JP5480013B2 - Power plug lock device - Google Patents

Description

  The present invention relates to a power supply plug locking device that is connected to an inlet provided in a power supply target and charges a battery.

  In recent years, for the purpose of suppressing the exhaust gas from vehicles to a small extent, each vehicle manufacturer has become very active in developing electric vehicles (including hybrid vehicles) using a motor as a drive source. In such an electric vehicle, it is necessary to charge the battery at, for example, a home or a desk lamp each time the remaining amount of power of the battery for driving the power source of the vehicle decreases. For this reason, the electric vehicle is provided with various charging systems that can be easily handled by the user. As such a system, for example, a system disclosed in Patent Document 1 is known. In this system, for example, an inlet part that enables connection of a power supply plug that connects to a commercial power supply at home is provided in the vehicle, and when the power returns, the power supply plug is connected to the inlet part of the parked vehicle, and the commercial power supply is sent to the vehicle. Charge the battery of the vehicle. The power supply plug is formed with a locking claw, and the inlet part is formed with an engaging part. By engaging both, the connection between the power supply plug and the inlet part is suitably maintained. The engaging claw is displaced in conjunction with the operation of the operating portion provided on the power supply plug, so that the engaged state with the engaging portion is released. Thereby, the power supply plug can be removed from the inlet portion.

  By the way, charging a battery of an electric vehicle requires a relatively long time compared with gasoline replenishment of a gasoline vehicle even though rapid charging technology has been developed. In particular, since it is rare that a general household is equipped with a device for high-speed charging, when a user performs battery charging at home, the power supply plug connected to the household power supply is connected to the inlet of the vehicle for charging. There are many cases in which the vehicle is left in that state for a long time after the start. In this case, for example, the power supply plug itself is removed from the vehicle being supplied with power, and the power supply plug itself is attached to the inlet portion of another vehicle for theft or the metal used for the power supply plug or outlet is used. The possibility of being stolen is also assumed.

  Therefore, in order to prevent the power supply plug from being illegally removed from the inlet portion, for example, mounting a lock device that locks the connection state between the power supply plug and the inlet portion is considered. As this locking device, the following configuration is conceivable. That is, a lock bar that displaces between a lock position and an unlock position using a motor as a drive source is provided. When the engagement between the engaging claw of the power supply plug and the engaging portion of the inlet portion is detected, the lock bar is automatically displaced from the unlocked position to the locked position, and the engaging claw is locked by the lock bar. Lock the movement. As a result, the locking claw is in a locked state, and the engagement between the locking claw and the engaging portion cannot be released, so that the power supply plug cannot be pulled out from the inlet portion. When the establishment of a predetermined unlock condition is detected, the lock bar is automatically displaced from the lock position to the unlock position to release the movement of the locking claw. Thereby, engagement with a latching claw and an engaging part can be cancelled | released through operation to the operation part of an electric power plug. That is, the power feeding plug can be removed from the inlet portion.

JP-A-9-161898

  By the way, in the lock device configured as described above, since the movement of the locking claw is locked by the lock bar, the sliding resistance between the lock bar and the locking claw increases when the locking claw is unlocked. There is a case. For example, a case where the unlock condition is satisfied in a state where the operation unit of the power plug is strongly operated by the user can be considered. In this case, since the lock bar tends to be displaced to the unlock position in a state where the locking claw is strongly pressed against the lock bar, the sliding resistance is increased. In addition, there may be a case where foreign matter or the like is interposed between the lock bar and the locking claw. Thus, when the sliding resistance of the lock bar increases, the load on the motor that is the drive source of the lock device also increases.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a locking device for a power supply plug that can suppress the operation of a drive source in a state in which a larger load is applied than during normal unlocking. Is to provide.

In order to solve the above-mentioned problem, when the power supply plug and the inlet provided in the power supply target are connected, the invention described in claim 1 is a locking claw provided in one of the two and a relationship provided in the other. While the connection state is maintained by the engagement with the joint portion, the engagement with the engagement portion is released in conjunction with the operation of the operation portion provided on the power supply plug. The locking claw that disengages the locking claw so that the connection between the two can be released and restricts the displacement of the locking claw in the direction in which the engagement of the locking claw with the engagement portion is released. In the locking device of the power supply plug including a locking member that displaces between the locking claw and the unlocking position that allows the displacement, the locking member is sufficient to be displaced from the locking position to the unlocking position. At a preset time set If the locking member is displaced from the locked position to the unlocked position, the fact that the locking member has been displaced normally is indicated while the locking member is displaced from the locked position to the unlocked position. The gist is provided with notifying means for notifying that the lock member cannot be normally displaced when the predetermined time has elapsed .

  In the power plug locking device of this configuration, when the power plug and the inlet are connected, that is, when the engaging portion and the locking claw are engaged, the lock member is displaced to the lock position. The displacement of the locking claw accompanying the operation of the operation unit is restricted. The locking claw is regulated by contacting the lock member. In such a configuration, there is a possibility that an increased load is applied to the drive source than usual. For example, there may be a case where the drive source is driven and the lock member is displaced to the unlock position while the user is operating the operation unit. Then, since the lock member and the locking claw are in contact with each other, a sliding resistance accompanying the movement of the lock member is generated between them. In such a state, not only is the load applied to the drive source larger than usual, but there is a possibility that the lock member cannot be displaced to the unlock position and the connection between the power supply plug and the inlet cannot be released.

In this respect, according to the configuration, the notification from the multicast known means, the locking member can Rukoto to recognize whether normally displaced from the locked position to the unlocked position to the user. In addition, through the notification that the locking member from the notification means is not normally displaced from the locked position to the unlocked position, the fact is recognized, and the drive source that displaces the locking member is more heavily loaded than usual. Can be recognized. Then, the user is prompted to take an action to remove the factor that the lock member cannot be normally displaced from the lock position to the unlock position , such as loosening the operation of the operation unit, and the load on the drive source is suppressed from being applied more than normal use. be able to.

