  In step S12, the charging ECU 46 (determination unit 111) determines whether or not the lid 2 (lid 74-2) is in the open state. If lid 2 is not in the open state, that is, if lid 2 is in the closed state (NO in step S12), the process proceeds to step S13. On the other hand, when lid 2 is in the open state (YES in step S12), the process proceeds to step S15.

  In step S13, charging ECU 46 (relay control unit 112) controls relay 51-1 (relay 1) to an on state and controls relay 51-2 (relay 2) to an off state. Next, in step S14, the charge ECU 46 (charge control unit 114) charges the power storage device by operating the charger 42. When the process of step S14 ends, the entire process ends.

  In step S15, the charging ECU 46 (display control unit 116) displays a warning on the display device 88 (step S5). Specifically, the warning is a character, a figure, a symbol, or the like indicating that both of the lids 74-1 are in the open state. When the process of step S15 ends, the entire process ends.

  If lid 1 is not in the open state, that is, if lid 1 is in the closed state (NO in step S11), the process proceeds to step S16. In step S16, the charging ECU 46 (determination unit 111) determines whether or not the lid 2 (lid 74-2) is in the open state. If lid 2 is in the open state (YES in step S16), the process proceeds to step S17. On the other hand, when lid 2 is not in the open state, that is, when lid 2 is in the closed state (NO in step S16), the process proceeds to step S19.

  In step S <b> 17, the charging ECU 46 (determination unit 111) determines whether or not the signal CNCT from the charging cable 55 is input to the charging ECU 46. If it is determined that signal CNCT is input to charging ECU 46 (YES in step S17), the process proceeds to step S18. On the other hand, when it is determined that signal CNCT is not input to charging ECU 46 (NO in step S17), the determination process in step S17 is repeated.

  In step S18, charging ECU 46 (relay control unit 112) controls relay 51-1 (relay 1) to an off state and controls relay 51-2 (relay 2) to an on state. Next, in step S14, the charge ECU 46 (charge control unit 114) charges the power storage device by operating the charger 42. When the process of step S14 ends, the entire process ends.

  In step S19, the charging ECU 46 (charging control unit 114) controls both the relay 51-1 (relay 1) and the relay 51-2 (relay 2) to be in an off state. Next, in step S <b> 20, the charging ECU 46 (charging control unit 114) waits for the charger 42 to charge the power storage device. When the process of step S20 ends, the entire process ends.

  FIG. 9 is a flowchart for explaining display processing for showing the charging means in use to the user. Referring to FIG. 9, in step S <b> 21, charging ECU 46 (determination unit 111) determines whether or not both lids 74-1 and 74-2 are in an open state. If both lids 74-1 and 74-2 are in the open state (YES in step S21), the process proceeds to step S22. On the other hand, when only one of lids 74-1 and 74-2 is in an open state, or when both lids 74-1 and 74-2 are in a closed state (NO in step S21), the entire process is returned to the main routine. .

  In step S22, the charging ECU 46 (lighting control unit 115) determines whether or not the condition that the relay 51-1 (relay 1) is on and the relay 51-2 (relay 2) is off is satisfied. judge. If it is determined that this condition is satisfied (YES in step S22), charging ECU 46 (lighting control unit 115) turns on lighting 1 (lighting device 80-1) and lighting 2 (lighting device 80-2) in step S23. ) Blinks. Note that “lighting” means that the lighting device emits light continuously. When the process of step S23 ends, the entire process is returned to the main routine.

  When the condition that relay 51-1 (relay 1) is on and relay 51-2 (relay 2) is off is not satisfied (NO in step S22), in step S24, charging ECU 46 (lighting control) Unit 115) determines whether or not the condition that relay 51-1 (relay 1) is in the off state and relay 51-2 (relay 2) is in the on state is satisfied. If it is determined that this condition is satisfied (YES in step S24), charging ECU 46 (illumination control unit 115) causes illumination 1 (illumination device 80-1) to blink and illumination 2 (illumination device 80-2) in step S25. ) Is lit.

