WO2010150360A1 - 電動車両の充電制御装置 - Google Patents
電動車両の充電制御装置 Download PDFInfo
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- WO2010150360A1 WO2010150360A1 PCT/JP2009/061445 JP2009061445W WO2010150360A1 WO 2010150360 A1 WO2010150360 A1 WO 2010150360A1 JP 2009061445 W JP2009061445 W JP 2009061445W WO 2010150360 A1 WO2010150360 A1 WO 2010150360A1
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- control
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- electric vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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Definitions
- the present invention relates to a charge control device for an electric vehicle, and more particularly, to a charge control device used for charging an electric vehicle configured to be able to charge a power storage device for driving a vehicle from a power source outside the vehicle. .
- electric vehicles such as electric vehicles, hybrid vehicles, and fuel cell vehicles have attracted attention as environmentally friendly vehicles. These electric vehicles are equipped with an electric motor that generates a driving force and a power storage device that stores electric power supplied to the electric motor.
- a hybrid vehicle is a vehicle equipped with an internal combustion engine as a power source together with an electric motor
- a fuel cell vehicle is a vehicle equipped with a fuel cell as a DC power source for driving the vehicle.
- a technique for charging a power storage device for driving the vehicle with a commercial power source having high power generation efficiency has been proposed.
- a technique for charging a power storage device mounted on an electric vehicle with a commercial power source for example, a relatively low voltage supply source such as 100 V or 200 V supplied to a general household has attracted attention.
- SAE Electric Vehicle Conductive Charge Coupler SAE Electric Vehicle Conductive Charge Coupler
- Non-Patent Document 1 describes the standard for vehicle inlets and connectors for charging. It is recommended that a charging cable and a connector can be used in common between different vehicles.
- a control pilot is defined as a control line that connects an EVSE (Electric Vehicle Supply Equipment) control circuit that supplies power to the vehicle from the premises wiring and a vehicle grounding unit via a control circuit on the vehicle side. Based on the pilot signal communicated via the line, the connection state of the charging cable, the availability of power supply from the power source to the vehicle, the rated current of EVSE, and the like are determined.
- EVSE Electric Vehicle Supply Equipment
- SAE Electric Vehicle Conductive Charge Coupler SAE Electric Vehicle Conductor Charge Coupler
- SAE Standards SAE International, November 2001
- SA Electric Vehicle Conductive Charge Coupler As a method for detecting that the charging connector is connected to the vehicle inlet, a signal for operating the EV charge controller and interlocking the EV drive interlock system is used. It is prescribed to prepare. Therefore, when the charging connector is connected to the vehicle inlet, a signal generation circuit for generating a signal indicating the connection state of the charging cable is provided, and the connection between the electric vehicle and the charging cable is determined based on the generated signal. Configuration is being considered.
- pilot signal is an essential signal in charge control of the electric vehicle, it is extremely important in the electric vehicle to detect abnormality of the pilot signal, in particular, to detect disconnection or short circuit of the control line through which the pilot signal is communicated. It is.
- the present invention has been made to solve such a problem, and an object thereof is to provide an electric vehicle capable of detecting a connection state of a charging cable and a state of a control line through which a pilot signal is communicated with a simple configuration. It is providing the charging control apparatus.
- the charging control device for an electric vehicle is configured to be able to charge the power storage device mounted on the electric vehicle from a power source outside the vehicle.
- the charging control device for an electric vehicle includes a charging cable for connecting a power source to the electric vehicle, a charging port provided in the electric vehicle and configured to be able to connect the charging cable, and provided in the electric vehicle and transmitted from the charging cable. And a control device that receives a control signal indicating information on the electric power supplied to the electric vehicle.
- the charging cable includes a charging connector configured to be connectable to a charging port, a plug configured to be connectable to a power source, and an electric wire portion provided between the charging connector and the plug.
- the electric wire portion includes a power line for supplying power from the power source to the electric vehicle, a control line for communicating a control signal, and a ground line connected to the vehicle ground.
- the control device is configured to be able to supply voltage to the control line, and detects the connection state of the charging cable and the state of the control line based on the potential of the control signal according to the presence or absence of voltage supply to the control line.
- the charging connector is configured to electrically connect the control line and the ground line in a locked state of the lock button and the lock button for locking the charging connector to the charging port, and in the locked state of the lock button.
- a first switch configured to electrically isolate the line is included. The control device detects the connection state of the charging connector based on the potential of the control signal when no voltage is supplied to the control line.