The gist of the invention of claim 2 is that, in the power plug locking device of claim 1, the notifying means notifies that the lock member is in the lock position.
According to this configuration, although the situation should be unlocked, the abnormal state in which the connection between the power plug and the inlet cannot be released by the user recognizing that the lock member is in the locked position. It can be made to recognize that it is. Accordingly, it is possible to prompt the user to perform an operation such as loosening the operation on the operation unit. Thereby, it can suppress that an operation part is operated and a latching claw and a locking member contact | abut, and it can suppress that a load is applied to a drive source more than the time of normal use.

  According to a third aspect of the present invention, in the power plug locking device according to the first or second aspect, the notification means is a light source, and the light source is the power plug, the inlet, or the vicinity of the inlet. The gist is to notify that the lock member is at least in the lock position through lighting or blinking.

According to this configuration, the user can visually recognize the position of the lock member through lighting or blinking of the light source.
According to a fourth aspect of the present invention, in the power plug locking device according to the first or second aspect, the power supply target is a vehicle, and the lock position of the lock member is through engagement with the locking claw. It is also a position that restricts the connection between the power supply plug and the inlet, and the lock member is displaced from the unlock position to the lock position after the connection between the power supply plug and the inlet is released. And

  According to the present invention, for example, when an inlet is provided in a vehicle, when the power plug is connected to the inlet when the vehicle is in a travelable state, the vehicle travels with the power plug connected to the vehicle. It will be. Usually, since the power supply plug is connected to a fixed power source, there is a concern that a mechanical load is applied between the power supply plug and the inlet due to traveling of the vehicle. In order to avoid such a situation, in the present invention, the lock member is displaced to the lock position even when the power supply plug and the inlet are not connected. That is, even if the power plug is connected to the inlet, the locking claw comes into contact with the lock member so that the power plug and the inlet cannot be connected. However, in this state, that is, when the driving claw is driven to displace the lock member to the unlock position while the locking claw is in contact with the lock member in an attempt to connect the power supply plug to the inlet, the locking claw and the lock are locked. Due to the sliding resistance between the members, it is expected that a load higher than normal is applied to the drive source. In this regard, according to the present invention, when the connection between the power supply plug and the inlet is released, the notification means notifies that the lock member is in the lock position. This prompts the user to suppress the operation of connecting the power plug to the inlet. Thereby, generation | occurrence | production of the condition where a drive source operate | moves in the state which the latching claw and the lock member were engaged is suppressed, and it can suppress that the load more than usual time is applied to a drive source.

  According to the present invention, it is possible to provide a power supply plug locking device capable of suppressing the operation of the drive source in a state where a larger load is applied than during normal unlocking.

The block diagram which shows schematic structure of the charge system which shows one Embodiment of this invention, and an electronic key system. The fragmentary sectional view which shows schematic structure of the electric power feeding plug of the embodiment. Sectional drawing which shows schematic structure of the inlet part and locking device of the embodiment. The disassembled perspective view of the locking device of the embodiment. The perspective view which shows the connection aspect of the electric power feeding plug and inlet part of the embodiment. The cross-sectional view of the inlet part with which the latching claw of the electric power supply plug engaged when the locking device of the embodiment is in the unlocked state. Sectional drawing along the AA line in FIG. The cross-sectional view of the inlet part which the latching claw of the electric power plug engaged when the locking device of the embodiment is in a locked state. Sectional drawing along the AA line in FIG. The flowchart which shows the control procedure of the locking device of the embodiment.

Hereinafter, an embodiment of a power plug locking device embodying the present invention in a plug-in hybrid vehicle will be described with reference to the drawings.
As shown in FIG. 1, a hybrid vehicle 1 is provided with a hybrid system 3 that uses a combination of driving forces of an engine and a motor as a driving source for driving wheels 2. A battery 4 is connected to the hybrid system 3.

  The hybrid system 3 is a mode in which only the engine power is mechanically transmitted to the drive wheels 2, a mode in which the drive wheels 2 are directly driven by both the engine and the motor, and a mode in which only the motor is used without using the engine. Mode, and various driving modes are switched according to the driving state of the vehicle. Further, the hybrid system 3 has a mode in which the battery 4 is charged by the power of the engine, and a mode in which the braking force of the drive wheels 2 is converted into electric power by the motor and the battery 4 is charged. Switch between various charging modes. The vehicle 1 travels according to various travel modes that are switched by the hybrid system 3, or charges the battery 4 according to various charge modes.

  An inlet portion 5 is connected to the battery 4 via a converter 6. The inlet portion 5 is a connector part for inserting a power supply plug 10 connected via an external power source (AC power source) 61 and a charging device 62 of the vehicle 1. It is mounted in the same manner as the mouth. When the power supply plug 10 is inserted into the inlet portion 5, the charging device 62 transmits a connection signal indicating that to the vehicle 1. Converter 6 converts the AC voltage sent from power supply plug 10 through inlet portion 5 into a DC voltage, and sends the converted DC voltage to battery 4. Thus, the battery 4 is charged from the external power supply 61.

  The vehicle 1 is equipped with an electronic key system 70 in which vehicle control such as locking and unlocking of a door is executed without the user actually operating a vehicle key. In the electronic key system 70, vehicle control is executed through wireless communication between the vehicle 1 and an electronic key 80 as a vehicle key carried by the user.