  When it is determined that the above condition is not satisfied (NO in step S24), in step S26, charging ECU 46 (illumination control unit 115) turns off both relay 51-1 (relay 1) and relay 51-2 (relay 2). It is determined whether or not the condition of being in a state is satisfied. When it is determined that this condition is satisfied (YES in step S26), charging ECU 46 (illumination control unit 115) performs both illumination 1 (illumination device 80-1) and illumination 2 (illumination device 80-2) in step S27. Turn off the light. On the other hand, when it is determined that the above condition is not satisfied (NO in step S26), both relay 51-1 (relay 1) and relay 51-2 (relay 2) are on. In this case, charging ECU 46 diagnoses that control of relays 51-1 and 51-2 is abnormal. In this case, for example, the charging ECU 46 stores the diagnosis result therein. When the process of step S28 ends, the entire process is returned to the main routine.

  As described above, the relay corresponding to one of the power cable 43 and the inlet 54 in use is turned on. However, in a state where both the power cable 43 and the inlet 54 are connected to the power source, the user cannot determine which of the two means is used for charging the power storage device. As shown in FIG. 9, the user can grasp the charging means in use by making the lighting pattern different between the charging means used for charging the power storage device and the charging means not used.

  In addition, you may turn off the illuminating device which concerns on the charging means which is not used. However, when the lighting device is turned off even though the charging means (for example, inlet 54) is connected to the power source, the user may erroneously determine that the charging means (inlet 54) has failed. . Therefore, it is preferable to turn on the lighting device relating to the charging unit that is not used with a lighting pattern different from the lighting device corresponding to the charging unit being used.

  As described above, according to the first embodiment, when the inlet 54 is in use, in other words, when the inlet 54 is connected to the charging cable, the charging ECU 46 controls the relay 51-1 to the off state. The relay 51-2 is controlled to be in an on state. Thereby, protection of the user when the user touches the terminals 45A and 45B of the plug 45 during charging of the power storage device using the inlet 54 can be realized. Therefore, user convenience can be improved.

  Furthermore, in Embodiment 1, the charging ECU 46 changes the lighting patterns of the lighting devices 80-1 and 80-2 when charging the power storage device. Thereby, the user can grasp | ascertain the means currently used for charge of an electrical storage apparatus among the two charging means, ie, the electric power cable 43 and the inlet 54. FIG. Therefore, user convenience can be improved.

[Embodiment 2]
FIG. 10 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to the second embodiment. Referring to FIGS. 10 and 1, hybrid vehicle 100 </ b> A is different from hybrid vehicle 100 in that power receiving device 54 </ b> A is provided instead of inlet 54. Furthermore, hybrid vehicle 100A differs from hybrid vehicle 100 in that it includes a charging ECU 46A instead of charging ECU 46.

  The power receiving device 54A is configured to be able to receive power from the power feeding device 200 without contacting the power feeding device 200 outside the vehicle. As a power transmission method from the power feeding apparatus 200 to the power receiving apparatus 54A, for example, a resonance method is applied. However, as a method for charging an electric vehicle according to the second embodiment, for example, a power transmission method using electromagnetic induction or a power transmission method using electromagnetic waves may be applied.

  In the resonance method, in the same way as two tuning forks resonate, two LC resonance coils having the same natural frequency resonate in an electromagnetic field (near field), so that from one coil to the other coil via the electromagnetic field. Power is transmitted. By providing one coil in the power feeding device 200 and providing the other coil in the power receiving device 54A, power is transmitted from the power feeding device 200 to the power receiving device 54A. Each of the two resonance coils constitutes a resonator, for example, by the inductance and stray capacitance of the coil itself. As a result, the two coils resonate.

  FIG. 11 is a diagram for explaining the arrangement of power reception device 54A in hybrid vehicle 100A shown in FIG. Referring to FIG. 11, power receiving device 54A is disposed, for example, at the lower part of the vehicle body. However, the arrangement of the power receiving device 54A is not limited in this way. For example, if power feeding device 200 is disposed above the vehicle, power receiving device 54A may be disposed at the upper portion of the vehicle body.