- control device is configured to supply a voltage to the control line when it is detected that the potential of the control signal is not generated when the voltage is not supplied to the control line.
- the control device detects a short circuit of the control line to the vehicle ground based on the potential of the control signal when a voltage is supplied to the control line.
- the charging cable is configured to generate a control signal and output to the control line, and to form a control line by bypassing the charging apparatus when the plug is not connected to the power source.
- a second switch configured.
- the control device detects the disconnection of the control line and the connection state of the plug based on the potential of the control signal when a voltage is supplied to the control line.
- the charging control device for an electric vehicle further includes a resistance circuit that is mounted on the electric vehicle and configured to change a potential of the control line by being connected to the control line.
- the control device is configured to supply a voltage to the control line when it is detected that the potential of the control signal is not generated when the voltage is not supplied to the control line.
- the control device determines whether the control line is short-circuited to the vehicle ground and the charging connector is connected based on the potential of the control signal according to whether or not the resistance circuit is connected to the control line when voltage is supplied to the control line. To detect.
- the charging cable is configured to generate a control signal and output to the control line, and to form a control line by bypassing the charging apparatus when the plug is not connected to the power source.
- a second switch configured.
- the control device further detects the disconnection of the control line and the connection state of the plug based on the potential of the control signal according to whether or not the resistance circuit is connected to the control line when a voltage is supplied to the control line.
- the charging control device for an electric vehicle further includes an opening provided in the electric vehicle for storing the charging port.
- the charging port includes a third switch that electrically connects the control line and the ground line when the lid of the opening is closed, and electrically separates the control line and the ground line when the lid is open.
- the control device is configured to supply a voltage to the control line when it is detected that the potential of the control signal is not generated when the voltage is not supplied to the control line.
- the control device further detects the open / closed state of the lid based on the potential of the control signal when the voltage is supplied to the control line.
- the electric vehicle charging control device is provided in the electric vehicle and connected to the control line so that the potential of the control line can be changed, and the electric vehicle includes the charging port. And an opening.
- the charging port includes a switching circuit configured to electrically connect the control line and the ground line when the lid of the opening is closed, and to electrically connect the control line and the resistance circuit when the lid is open. .
- the control device further detects the open / close state of the lid and the failure of the switching circuit based on the potential of the control signal according to the presence or absence of voltage supply to the control line.
- the charging cable is configured to generate a control signal and output to the control line, and to form a control line by bypassing the charging apparatus when the plug is not connected to the power source And a second switch.
- the control device Based on the potential of the control signal when a voltage is supplied to the control line, the control device detects a short circuit and disconnection of the control line to the vehicle ground and a connection state of the plug.
- the charging port further includes a first lighting device that can be driven in accordance with a control signal.
- the charging connector further includes a second lighting device that can be driven in response to the control signal.
- a charging control device for an electric vehicle that can detect the connection state of the charging cable and the state of the control line through which the pilot signal is communicated with a simple configuration.
- FIG. 3 is a diagram showing an example of a waveform of a pilot signal CPLT generated by the control pilot circuit shown in FIG. 2.
- 6 is a timing chart of pilot signals and switches at the start of charging. It is the figure which showed the outline of the external appearance of the charging cable according to this Embodiment 1.
- FIG. It is the figure shown about the connection part of a part of charging cable and ECU by the side of a vehicle. It is a figure for demonstrating the state of the charge control apparatus detected by CPU of FIG. It is a figure for demonstrating the state of the charge control apparatus detected by CPU of FIG.
- FIG. It is a circuit diagram which shows the structure of the charge control apparatus of the electric vehicle according to the modification of this Embodiment 1.
- FIG. It is a figure for demonstrating the state of the charge control apparatus detected by CPU of FIG. It is a figure for demonstrating the state of the charge control apparatus detected by CPU of FIG. It is a circuit diagram which shows the structure of the charge control apparatus of the electric vehicle according to this Embodiment 2.
- FIG. It is a figure for demonstrating the state of the charge control apparatus detected by CPU of FIG.
- It is a circuit diagram which shows the structure of the charge control apparatus of the electric vehicle according to the modification of this Embodiment 2.
- FIG. It is a figure for demonstrating the state of the charge control apparatus detected by CPU of FIG.
- FIG. It is a circuit diagram which shows the structure of the charge control apparatus of the electric vehicle according to this Embodiment 3.