  The electronic key system 70 will be described in detail below. The verification ECU 71 mounted on the vehicle 1 includes an outside LF transmitter 72 that is embedded in each door of the vehicle 1 and transmits an LF (Low Frequency) band signal to the outside of the vehicle, and an LF band that is embedded below the inside floor of the vehicle and within the vehicle. An in-vehicle LF transmitter 73 that transmits a radio signal of the UHF (Ultra High Frequency) band embedded in a vehicle body at the rear of the vehicle is connected to the UHF receiver 74 that receives a radio signal in the UHF (Ultra High Frequency) band. The verification ECU 71 includes a memory 71 a in which a unique ID code corresponding to the electronic key 80 is stored.

  On the other hand, the communication control unit 81 mounted on the electronic key 80 is connected to an LF reception unit 82 that receives an LF band signal and a UHF transmission unit 83 that transmits a UHF band signal in accordance with a command from the communication control unit 81. Has been. The communication control unit 81 includes a memory 81a in which an ID code unique to the electronic key 80 is stored.

  The verification ECU 71 intermittently transmits a request signal Srq from the outside LF transmitter 72 to form a communication area around the vehicle 1. When the user carrying the electronic key 80 enters this communication area and the LF receiving unit 82 receives the request signal Srq, the communication control unit 81 responds to the request signal Srq from the UHF transmission unit 83 to its own memory 81a. An ID code signal Sid including the ID code registered in is returned. When the UHF receiver 74 receives the ID code signal Sid, the verification ECU 71 performs ID verification (external verification) between the ID code registered in its own memory 71 a and the ID code of the electronic key 80. And collation ECU71 will permit or perform the unlocking | locking of the door by the door lock apparatus which is not illustrated, if the vehicle outside collation is materialized.

  After the vehicle exterior verification is established and the door is unlocked, the verification ECU 71 transmits a request signal Srq from the vehicle LF transmitter 73 to form a vehicle communication area throughout the vehicle. When the user carrying the electronic key 80 enters the in-vehicle communication area and the LF receiving unit 82 receives the request signal Srq, the communication control unit 81 receives the ID code registered in the memory 81a from the UHF transmitting unit 83. Is returned as an ID code signal Sid. When the UHF receiver 74 receives the ID code signal Sid, the verification ECU 71 performs ID verification (in-vehicle verification) between the ID code registered in its own memory 71 a and the ID code of the electronic key 80. The verification ECU 71 permits the start of the hybrid system 3 when the in-vehicle verification is established.

  In the present embodiment, the ID code is collated by the electronic key system 70 when the vehicle 1 is charged from the external power supply 61. The vehicle 1 is provided with a charging ECU 75 that performs control related to charging. The charging ECU 75 can communicate with the verification ECU 71 via an in-vehicle LAN (Local Area Network) (not shown), and can check the establishment result of the ID verification in the verification ECU 71 using this communication. Further, the charging ECU 75 is electrically connected to a removal switch 76 provided in the vehicle 1. Further, the charging ECU 75 is electrically connected to the lock device 20 provided in the battery 4 and the inlet portion 5. The charging ECU 75 has a built-in timer 75a and measures the operating time of the lock device 20. The operation time measured by the charge ECU 75 is a time for the lock device 20 to switch from the locked state to the unlocked state. The locking device 20 takes two states: an unlocked state that allows connection or disconnection between the inlet portion 5 and the power supply plug 10, and a locked state that restricts connection or disconnection between the two. Normally, the locking device 20 is maintained in a locked state. The charging ECU 75 switches between locking / unlocking of the locking device 20 according to the establishment result of the vehicle outside verification. The charging ECU 75 confirms that the verification outside the vehicle in the verification ECU 71 is established, switches the lock device 20 to the unlocked state, and permits the charging of the battery 4. At this time, when the inlet unit 5 and the power supply plug 10 are connected and the charging ECU 75 receives a connection signal from the charging device 62, the charging ECU 75 starts charging the battery 4 from the external power supply 61 through the control of the converter 6. Therefore, the lock device 20 cannot be unlocked by a third party who does not carry the electronic key 80. In addition, since the vehicle outside communication area is formed over the entire area around the vehicle, when the user stands with the electronic key 80 in front of the inlet portion 5 provided on the front side surface of the vehicle 1, the vehicle outside verification is performed. It runs without problems.

  As shown in FIG. 2, a cable 12 connected to an external power source 61 (see FIG. 1) is connected to the proximal end 11 a of the plug body 11 of the power supply plug 10. The plug body 11 is formed with a grip portion 13 that is held by a user. A cylindrical fitting portion 14 to be fitted to the inlet portion 5 is formed at the tip 11 b of the plug body 11. A plurality of connection terminals 15 are provided inside the fitting portion 14. The connection terminal 15 includes a power terminal serving as a power transmission path, a control terminal serving as a communication path for various control commands, and the like.

  A locking claw 16 is provided on the upper portion of the fitting portion 14 to favorably maintain the connection state between the power supply plug 10 and the inlet portion 5 when they are connected. The locking claw 16 is provided so as to be rotatable about an axis provided inside the plug body 11. The locking claw 16 is displaced between a first position indicated by a solid line in FIG. 2 and a second position indicated by a two-dot chain line. A 1st position is a position which engages with a part of inlet part 5 when the electric power feeding plug 10 and the inlet part 5 are connected, and hold | maintains the connection state of both suitably. The second position is a position where the engagement with a part of the inlet portion 5 is released and the power supply plug 10 can be removed from the inlet portion 5. The locking claw 16 is elastically held at the first position in a normal state, and is displaced to the second position (tilted state) when the operation portion 17 provided on the upper portion of the plug body 11 is pushed. When the operation of the operation unit 17 is released, the locking claw 16 is elastically returned to the first position.