  FIG. 12 is a block diagram for illustrating a configuration relating to charging of the power storage device in the second embodiment. Referring to FIGS. 12 and 3, hybrid vehicle 100 </ b> A is different from hybrid vehicle 100 in that it includes a power receiving device 54 </ b> A instead of inlet 54 and a current sensor 21 that detects current Ich flowing in power cable 53. In addition, the power receiving device 54A is disposed inside the vehicle because the user's operation (connection of a charging cable, etc.) to the power receiving device 54A is not necessary, and the lid 74-2, the lock device 78, and the lid detection device 85. , And lighting device 80-2 are not provided in hybrid vehicle 100A. The hybrid vehicle 100A is also different from the hybrid vehicle 100 in these points.

  FIG. 13 is a functional block diagram illustrating a configuration of the charging ECU according to the second embodiment. Referring to FIGS. 13 and 6, charging ECU 46 </ b> A is different from charging ECU 46 in that it includes a determination unit 111 </ b> A instead of determination unit 111 and a lock control unit 117 </ b> A instead of lock control unit 117.

  Determination unit 111 </ b> A includes an open state determination unit 122 and a power reception determination unit 124. The open state determination unit 122 determines that the lid 74-1 is in the open state based on the signal LID1. Based on the detection result of the current sensor 21, the power reception determination unit 124 determines that the power reception device 54A is in use, that is, the power reception device 54A has received power. 117A of lock | rock control parts generate | occur | produce the signal LCK1 for controlling the locking device 77 based on each determination result of the open state determination part 122 and the electric power reception determination part 124. FIG. Then, the lock control unit 117A transmits the signal LCK1 to the lock device 77.

  The travel control process of the hybrid vehicle according to the second embodiment is basically the same as the process shown in FIG. However, in Embodiment 2, a lid is not provided for the power receiving device. For this reason, in steps S2 and S4, it is determined only whether or not the lid 74-1 is in the open state. Further, in step S6, the opening of the lid 74-1 is prohibited. In these points, the traveling control process of the hybrid vehicle according to the second embodiment is different from the traveling control process according to the first embodiment.

  FIG. 14 is a flowchart illustrating the charging process according to the second embodiment. Referring to FIG. 14, in step S11A, charging ECU 46 determines whether or not lid 74-1 is in an open state. If lid 74-1 is in the open state (YES in step S11A), the process proceeds to step S12A.

  In step S12A, charging ECU 46A determines whether or not contactless power feeding is performed by power feeding device 200 and power receiving device 54A. Specifically, charging ECU 46A (determination unit 111A) determines whether or not non-contact power feeding is performed based on the value of current Ich detected by current sensor 21. When a current flows through the power cable 43, the absolute value of the current Ich is a value greater than zero. Charging ECU 46A (determination unit 111A) determines that contactless power feeding is being performed when the absolute value of current Ich exceeds the determination value. On the other hand, when the absolute value of current Ich is lower than the determination value, charging ECU 46A (determination unit 111A) determines that non-contact power feeding is not performed. This determination value is determined in advance in consideration of an error (offset or the like) of the current sensor 21, for example.

  If non-contact power feeding is not being executed (NO in step S12A), the process proceeds to step S13. On the other hand, when non-contact power feeding is being executed (YES in step S12), the process proceeds to step S15A.

  In step S13, charging ECU 46A (relay control unit 112) controls relay 51-1 (relay 1) to an on state and controls relay 51-2 (relay 2) to an off state. Next, in step S <b> 14, charging ECU 46 </ b> A (charging control unit 114) charges the power storage device by operating charger 42. When the process of step S14 ends, the entire process ends.

  In step S15A, charging ECU 46A (relay control unit 112) controls relay 51-1 (relay 1) to an off state and controls relay 51-2 (relay 2) to an on state. The charging ECU 46A may further display a warning indicating that the lid 74-1 is in the open state on the display device 88. When the process of step S15A ends, the power storage device is charged in step S14.

  If lid 74-1 is not in the open state, that is, if lid 74-1 is in the closed state (NO in step S11), the process proceeds to step S16A. In step S16A, charging ECU 46A (determination unit 111A) determines whether or not contactless power feeding is performed by power feeding device 200 and power receiving device 54A. This determination process is the same as the determination process in step S12A. If non-contact power feeding is being performed (YES in step S16A), the process proceeds to step S18. On the other hand, when non-contact power feeding is not performed (NO in step S16A), the process proceeds to step S19.