- FIG. It is a figure for demonstrating the state of the charge control apparatus detected by CPU of FIG.
- It is a circuit diagram which shows the structure of the charging control apparatus of the electric vehicle according to the modification of this Embodiment 3.
- FIG. It is a figure for demonstrating the state of the charge control apparatus detected by CPU of FIG.
- It is a circuit diagram which shows the structure of the charge control apparatus of the electric vehicle according to this Embodiment 4.
- FIG. It is a circuit diagram which shows the other structure of the charge control apparatus of the electric vehicle according to this Embodiment 4.
- FIG. It is a circuit diagram which shows the structure of the charge control apparatus of the electric vehicle according to this Embodiment 5.
- FIG. 5 It is a circuit diagram which shows the other structure of the charge control apparatus of the electric vehicle according to this Embodiment 5.
- FIG. It is a circuit diagram which shows the other structure of the charge control apparatus of the electric vehicle according to this Embodiment 5.
- FIG. It is a circuit diagram which shows the structure of the charge control apparatus of the electric vehicle according to the modification of this Embodiment 5.
- FIG. 1 is a schematic diagram of a charging control device for electric vehicle 10 according to the present embodiment.
- the configuration of the electric vehicle 10 is not particularly limited as long as the electric vehicle 10 can travel with electric power from a power storage device that can be charged by an external power source.
- the electric vehicle 10 includes, for example, a hybrid vehicle, an electric vehicle, and a fuel cell vehicle.
- electrically powered vehicle 10 includes a power storage device 150 that stores electric power used for generating vehicle driving, and a motor generator for generating driving force (hereinafter also referred to as “MG (Motor Generator)”) 120.
- Motor drive device 180 that drives and controls MG 120 using the electric power stored in power storage device 150, wheels 130 to which the driving force generated by MG 120 is transmitted, and a control device that controls the overall operation of electric vehicle 10 ( (Hereinafter also referred to as “ECU (Electronic Control Unit)”) 170.
- ECU Electronic Control Unit
- electric vehicle 10 is charged with electric power from an external power source, and power converter 160 for charging vehicle inlet 270, relay 190, and power storage device 150 provided on the body of electric vehicle 10 with an external power source.
- Power converter 160 is connected to vehicle inlet 270 through power line ACL 1, ACL 2 through relay 190, and further connected to power storage device 150.
- a voltage sensor 182 is installed between the power lines ACL1 and ACL2. Detection of the voltage (voltage from the external power source) by the voltage sensor 182 is input to the ECU 170. Further, pilot signal CPLT output from charging cable 300 side is input to ECU 170 via vehicle inlet 270.
- the power storage device 150 is a power storage element configured to be chargeable / dischargeable.
- the power storage device 150 is configured by a power storage element such as a secondary battery such as a lithium ion battery or a nickel metal hydride battery, or an electric double layer capacitor.
- the power storage device 150 further includes a voltage sensor (not shown) connected between the power lines connected to the power storage device 150 and a current sensor (not shown) connected to the positive or negative power line. The output voltage and current signal detected by the sensor are input to ECU 170.
- the power converter 160 for charging is controlled by the ECU 170 to transmit AC power from the external power source 402 transmitted via the charging cable 300 via the vehicle inlet 270, the power lines ACL1, ACL2, and the relay 190, to the power storage device. 150 is converted into DC power for charging. Note that the power storage device 150 may be directly charged with the power supplied from the external power supply 402. In this case, the arrangement of the power converter 160 is omitted.
- the motor drive device 180 is controlled by the ECU 170 to convert the stored power of the power storage device 150 into power for controlling the drive of the MG 120.
- MG 120 is configured by a permanent magnet type three-phase synchronous motor
- motor drive device 180 is configured by a three-phase inverter.
- the output torque of MG 120 is transmitted to wheels 130 via a power split mechanism, a speed reducer, etc. (not shown) to drive electric vehicle 10.
- MG 120 can generate electric power by the rotational force of the wheels 130 during the regenerative braking operation of the electric vehicle 10. Then, the generated power can be used as charging power for power storage device 150 using motor drive device 180.
- a necessary vehicle driving force is generated by operating this engine and MG 120 in a coordinated manner.
- the power storage device 150 can be charged using the power generated by the rotation of the engine.
- Charging cable 300 connects between vehicle-side charging connector 310, external power supply-side plug 320, charging circuit breaker (hereinafter also referred to as “CCID (Charging Circuit Interrupt Device)”) 330, and each device. And an electric wire part 340 for inputting and outputting electric power and control signals.