  As shown in FIG. 3, the inlet body 5 a of the inlet portion 5 is formed with a cylindrical portion 5 b into which the fitting portion 14 is inserted when the power plug 10 is connected to the inlet portion 5. A plurality of connection terminals 29 are provided inside the cylindrical portion 5b. The connection terminal 29 includes a power terminal serving as a power transmission path, a control terminal serving as a communication path for various control commands, and the like. When the fitting portion 14 is inserted into the cylindrical portion 5b, the power terminal of the fitting portion 14 is connected to the power terminal of the cylindrical portion 5b, and the control terminal of the fitting portion 14 is connected to the control terminal of the cylindrical portion 5b. Is done.

  As shown in FIG. 3, an engaging portion 21 that engages with the locking claw 16 is formed on the upper portion of the outer peripheral surface of the inlet body 5 a. A slope 5 c is formed on the plug insertion side of the engaging portion 21. The engaging portion 21 has an engaging recess 21 a that allows the locking claw 16 to be inserted and tilted. The locking claw 16 engages with the inner surface 21b on the plug insertion side of the engaging recess 21a. Thereby, the displacement to the extraction direction with respect to the inlet part 5 of the electric power plug 10 is controlled. A locking device 20 that switches between locking and unlocking of the locking claw 16 that engages with the engaging portion 21 is fixed to the upper portion of the inlet main body 5a.

  As shown in FIG. 4, the locking device 20 includes a rectangular parallelepiped case 31. The case 31 has a U-shaped case main body 32 that forms the upper part, the front part, and the lower part of the case 31, and the rear part and the right part of the case 31 are formed to close the case main body 32. An L-shaped first lid portion 33 that covers the lid and a second lid portion 34 that forms the left side portion of the case 31 and closes the case main body 32 are provided. A connector 35 that is electrically connected to the charging ECU 75 (see FIG. 1) is provided on the outer surface of the first lid 33 that is the rear portion of the case 31.

  Inside the case body 32, a motor housing portion 32a and a member housing portion 32b are formed with a partition wall 32c interposed therebetween. The motor 22 is accommodated in the motor accommodating part 32a. The motor 22 is fixed to the partition wall 32 c by two screws 36. The drive shaft 22a of the motor 22 is inserted into a through hole 32d formed in the partition wall 32c and protrudes into the member accommodating portion 32b. A columnar transmission member (shaft with gear) 25 extending in the same direction as the drive shaft 22a is fixed to the drive shaft 22a of the motor 22. An end portion 25b of the transmission member 25 on the motor 22 side is pivotally supported via a bearing 24 in the through hole 32d. An end portion 25 c opposite to the end portion 25 b of the transmission member 25 is pivotally supported by a bearing portion 34 a formed on the second lid portion 34. On the outer periphery of the central portion of the transmission member 25, a male screw portion 25a is formed along the circumferential direction.

  A tubular stopper 26 is screwed to the transmission member 25. On the inner peripheral surface of the stopper 26, a female screw portion 26a that is screwed with the male screw portion 25a of the transmission member 25 is formed. A rail 26d that guides the reciprocating linear motion in the axial direction is formed at the lower portion of the stopper 26. The rail 26d is fitted in a rail groove 32f formed in the lower part of the inner surface of the case main body 32 (member accommodating portion 32b). Thereby, relative rotation of the stopper 26 with respect to the case main body 32 is restricted. For this reason, when the transmission member 25 is rotated by the motor 22, the stopper 26 linearly moves along the axial direction of the transmission member 25, that is, along the rail groove 32f.

  On the connector 35 side of the stopper 26, a magnet housing portion 26b is formed. The magnet 27 is accommodated in the magnet accommodating part 26b. A first Hall element 38 and a second Hall element 39 are installed on the base 37 attached to the inner surface of the first lid portion 33. The first Hall element 38 and the second Hall element 39 are installed so as to be parallel to the axial direction of the transmission member 25. The first Hall element 38 is opposed to the magnet 27 when the stopper 26 is most displaced to the second lid 34 side, and the second Hall element 39 is opposed to the magnet 27 when the stopper 26 is most displaced to the motor 22 side. Are arranged to be. The first Hall element 38 and the second Hall element 39 are electrically connected to the connection terminal 29 (control terminal) of the connector 35 via the base 37. That is, the change in magnetic field detected by the first hall element 38 and the second hall element 39 is detected by the charging ECU 75. The motor 22 is also electrically connected to the connection terminal 29 (control terminal) of the connector 35 via the base 37. That is, the motor 22 is controlled by the charging ECU 75. The charging ECU 75 controls the driving of the motor 22 based on the detection results in the first hall element 38 and the second hall element 39.

  Inside the case main body 32 (member accommodating portion 32b), a lock bar guide groove 32g extending along the rail groove 32f is formed in an upper portion of the rail groove 32f. A plate-like lock bar 23 is slidably inserted into the lock bar guide groove 32g. A buffer hole 23a is formed at the center of the lock bar 23 as a lock member. The lock bar 23 has a long hole shape extending in the axial direction of the transmission member 25. A rail 26d of the stopper 26 is inserted into the buffer hole 23a from above. A gap 23b is formed in the axial direction of the transmission member 25 between the rail 26d and the buffer hole 23a.

  As shown in FIG. 6, the lock bar guide groove 32 g is opened to the outside through a protruding hole 32 k formed in the case body 32. The end of the lock bar 23 on the motor 22 side (right side) can project to the outside. As shown in FIG. 7, the upper surface of the lock bar 23 protruding from the protrusion hole 32 k is slidably guided by a guide surface 32 h formed on the lower surface of the case body 32.