  In step S18, charging ECU 46A (relay control unit 112) controls relay 51-1 (relay 1) to an off state and controls relay 51-2 (relay 2) to an on state. Next, in step S <b> 14, charging ECU 46 </ b> A (charging control unit 114) charges the power storage device by operating charger 42.

  In step S19, charging ECU 46A (relay control unit 112) controls both relay 51-1 (relay 1) and relay 51-2 (relay 2) to be in an off state. Next, in step S <b> 20, charging ECU 46 </ b> A (charging control unit 114) waits for charging of the power storage device by charger 42. When the process of step S20 ends, the entire process ends.

  As described above, according to the second embodiment, when lid 74-1 is in the open state (YES in step S11A) and is in non-contact power feeding (YES in step S12A), relay 1 (relay 51- 1) turns off. Thus, according to the second embodiment, protection of the user can be realized when the user touches the terminals 45A and 45B of the plug 45 during charging of the power storage device using the power receiving device 54A. Therefore, user convenience can be improved as in the first embodiment.

  Furthermore, according to Embodiment 2, when lid 74-1 is in the closed state (NO in step S11A) and non-contact power feeding is in progress (YES in step S16A), lid 74-1 is fixed in the closed state. (Step S18A). Thereby, the possibility that the user touches the terminals 45A and 45B of the plug 45 during charging of the power storage device using the power receiving device 54A can be further reduced.

  As in the first embodiment, when the power storage device is charged using the power cable 43, the charging ECU 46A turns on the lighting device 80-1 (light emitting diodes 81 and 82). Thus, the user can grasp that the power cable 43 is used for charging the power storage device.

[Embodiment 3]
FIG. 15 is an overall block diagram of a hybrid vehicle shown as an example of an electric vehicle according to the third embodiment. Referring to FIGS. 15 and 10, hybrid vehicle 100 </ b> B includes a connector 54 </ b> B instead of inlet 54, a point including charge ECU 46 </ b> B instead of charge ECU 46 </ b> A, and an input / output device 42 </ b> B instead of charger 42. This is different from the hybrid vehicle 100 in that respect.

  Connector 54 </ b> B is configured to be connectable to load 250 in order to supply AC power to load 250. The connector 54B is specifically an outlet provided in the vehicle, and outputs a voltage of AC 100V.

  The input / output device 42 </ b> B has an input / output end connected to the power cable 50. Input / output device 42B converts AC power supplied through power cable 43 and power cable 50 into DC power, and outputs the DC power to positive line PL2 and negative line NL2. That is, the input / output device 42B charges the power storage device in the same manner as the charger 42. Furthermore, input / output device 42B extracts DC power from power storage devices 10-1 to 10-3 and converts the DC power into AC power for power generation by the power storage device. The AC power from the input / output device 42B is supplied to the load 250 connected to the connector 54B via the power cables 50 and 53.

  FIG. 16 is a block diagram for illustrating a configuration relating to charging of the power storage device in the third embodiment. Referring to FIGS. 16 and 12, hybrid vehicle 100B includes a connector 54B instead of power receiving device 54A, a voltage sensor 23 that detects voltage Vac1 of power cable 43, and voltage Vac2 of power cable 53. The hybrid vehicle 100A is different from the hybrid vehicle 100A in that the voltage sensor 25 to be detected is provided.

  FIG. 17 is a functional block diagram illustrating a configuration of the charging ECU according to the third embodiment. Referring to FIGS. 17 and 13, charge ECU 46B includes a determination unit 111B instead of determination unit 111A, an input / output control unit 114B instead of charge control unit 114, and lock control unit 117A. Instead, it differs from the charging ECU 46A in that it includes a lock control unit 117B.

  Determination unit 111B includes an open state determination unit 122, a power reception determination unit 125, and a power generation determination unit 126. The open state determination unit 122 determines that the lid 74-1 is in the open state based on the signal LID1. The power reception determination unit 125 determines whether the power cable 43 is in use based on the voltage Vac1 of the power cable 43 detected by the voltage sensor 23. The power generation determination unit 126 determines whether or not the connector 54B is in use based on the voltage Vac2 of the power cable 43 detected by the voltage sensor 25.