- the electric wire portion 340 includes an electric wire portion 340 a that connects the plug 320 and the CCID 330, and an electric wire portion 340 b that connects the charging connector 310 and the CCID 330.
- the charging connector 310 is configured to be connectable to a vehicle inlet 270 provided on the body of the electric vehicle 10. Inside the charging connector 310, a limit switch for detecting the connection of the charging connector 310 is provided (not shown). One of the limit switches is connected to a control line in charging cable 300 that is grounded on the vehicle side and the external power supply side, and the other is connected to a control pilot line through which pilot signal CPLT is communicated. When charging connector 310 is connected to vehicle inlet 270, the limit switch is activated to electrically connect the control line and the control pilot line.
- the plug 320 is connected to a power outlet 400 provided in a house, for example.
- AC power is supplied to the power outlet 400 from an external power source 402 (for example, a system power source).
- the CCID 330 includes a CCID relay 332 and a control pilot circuit 334.
- the CCID relay 332 is provided on the power line pair in the charging cable 300.
- the CCID relay 332 is on / off controlled by a control pilot circuit 334.
- the CCID relay 332 is turned off, the electric circuit is cut off in the charging cable 300.
- the CCID relay 332 is turned on, power can be supplied from the external power supply 402 to the electric vehicle 10.
- Control pilot circuit 334 outputs pilot signal CPLT to ECU 170 of the vehicle via charging connector 310 and vehicle inlet 270.
- the pilot signal CPLT is a signal for notifying the rated current of the charging cable from the control pilot circuit 334 to the ECU 170 of the vehicle.
- Pilot signal CPLT is also used as a signal for remotely operating CCID relay 332 from ECU 170 based on the potential of pilot signal CPLT operated by ECU 170.
- Control pilot circuit 334 controls CCID relay 332 on / off based on the potential change of pilot signal CPLT. That is, pilot signal CPLT is exchanged between ECU 170 and CCID 330.
- FIG. 2 is a diagram for explaining the charging mechanism shown in FIG. 1 in more detail.
- CCID 330 includes an electromagnetic coil 606, a leakage detector 608, a CCID control unit 610, a voltage sensor 650, and a current sensor 660 in addition to CCID relay 332 and control pilot circuit 334.
- Control pilot circuit 334 includes an oscillator 602, a resistance element R 1, and a voltage sensor 604.
- CCID control unit 610 includes a CPU (Central Processing Unit), a storage device, an input / output buffer, and a display, and inputs / outputs signals to / from each sensor and control pilot circuit 334. At the same time, the charging operation of the charging cable 300 is controlled and managed.
- CPU Central Processing Unit
- the oscillator 602 outputs a non-oscillating signal when the potential of the pilot signal CPLT detected by the voltage sensor 604 is near a specified potential V1 (for example, 12V), and when the potential of the pilot signal CPLT decreases from V1, A signal that oscillates at a frequency (for example, 1 kHz) and a duty cycle is output.
- V1 for example, 12V
- the potential of the pilot signal CPLT can also be operated from the ECU 170 on the vehicle side, as will be described later.
- the duty cycle is set based on the rated current that can be supplied from the external power source 402 to the vehicle via the charging cable.
- FIG. 3 is a diagram showing an example of the waveform of pilot signal CPLT generated by control pilot circuit 334 shown in FIG.
- pilot signal CPLT oscillates at a prescribed period T when the potential of pilot signal CPLT drops from V1 as described above.
- the pulse width Ton of pilot signal CPLT is set based on the rated current that can be supplied from external power supply 402 to electric vehicle 10 via charging cable 300. That is, the rated current is notified from the control pilot circuit 334 to the ECU 170 of the electric vehicle 10 using the pilot signal CPLT by the duty indicated by the ratio of the pulse width Ton to the period T.
- the rated current is determined for each charging cable, and the rated current varies depending on the type of charging cable. Therefore, the duty of pilot signal CPLT is different for each charging cable.
- the ECU 170 of the electric vehicle 10 can detect the rated current that can be supplied from the external power supply 402 to the vehicle via the charging cable 300 based on the duty of the pilot signal CPLT received via the control pilot line L1.
- control pilot circuit 334 supplies a current to electromagnetic coil 606.