  On the side surface of the lock bar 23 on the second lid portion 34 side, a spring mounting portion 23c is formed to protrude. One end of the spring 28 is attached to the spring attachment portion 23c, and the other end is fixed to a recess 34b formed on the inner surface of the second lid portion 34. The spring 28 constantly urges the lock bar 23 in the direction away from the second lid portion 34 along the axial direction of the motor 22. The displacement of the lock bar 23 in the direction away from the second lid 34 is regulated by the end of the buffer hole 23a on the second lid 34 side coming into contact with the rail 26d. That is, due to the elastic force of the spring 28, the lock bar 23 is always maintained in a state where the end of the buffer hole 23a on the second lid portion 34 side (left side) is in contact with the base of the rail 26d. Accordingly, when the stopper 26 is displaced to the motor 22 side, the lock bar 23 follows the state in which the end of the buffer hole 23a on the second lid 34 side is in contact with the rail 26d by the elastic force of the spring 28. Displacement toward the motor 22 side while maintaining. On the contrary, when the stopper 26 is displaced to the second lid portion 34 side, the lock bar 23 resists the elastic force of the spring 28 through contact between the rail 26d and the end portion of the buffer hole 23a on the second lid portion 34 side. Then, it is displaced to the second lid 34 side together with the stopper 26.

  The lock bar 23 is displaced between the unlock position shown in FIG. 6 and the lock position shown in FIG. The lock position is a position where the lock bar 23 protrudes to the outside of the case body 32 and exists above the engagement portion 21 (engagement recess 21a). When the lock bar 23 is in this locked position, the displacement of the power supply plug 10 (see FIG. 2) above the locking claw 16 (in the direction in which the engagement with the engaging portion 21 is released) The upper portion is regulated by contacting the lower surface of the lock bar 23. That is, the locking claw 16 is in a locked state in which the displacement from the first position (engaged state) to the second position (engaged released state) through the operation of the operation unit 17 is restricted. The lock position is also a position where the tip of the locking claw 16 abuts against the lock bar 23 when the power supply plug 10 is inserted into the inlet portion 5 and the insertion of the power supply plug 10 into the inlet portion 5 is restricted. On the other hand, the unlock position is a position where the lock bar 23 is completely accommodated in the lock bar guide groove 32g. When the lock bar 23 is in this unlocked position, the locking claw 16 is in an unlocked state in which displacement from the first position to the second position is allowed through the operation of the operation unit 17. When the lock bar 23 is in the locked position, the magnet 27 of the stopper 26 corresponds to the second Hall element 39, and when the lock bar 23 is also in the unlocked position, the magnet 27 corresponds to the first Hall element 38.

  4 and 5, a red LED (light emitting diode) 40 on the right side and a blue LED 41 on the left side are provided on the front side surface of the case body 32 so as to be visible from the outside. Both the LEDs 40 and 41 are connected to the charging ECU 75 via the base 37 and the connector 35. The charging ECU 75 detects the blue LED 41 when the first Hall element 38 that detects the unlocking of the locking claw 16 detects the magnetic force of the magnet 27, and the second Hall element 39 that detects the lock position determines the magnetic force of the magnet 27. When detected, the red LEDs 40 are turned on. The user can recognize the locked / unlocked state of the locking claw 16 based on the lighting state of the LEDs 40 and 40.

  Next, the operation of the lock device 20 when charging the battery 4 from the power supply plug 10 will be described. As a premise for charging, the lock bar 23 is displaced to the unlock position when the vehicle 1 is stopped and the above-described vehicle outside verification is established.

  As shown in FIG. 5, the feeding plug 10 is moved to the inlet portion 5 side in a state where the positions of the fitting portion 14 and the cylindrical portion 5 b, the locking claw 16, and the engaging recess 21 a of the engaging portion 21 are aligned. As shown in FIG. 7, the locking claw 16 is displaced upwardly while being guided by the inclined surface 5 c against the elastic force to hold it in the first position. When the power supply plug 10 is further moved toward the inlet portion 5, as shown by a two-dot chain line in the drawing, the locking claw 16 gets over the inclined surface 5c and reaches the engaging recess 21a. Then, the latching claw 16 is displaced downward by the elastic force to hold it in the first position, and engages with the inner surface of the engagement recess 21a (solid line in FIG. 7). At this time, the connection terminal 15 of the power supply plug 10 and the connection terminal 29 of the inlet portion 5 are suitably connected. As a result, the power supply plug 10 and the inlet portion 5 are electrically connected.

  When power feeding plug 10 and inlet portion 5 are connected, charging ECU 75 receives a connection signal from charging device 62. The charging ECU 75 recognizes the connection between the power supply plug 10 and the inlet portion 5 through the reception of the connection signal. Then, the charging ECU 75 starts charging the battery 4 from the external power supply 61 and outputs a drive signal to the motor 22 to displace the lock bar 23 to the lock position. In this way, the charging ECU 75 starts the locking operation of the locking claw 16.

  When the motor 22 is driven, the transmission member 25 is rotated by this driving force. The rotational movement of the transmission member 25 is converted into a linear movement in the axial direction of the stopper 26 by screwing between the male screw part 25a of the transmission member 25 and the female screw part 26a of the stopper 26. Accordingly, the stopper 26 (rail 26d) starts a straight movement of the case 31 toward the motor 22 side, that is, the lock side. Since the lock bar 23 is constantly urged toward the motor 22 by the elastic force of the spring 28, the lock bar 23 moves toward the lock position together with the stopper 26 while keeping the inner surface of the buffer hole 23a in contact with the rail 26d. And go straight ahead.

  Then, when the lock bar 23 is moved to the locked position, that is, the magnet 27 of the stopper 26 is opposed to the second Hall element 39, this is detected by the second Hall element 39. When the charge ECU 75 detects that the lock bar 23 has reached the lock position through the second hall element 39, the charge ECU 75 stops driving the motor 22. As shown in FIGS. 8 and 9, the lock bar 23 is kept in the locked position. Further, the charging ECU 75 turns on the red LED 40. Thereby, the user can recognize through vision that the locking claw 16 is locked.