  The lock control unit 117B generates a signal LCK1 for controlling the lock device 77 based on the determination result of the open state determination unit 122. Then, the lock control unit 117B transmits the signal LCK1 to the lock device 77.

  When power generation by the power storage device is performed, that is, when power is extracted from the power storage device by input / output device 42B, charging ECU 46B controls relay 51-1 to be in an off state. On the other hand, when the power cable 43 is connected to an external power supply, the voltage sensor 23 detects the voltage Vac1. When the vehicle is in a stopped state and voltage Vac1 is detected by voltage sensor 23, charging ECU 46B stops taking out electric power from the power storage device by input / output device 42B. Further, the charging ECU 46B controls the input / output device 42B so that the power storage device is charged.

  FIG. 18 is a flowchart illustrating the charging process according to the third embodiment. Referring to FIG. 18, in step S31, charging ECU 46B determines whether or not power generation by the power storage device is being executed. Specifically, charging ECU 46B (determination unit 111B) determines whether or not power generation by the power storage device is being performed based on voltage Vac2 of power cable 53 detected by voltage sensor 25.

  If power generation by the power storage device is not being executed (NO in step S31), the entire process is returned to the main routine. On the other hand, when power generation by the power storage device is being executed (YES in step S31), the process proceeds to step S32.

  In step S32, charging ECU 46B (relay control unit 112) controls relay 51-1 (relay 1) to be in an OFF state. Furthermore, charging ECU 46B (relay control unit 112) controls relay 51-2 (relay 2) to be in an on state.

  Next, in step S33, the charging ECU 46B (determination unit 111B) satisfies the condition that the lid 74-1 is in an open state and the voltage Vac1 of the power cable 43 detected by the voltage sensor 23 is greater than or equal to a predetermined value. It is determined whether or not. The predetermined value is a voltage value indicating that the power cable 43 is connected to an external power supply, and is, for example, AC 100V.

  If lid 74-1 is in the open state and voltage Vac1 of power cable 43 is greater than or equal to a predetermined value (YES in step S33), the process proceeds to step S34. On the other hand, when the lid 74-1 is in the open state, or when the voltage Vac1 of the power cable 43 is less than a predetermined value, the entire process is returned to the main routine.

  In step S34, charging ECU 46B (input / output control unit 114B) controls input / output device 42B so that power generation by the power storage device is stopped. In step S35, charging ECU 46B (relay control unit 112) controls relay 51-1 (relay 1) to an on state and controls relay 51-2 (relay 2) to an off state. Subsequently, in step S36, the charging ECU 46B (input / output control unit 114B) controls the input / output device 42B so that the input / output device 42B charges the power storage device using the power from the power cable 43. When the process of step S36 ends, the entire process ends.

  Thus, in the third embodiment, when connector 54B is used, that is, when power generation is performed by the power storage device (when power from the power storage device is output to connector 54B by input / output device 42B), Relay 51-1 is turned off (steps S31 and S32). Thereby, the possibility that the user touches the terminals 45A and 45B of the plug 45 while using the connector 54B can be further reduced. Therefore, according to the third embodiment, the convenience of the user can be improved as in the first and second embodiments.

  When charging of the power storage device is completed and power cable 43 is connected to an external power supply, charging ECU 46B may control both relays 51-1 and 51-2 to be in an on state. In this case, since the power from the external power supply is supplied to connector 54B via power cables 43 and 53, the load can be operated without using the power stored in the power storage device.

  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.