- V3 for example, 6V
- the electromagnetic coil 606 generates an electromagnetic force and turns on the CCID relay 332.
- Leakage detector 608 is provided on the power line pair of the charging cable inside CCID 330 and detects the presence or absence of a leak. Specifically, leakage detector 608 monitors the equilibrium state of currents flowing in opposite directions to the power line pair, and detects the occurrence of leakage when the equilibrium state breaks down. Although not particularly illustrated, when leakage is detected by leakage detector 608, power supply to electromagnetic coil 606 is cut off and CCID relay 332 is turned off.
- the voltage sensor 650 detects that the plug 320 on the external power supply side of the charging cable 300 is inserted into the power outlet 400 and connected to the external power supply 402, and notifies the CCID control unit 610.
- Current sensor 660 detects that charging of electric vehicle 10 from external power supply 402 is actually started by detecting a charging current flowing through the power line, and notifies CCID control unit 610 of the fact.
- ECU 170 includes a resistance circuit 502, a voltage generation circuit 514, an input buffer 504, and a CPU 508.
- the resistance circuit 502 includes pull-down resistors R2 and R3 and switches SW1 and SW2.
- Pull-down resistor R2 and switch SW1 are connected in series between control pilot line L1 through which pilot signal CPLT is communicated and vehicle ground 512.
- Pull-down resistor R 3 and switch SW 2 are connected in series between signal line L 3 branched from control pilot line L 1 inside vehicle inlet 270 and ground line L 3 connected to vehicle ground 512. Note that branching of the signal line L3 from the control pilot line L1 is realized by a switching circuit 272 provided in a vehicle inlet 270 described later.
- the switches SW1 and SW2 are turned on / off according to control signals S1 and S2 from the CPU 508, respectively.
- This resistance circuit 502 is a circuit for operating the potential of the pilot signal CPLT from the vehicle side. That is, when charging connector 310 is connected to vehicle inlet 270, switch SW2 is turned on in response to control signal S2, and resistance circuit 502 causes pilot signal CPLT to have a prescribed potential V2 (for example, 9 V) by pull-down resistor R3. To lower. Further, when the relay welding check or the like is completed in electric vehicle 10, switch SW1 is turned on in response to control signal S1, and resistance circuit 502 sets pilot signal CPLT to a prescribed potential V3 (for example, pull-down resistors R2 and R3). 6V). Thus, by operating the potential of pilot signal CPLT using resistance circuit 502, CCID relay 332 can be remotely operated from ECU 170.
- the CCID control unit 610 can detect that the plug 320 of the charging cable 300 is connected to the power outlet 400. it can. Further, by detecting that the potential of the pilot signal CPLT changes from the predetermined potential V1 to V2, the CCID control unit 610 connects the charging connector 310 of the charging cable 300 to the vehicle inlet 270 of the electric vehicle 10. Can be detected.
- Voltage generation circuit 514 includes a power supply node 510, a pull-up resistor R4, and a switch SW4. Pull-up resistor R4 and switch SW4 are connected in series between power supply node 510 and control pilot line L1. The switch SW4 is turned on / off in response to a control signal CHK from the CPU 508.
- the control signal CHK is a signal issued from the CPU 508 in order to detect the connection state of the charging cable 300 and the state of the control pilot line L1.
- switch SW4 When switch SW4 is turned on in response to an H (logic high) level control signal CHK, the voltage determined by the voltage at power supply node 510 and the pull-down resistor connected to pull-up resistor R4 and ground line L2 becomes the control pilot line. Occurs at L1.
- the pull-down resistor connected to the ground line L2 varies depending on the connection state of the charging cable 300, as will be described later. Therefore, the potential of the pilot signal CPLT changes according to the connection state of the charging cable 300. Further, the potential of pilot signal CPLT also changes depending on the state of control pilot line L1. Therefore, by monitoring the potential of the control pilot line L1, it is possible to detect the connection state of the charging cable 300 and the state of the control pilot line L1.
- a limit switch 312 and a pull-down resistor R6 are connected in series between the control pilot line L1 and the ground line L2.
- Limit switch 312 electrically connects control pilot line L1 and ground line L2 in accordance with the operation of a lock button (not shown) that locks charging connector 310 to vehicle inlet 270.
- a switching circuit 272 and a pull-down resistor R7 are connected in series between the control pilot line L1 and the ground line L2.
- Switching circuit 272 is configured to be able to connect control pilot line L1, signal line L3, and pull-down resistor R7 in accordance with the open / close state of a charging lid (not shown).