  Thus, when the latching claw 16 is kept in the locked state, it is assumed that, for example, a third party or the like operates the operation unit 17 to remove the power plug 10 from the inlet unit 5. Accordingly, the locking claw 16 tends to be displaced upward. However, since the lock bar 23 is positioned above the locking claw 16, even if the locking claw 16 tries to lift upward, this movement is restricted by the lock bar 23, and the locking claw 16 is engaged. The state of being caught by the joint portion 21 is maintained. Accordingly, even if a third party or the like tries to remove the power supply plug 10, the engagement between the locking claw 16 and the engaging portion 21 cannot be released, so that unauthorized removal of the power supply plug 10 is prevented.

  To release the connection between the power supply plug 10 and the inlet 5, the removal switch 76 is operated. When the charging ECU 75 detects the operation of the removal switch 76 in a state where the establishment of the vehicle outside verification is detected, the charging ECU 75 outputs a reverse rotation drive signal to the motor 22 and starts the unlocking operation of the locking claw 16.

  When the motor 22 is driven to rotate in the reverse direction, this driving force causes the transmission member 25 to rotate in the opposite direction to that in the locked state, so that the stopper 26 moves straight to the unlock side. At this time, the lock bar 23 is pushed to the unlock side by the stopper 26 through its own buffer hole 23 a, and moves straight toward the unlock position against the elastic force of the spring 28.

  When the lock bar 23 is moved to the unlocked position, that is, the magnet 27 of the stopper 26 is opposed to the first hall element 38, this is detected by the first hall element 38. When the charge ECU 75 detects that the lock bar 23 has reached the unlock position through the first hall element 38, the charge ECU 75 stops driving the motor 22. The lock bar 23 is kept in the unlock position. Further, the charging ECU 75 turns on the blue LED 41. As a result, as shown in FIGS. 6 and 7, the lock bar 23 is accommodated in the member accommodating portion 32 b, and the state where the lock bar 23 is positioned above the locking claw 16 is released. Since the locking claw 16 can be opened and operated by pushing the operating portion 17, the locking claw 16 can be opened and the power supply plug 10 can be removed from the inlet portion 5.

  When the drive source (at least one of the engine or the motor) of the vehicle 1 is started and the drive force of the drive source can be transmitted to the drive wheels 2, the charging ECU 75 that detects this starts the motor 22 again. By rotating it, the lock bar 23 is displaced to the lock position, and this state is maintained. Further, the charging ECU 75 turns on the red LED 40. Thereby, even if it is going to insert the electric power supply plug 10 in the inlet part 5, the front-end | tip part of the latching claw 16 guided by the slope 5c contact | abuts to the lock bar 23. FIG. Therefore, no more power plugs 10 can be inserted. Thereby, in the state which the drive source of the vehicle 1 has started, connection with the inlet part 5 and the electric power feeding plug 10 becomes impossible. The user can recognize this from the fact that the red LED 40 is lit. When it is detected that the power supply plug 10 and the inlet portion 5 are connected, the verification ECU 71 prohibits the start of the hybrid system 3. For this reason, the vehicle 1 cannot travel while the power supply plug 10 is inserted into the inlet portion 5.

  Incidentally, for example, in the locked state shown in FIG. 8, when the lock bar 23 is displaced to the unlock position, the user pushes the operation unit 17 even though the lock bar 23 is not completely displaced to the unlock position. Then, it is assumed that the locking claw 16 is going to be shifted to the open state. It is also assumed that dust, dust, etc. accumulate between the locking claws and the lock bar 23. In this case, the sliding resistance between the lock bar 23 and the locking claw 16 (dust, dust, etc.) increases, and it becomes difficult to displace the lock bar 23 to the unlock position with the driving force of the motor 22. is assumed. In such a case, the motor 22 is subjected to a load greater than that during normal operation. In order to suppress this, the charging ECU 75 executes the following control at the time of unlocking. This control is executed according to the flowchart shown in FIG. In the locked state, the red LED 40 is lit.

  As shown in FIG. 10, when the removal switch 76 is operated and this control is started, the charging ECU 75 drives the motor 22 (step S1). Then, the charging ECU 75 operates the built-in timer 75a (step S2). Next, the charging ECU 75 determines whether or not the driving time T of the motor 22 is within a predetermined time T1 (step S3). This predetermined time T1 is set to a time sufficient for the motor 22 to be driven to displace the lock bar 23 from the locked position to the unlocked position. Further, the predetermined time T1 is set to a time that allows the motor 22 to withstand this load when a large load is applied to the motor 22 without the lock bar 23 being moved to the unlock position for some reason.

Charging ECU75, when the drive time T of the motor 22 is determined within the predetermined time T1 (YES at Step S 3), or the first Hall element 38 senses the magnetic force of the magnet 27, i.e. the lock bar 23 is unlocked positions It is determined whether or not it has moved (step S4). Charging ECU75, when not detected a movement to the unlocked position of the lock bar 23 (in step S4 NO), the red and blink blue both LED40,41 (Step S 5), to step S 3 again Migrate processing. The user can recognize that the unlocking operation is normally performed through the blinking of the LEDs 40 and 41, that is, the motor 22 is normally driven.

In Step S 4, the charging ECU75, when detecting the movement to the unlocked position of the lock bar 23 (YES at step S4), and stops the driving of the motor 22 (step S6), and lights the blue LED 41 (step S 7). The user recognizes that the lock bar 23 has moved to the unlocked position through the lighting of the blue LED 41, that is, that the locking claw 16 can be displaced upward and the power supply plug 10 can be pulled out from the inlet portion 5. Is possible. And this flowchart is complete | finished.