  10-1 to 10-3 power storage device, 11-1 to 11-3 system main relay, 12-1, 12-2 converter, 14 14-1 to 14-3, 18-1, 18-2, 20, 23 , 25 Voltage sensor, 16-1 to 16-3, 19, 21 Current sensor, 22 Auxiliary machine, 30-1, 30-2 Inverter, 32-1, 32-2 Motor generator, 34 Power split device, 36 Engine, 38 driving wheel, 40 MG-ECU, 42 charger, 42B input / output device, 43, 50, 53 power cable, 44, 56, 59 connector, 45 plug, 45A, 45B terminal, 46, 46A, 46B charging ECU, 48 , 58 External power supply, 51-1, 51-2 relay, 54 inlet, 54A power receiving device, 54B connector, 55 charging cable, 57 plug, 60 CCID, 71, 75 storage, 72 cord reel, 73 outlet, 74-1, 74-2 lid, 77, 78 lock device, 80-1, 80-2 lighting device, 81, 82, 86, 87 Light emitting diode , 84, 85 lid detection device, 88 display device, 100, 100A, 100B hybrid vehicle, 111, 111A, 111B determination unit, 112 relay control unit, 114 charge control unit, 114B input / output control unit, 115 lighting control unit, 116 Display control unit, 117, 117A, 117B lock control unit, 121 connection determination unit, 122, 123 open state determination unit, 124, 125 power reception determination unit, 126 power generation determination unit, 200 power supply device, 250 load, 602 relay, 604 control Pilot circuit, 606 limit switch, C smoothing condenser S, MNL main negative bus, MPL main positive bus, NL1, NL2 negative wire, PL1, PL2 positive wire.

Claims (3)

An electric vehicle,
An electric motor for generating vehicle driving power;
A power storage device for supplying electric power to the electric motor;
A charger having an input terminal for receiving electric power, and charging the power storage device using electric power input to the input terminal;
First and second power lines provided in parallel at the input end, each configured to be able to transmit power from outside the electric vehicle;
A terminal provided at one end of the first power line for connecting a power source external to the electric vehicle and one end of the first power line, and having an exposed surface;
A power receiving unit provided at one end of the second power line to receive power from an external power source of the electric vehicle;
A first connection portion configured to be capable of electrical connection and disconnection between the other end of the first power line and the input end of the charger;
A second connection portion configured to be capable of electrical connection and disconnection between the other end of the second power line and the input end of the charger;
A control device for controlling the first and second connecting portions,
The control device includes:
A first determination unit for determining whether or not the power reception unit is in use, based on information on use of the power reception unit;
When the first determination unit determines that the power reception unit is in use, the first power line is disconnected so that the connection between the other end of the first power line and the input end of the charger is interrupted. of controlling the connection unit, and viewed including a connection control unit for the other end of the second power line to control the second connecting portion to be connected to the input of the charger,
The power receiving unit is configured to be connectable to a charging cable for transmitting electric power from an external power source of the electric vehicle,
The electric vehicle is
A first storage portion in which the first power line is stored, and an outlet for taking out the first power line to the outside of the electric vehicle is formed;
A first lid attached to the outlet so as to be openable and closable;
A second storage unit that stores the power reception unit and has an opening formed to connect the power reception unit to the charging cable;
A second lid attached to the opening so as to be openable and closable;
A first detector for detecting an open state and a closed state of the first lid;
A second detector for detecting an open state and a closed state of the second lid,
A third detection unit for detecting a connection between the power reception unit and the charging cable;
Information on the use of the power receiving unit includes the detection results of the second and third detection units,
In the first determination unit, the open state of the second lid is detected by the second detection unit, and the connection between the power reception unit and the charging cable is detected by the third detection unit. An electric vehicle configured to determine that the power receiver is in use . The control device includes:
When the open state of the first lid is detected by the first detector and the closed state of the second lid is detected by the second detector, the first power line A second determination unit configured to determine that use has been selected by the user;
The connection control unit connects the other end of the first power line to the input terminal of the charger when the second determination unit determines that the use of the first power line is selected. And controlling the first connection portion and controlling the second connection portion so that the connection between the other end of the second power line and the input end of the charger is interrupted. The electric vehicle according to claim 1 . The electric vehicle is
First illumination provided corresponding to the first connection portion;
A second illumination provided corresponding to the second connection portion;
The control device includes:
And further comprising an illumination controller for controlling the first and second illuminations,
When the state of the first connection unit and the state of the second connection unit are different from each other, the lighting control unit may change the lighting pattern of the first lighting and the lighting pattern of the second lighting from each other. The electric vehicle according to claim 2 , wherein the electric vehicle is configured to be

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