- the CPU 508 determines the connection between the external power source 402 and the electric vehicle 10 based on the pilot signal CPLT. Specifically, CPU 508 detects the connection between plug 320 and power outlet 400 based on whether or not pilot signal CPLT received from input buffer 504 is input. CPU 508 detects connection between vehicle inlet 270 and charging connector 310 based on the potential of pilot signal CPLT received from input buffer 504. Further, CPU 508 detects the state of control pilot line L1 based on the potential of pilot signal CPLT. The state of the control pilot line L1 includes disconnection and short circuit of the control pilot line L1.
- the CPU 508 activates the control signal S2.
- pilot signal CPLT oscillates as the potential of pilot signal CPLT drops from V1.
- CPU 508 detects a rated current that can be supplied from external power supply 402 to electric vehicle 10 based on the duty cycle of pilot signal CPLT.
- the CPU 508 When the rated current is detected, the CPU 508 activates the control signal S1. As a result, the potential of pilot signal CPLT drops to V3, and CCID relay 332 is turned on in CCID 330. Thereafter, the CPU 508 turns on the relay 190 (FIG. 1). Thereby, AC power from external power supply 402 is applied to power converter 160 (FIG. 1) for charging, and preparation for charging power storage device 150 (FIG. 1) from external power supply 402 is completed. Then, the CPU 508 outputs a control signal to the charging power converter 160 (FIG. 1) to perform power conversion, thereby charging the power storage device 150 (FIG. 1).
- FIG. 4 is a timing chart of pilot signal CPLT and switches SW1, SW2 at the start of charging.
- control pilot circuit 334 receives the power from external power source 402 and pilot signal is transmitted to control pilot circuit 334.
- CPLT is generated.
- pilot signal CPLT a voltage in which a prescribed potential V1 (for example, 12V) is divided by resistance element R1 of control pilot circuit 334 and pull-down resistor R6 of charging connector 310 is generated. Pilot signal CPLT is in a non-oscillating state. By detecting that the potential of pilot signal CPLT changes to the divided potential, CCID control unit 610 can detect that plug 320 is connected to power outlet 400.
- V1 for example, 12V
- CCID control unit 610 can detect that charging connector 310 is connected to vehicle inlet 270. At time t4, control pilot circuit 334 oscillates pilot signal CPLT.
- the CPU 508 detects the rated current based on the duty of the pilot signal CPLT. Thereafter, when preparation for charging control on the vehicle side is completed, the switch SW1 is turned on by the CPU 508 at time t5. Then, the potential of pilot signal CPLT is further lowered to V3 (for example, 6V) by pull-down resistors R2 and R3 of resistance circuit 502.
- V3 for example, 6V
- the potential change of the pilot signal CPLT shown in FIG. 4 is standardized by SAE Standards, so that different manufacturers and automobiles have the same potential change when charging. Be controlled. Therefore, it is possible to share the charging cable between different manufacturers and automobiles.
- pilot signal CPLT corresponds to “control signal”
- control pilot line L1 corresponds to “control line”
- ground line L2 corresponds to “ground line”.
- FIG. 5 is a diagram showing an outline of the appearance of charging cable 300 according to the first embodiment.
- charging cable 300 includes a plug 320 for connecting to a power source outside the vehicle, CCID 330, electric wire portion 340, and charging connector 310.
- Charging connector 310 has a connecting portion 713 that connects to the vehicle.
- the charging connector 310 is connected to one end of the electric wire portion 340.
- a plug 320 is connected to the other end of the electric wire portion 340 as a connection unit for connecting to a power source.
- a CCID 330 is provided between the charging connector 310 and the plug 320 in the electric wire portion 340.
- the charging connector 310 is provided with a lock button 712.
- a locking mechanism (not shown) is provided so that once the charging connector 310 is connected to the vehicle, the charging connector 310 does not come out even if a force is applied to pull it out thereafter.
- the lock button 712 is pressed, the connected charging connector 310 can be separated from the vehicle.
- FIG. 6 is a diagram illustrating a connection portion between a part of the charging cable 300 and the ECU 170 on the vehicle side.
- FIG. 6 simply shows a part of the configuration shown in FIG.
- charging cable 300 includes a charging connector 310 configured to be connectable to vehicle inlet 270, a plug 320 for connecting to an external power source, CCID 330, CCID 330 and charging connector 310. And an electric wire portion provided therebetween.