In step S3, if the drive time T of the motor 22 is determined to exceed the predetermined time T1 (NO in step S 3), charging ECU75 is to stop the driving of the motor 22 (step S8), and the red LED40 Is blinked (step S 9 ). The user can recognize through the blinking of the red LED 40 that the lock bar 23 cannot be moved to the unlock position, that is, the lock bar 23 cannot be displaced for some reason. And this flowchart is complete | finished.

  Thus, in the present embodiment, for example, even when the operation unit 17 of the power plug 10 is strongly operated by the user and the locking claw 16 is strongly pressed against the lock bar 23, the red LED 40 blinks. Thus, the user is notified that an abnormality has occurred, that is, the connection between the power supply plug 10 and the inlet cannot be released. When this is caused by the operation of the operation unit 17 by the user, it is possible to urge the user to loosen the operation to the operation unit 17 and to prevent the motor 22 from being loaded more than during normal use. .

As described above in detail, according to the present embodiment, the following effects can be obtained.
(1) If the lock bar 23 does not operate for some reason even though the power supply plug 10 should be removable from the inlet portion 5 through the operation of the removal switch 76, this is notified through the red LED 40. Is done. For this reason, it is possible to prompt the user to take some measures such as loosening the operation of the operation unit 17. Therefore, it is possible to prevent the motor 22 from being loaded more than during normal use.

  (2) When the lock bar 23 is in the locked state, the user operates the operation portion 17 of the power supply plug 10 connected to the inlet portion 5 to increase the sliding resistance between the lock bar 23 and the locking claw 16. Even when the motor 22 is driven to displace the lock bar 23 to the unlocked side in the state of being operated, the red LED 40 illuminates to indicate that the connection between the power supply plug 10 and the inlet cannot be released. Inform. As a result, measures such as loosening the operation of the operation unit 17 by the user can be promoted, and the load applied to the motor 22 over normal use can be removed. Moreover, it becomes easy to make a user recognize that it is abnormal by making the lock alert mode at the time of abnormality into the alert mode (red LED 40 blinking) different from a normal lock alert mode (red LED 40 lighting).

  (3) By using the red LED 40 and the blue LED 41, it is possible to recognize at a glance the connection and disconnection possible state of the power supply plug 10 and the inlet portion 5 and the connection and disconnection impossible state of both. Red and blue are colors that are also used in general traffic lights. The meaning of NG for red and OK for blue is widely recognized and is easily recognized by the user.

In addition, you may change the said embodiment as follows.
-In above-mentioned embodiment, although red LED40 and blue LED41 were used as an alerting | reporting means, you may use other alerting | reporting means, such as LED of another color, another kind of light source, a sound, and a vibration. For example, the light source provided in the vehicle or the portable device may be blinked (lighted), or an alarm sound may be generated from a speaker provided in the vehicle or the portable device. Moreover, the portable device may be vibrated by incorporating a small motor in the portable device and operating it. Further, these different notification means may be used in combination.

  In the above embodiment, the red LED 40 and the blue LED 41 are provided in the inlet portion 5, but may be provided in the power supply plug 10, or may be provided in the electronic key 80. Moreover, you may provide in these several places and make it easy to visually recognize by a user.

  In the above embodiment, the control of the lock device 20 when charging the battery 4 from the external power source 61 is performed by the charging ECU 75, but the verification ECU 71 may perform the control. Further, an ECU dedicated to the locking device 20 may be provided in the case main body 32. Each ECU and the motor 22 are controlled by this ECU.

  In the above embodiment, the blue LED 41 may be omitted. That is, only the red LED 40 is provided. In this case, for example, the process of step S5 in the flowchart of FIG. Even in this way, the user can recognize whether the locking device 20 is abnormal or normal through lighting or blinking of the red LED 40.

  In the above embodiment, the red LED 40 may be omitted. That is, only the blue LED 41 is provided. In this case, for example, the process of step S5 in the flowchart of FIG. Further, the process of step S9 is to blink or turn off the blue LED. Even in this way, the user can recognize whether the locking device 20 is abnormal or normal through the lighting or blinking of the blue LED 41.

  -In the said embodiment, what is necessary is just a different notification aspect in the notification aspect of step S5 which shows a normal operation state, and the notification aspect of step S9 which shows an abnormal state in the flowchart of FIG. For example, the process of step S9 may be set to turn on the red LED 40, the process of step S5 may be set to turn on the red LED 40, and the like. Thus, if the notification mode is different between the normal operation and the abnormal time, the user can recognize that fact.

  -In above-mentioned embodiment, it is good also as lighting of red LED40 in both step S5, S9. That is, it is good also as the alerting | reporting aspect at the time of normal operation and the time of abnormality. In the case of an abnormality, since the red LED 40 continues to be lit continuously, the user can recognize that it is abnormal.

  In the above embodiment, the driving force of the motor 22 is transmitted to the stopper 26 via the transmission member 25. However, the transmission member 25 may be omitted and the motor 22 may directly drive the stopper 26.

In the above embodiment, the Hall elements 39 and 40 may be one Hall element that outputs linearly.
In the above embodiment, the Hall elements 39 and 40 may be magnetic detection elements such as MR.

  In the above embodiment, the Hall elements 39 and 40 may be detection elements that detect the position of the stopper 26. That is, the detection element is not limited to a magnetic type, and may be an optical type, a capacitance type, or the like.

-In above-mentioned embodiment, although the inlet part 5 was provided in the front right side surface of the vehicle 1, you may provide not only in this but in a rear side surface, a vehicle front surface, etc.
-In above-mentioned embodiment, although the latching claw 16 was provided in the upper part of the fitting part 14 of the electric power plug 10, it should be provided not only on one side but in multiple places, such as up and down, with the fitting part 14 in between. Also good.

In the above embodiment, the locking claw 16 is formed on the power supply plug 10 and the engaging portion 21 is formed on the inlet portion 5, but the reverse may be possible.
In the above embodiment, the buffer bar 23a is formed in the lock bar 23, but it may be a recess instead of a hole.

In the above embodiment, the motor 22 is used as the driving means, but other driving means such as a rotary solenoid may be used.
In the above embodiment, the electronic key system 70 may employ, for example, an immobilizer system that uses a transponder as an ID code source.

  In the above embodiment, the frequency of the radio wave used in the electronic key system 70 is not necessarily limited to LF or UHF, and other frequencies can be used. Further, the frequency when radio waves are transmitted from the vehicle 1 to the electronic key 80 and the frequency when radio waves are returned from the electronic key 80 to the vehicle 1 are not necessarily limited to different ones, and these may be the same frequency.

  In the above embodiment, user authentication is not necessarily limited to key authentication using the electronic key 80, and other authentication such as biometric authentication may be applied. For example, the locking state of the locking device 20 may be switched according to the locking state of the door through the mechanical key.

  In the above embodiment, the present invention is applied to the inlet portion 5 of the plug-in hybrid vehicle 1, but the present invention is not limited to the plug-in hybrid vehicle and may be applied to an inlet portion of an electric vehicle.

  -In above-mentioned embodiment, if the locking device 20 of this example is not necessarily applied only to the vehicle 1, if the apparatus and apparatus which have a rechargeable battery are used, the employer will not be specifically limited.

Next, the technical idea that can be grasped from the above embodiment and other examples will be described below.
(A) In the power plug locking device according to any one of claims 1 to 4, the notification means notifies that the lock member is in the unlock position. Locking device.

  According to this configuration, the user can recognize that the locking claw and the lock member are not engaged. Therefore, the user can connect the power supply plug and the inlet with peace of mind or cancel the connection between the two.

  (B) In the locking device for the power supply plug according to any one of claims 1 to 4, when the lock member is about to be displaced to the unlock position but is not displaced, the notification is made. The means notifies the fact in a mode different from the mode in which the normal locked state / unlocked state is notified.

  According to this configuration, the user can recognize that the lock member that is about to be displaced to the unlock position is in a state where it cannot be displaced. Therefore, the user can remove the factor that cannot displace the lock member to the unlock position.

T ... drive time, T1 ... predetermined time, 1 ... vehicle, 2 ... drive wheel, 3 ... hybrid system, 4 ... battery, 5 ... inlet part, 5a ... inlet body, 5b ... cylindrical part, 5c ... slope, 6 ... converter DESCRIPTION OF SYMBOLS 10 ... Feed plug, 11 ... Plug main body, 11a ... Base end, 11b ... Tip, 12 ... Cable, 13 ... Grip part, 14 ... Insertion part, 15, 29 ... Connection terminal, 16 ... Locking claw, 17 ... Operation part, 20 ... Lock device, 21 ... Engagement part, 21a ... Engagement recess, 21b ... Inner surface, 22 ... Motor, 22a ... Drive shaft, 23 ... Lock bar, 23a ... Buffer hole, 23b ... Gap, 23c ... Spring Mounting portion, 24 ... bearing, 25 ... transmission member, 25a ... male screw portion, 25b, 25c ... end, 26 ... stopper, 26a ... female screw portion, 26b ... magnet housing portion, 26d ... rail, 27 ... magnet, 28 ... Spring, 31 ... 32, case main body, 32a ... motor housing, 32b ... member housing, 32c ... partition wall, 32d ... through hole, 32f ... rail groove, 32g ... lock bar guide groove, 32h ... guide surface, 32k ... projecting Hole, 33 ... first lid, 34 ... second lid, 34a ... bearing, 34b ... concave, 35 ... connector, 36 ... screw, 37 ... base, 38 ... first hall element, 39 ... second hall element , 40 ... Red LED, 41 ... Blue LED, 61 ... External power supply, 62 ... Charging device, 70 ... Electronic key system, 71 ... Verification ECU, 71a, 81a ... Memory, 72 ... Outside LF transmitter, 73 ... Inside LF transmission 74 ... UHF receiver, 75 ... charge ECU, 75a ... timer, 76 ... switch, 80 ... electronic key, 81 ... communication control unit, 82 ... LF receiver, 83 ... UHF transmitter.

Claims (4)

When the power supply plug and the inlet provided in the power supply target are connected, the connection state between the two is maintained by the engagement of the engaging claw provided on one of the two and the engaging portion provided on the other. On the other hand, in conjunction with the operation of the operation portion provided in the power supply plug, the connection of the both can be released by the displacement of the locking claw in the direction in which the engagement with the engagement portion is released,
Between a lock position that restricts displacement in a direction in which the engagement of the locking claw with the engaging portion is released by a driving force of a driving source and an unlock position that allows the displacement of the locking claw. In the locking device for the power supply plug provided with the displacement locking member,
When the lock member is displaced from the lock position to the unlock position within a predetermined time set to a time sufficient for the lock member to be displaced from the lock position to the unlock position, the lock member is A notification for notifying that the lock member cannot be normally displaced when the predetermined time has elapsed while the lock member is being displaced from the lock position to the unlock position, respectively. A power supply plug locking device comprising means. The power plug locking device according to claim 1,
The power supply plug locking device, wherein the notification means notifies that the lock member is in the lock position. The power plug locking device according to claim 1 or 2,
The notification means is a light source,
The light source is provided near the power plug, the inlet, or the inlet, and notifies that the lock member is at least in the locked position through lighting or blinking. The power plug locking device according to claim 1 or 2,
The power supply target is a vehicle,
The lock position of the lock member is also a position that regulates the connection between the power supply plug and the inlet through engagement with the locking claw,
The locking device for a power supply plug, wherein the lock member is displaced from the unlock position to the lock position after the connection between the power supply plug and the inlet is released.

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