- the electric wire portion includes a power line (not shown) for supplying power from the power source to the electric vehicle 10, a control pilot line L1 for communicating the pilot signal CPLT, and a ground line L2 connected to the vehicle ground 512. Including.
- CCID 330 the oscillator 602 outputs a non-oscillating signal when the potential of the pilot signal CPLT detected by the voltage sensor 604 (FIG. 2) is near a specified potential V1 (for example, 12V).
- CCID 330 includes a switch 612 for bypassing oscillator 602 to form control pilot line L1.
- the switch 612 is configured to be turned on when the plug 320 is not connected to the power outlet 400 (FIG. 2) and to be turned off when the plug 320 is connected to the power outlet 400.
- the charging connector 310 includes a lock button 712 that locks the charging connector 310 to the vehicle inlet 270, and a limit switch 312 that electrically connects the control pilot line L1 and the ground line L2 in accordance with the operation of the lock button 712.
- the lock button 712 can be operated in a locked state and a released state. When the lock button 712 is pressed, the lock button is in a released state, and the charging connector 310 can be detached from the vehicle. When the lock button 712 is released, the lock button 712 is locked, and if the charging connector 310 is connected to the vehicle inlet 270, the charging connector 310 is locked so as not to come off. Limit switch 312 electrically connects control pilot line L1 and ground line L2 in the released state, and electrically separates control pilot line L1 and ground line L2 in the locked state.
- the limit switch 312 is turned off and the control pilot line L1 and the ground line L2 are electrically separated. As a result, the potential of the control pilot line L1 increases to the specified potential V1.
- a vehicle inlet 270 configured to be connectable to the charging connector 310 and an ECU 170 that receives a pilot signal CPLT transmitted from the charging cable 300 are provided.
- Vehicle inlet 270 includes a switching circuit 272 and a pull-down resistor R7 connected in series between control pilot line L1 and ground line L2.
- the switching circuit 272 is configured to be able to switch the connection between the control pilot line L1, the ground line L2, and the signal line L3 in accordance with the open / close state of the charging lid 280. Specifically, when switching circuit 272 is controlled to the I side, control pilot line L1 is electrically connected to ground line L2. In contrast, when switching circuit 272 is controlled to the II side, control pilot line L1 is electrically connected to signal line L3.
- the charging lid 280 constitutes a lid for preventing water or dust from entering the vehicle inlet 270, and is opened by a charging lid opener motor (not shown) as an example.
- the charging lid opener motor is a small electric motor, and opens the charging lid 280 when receiving an opening command from the CPU 508.
- the opening command is a signal issued from the CPU 508 when a charging lid opener switch provided inside the vehicle is turned on.
- the switching circuit 272 is controlled to the I side when the charging lid 280 is closed, and is controlled to the II side when the charging lid 280 is open. Note that the resistance circuit 502 in the ECU 170 is connected between the signal line L3 branched from the control pilot line L1 and the ground line L2 by controlling the switching circuit 272 to the II side.
- the CPU 508 is configured to be able to operate the potential of the pilot signal CPLT using the voltage generation circuit 514 and the resistance circuit 502, the charging as described below is performed by appropriately driving these circuits.
- the connection state of the cable 300 and the state of the control pilot line L1 can be detected in detail.
- FIG. 7 and 8 are diagrams for explaining the state of the charging control device detected by the CPU 508 in FIG.
- FIG. 7 shows the relationship between the potential of the pilot signal CPLT and the state of the charge control device when the switch SW4 of the voltage generation circuit 514 is off and the switch SW2 of the resistance circuit 502 is off.
- the switch SW4 is turned off in response to the L level control signal CHK from the CPU 508, and the switch SW2 is turned off in response to the L level control signal S2 from the CPU 508.
- the potential of the pilot signal CPLT is changed from the specified potential V1 to the resistance element R1 in the CCID 330 and the vehicle inlet.
- the voltage is lowered to the potential divided by the pull-down resistor R7 in 270.
- limit switch 312 is turned on when charging connector 310 is not locked to vehicle inlet 270 (hereinafter also referred to as a semi-fitted state). is doing. Therefore, the potential of pilot signal CPLT decreases to a potential obtained by dividing predetermined potential V1 by resistance element R1 in CCID 330 and pull-down resistor R6 in charging connector 310.
- limit switch 312 When the potential of pilot signal CPLT has been reduced as described above even though charging connector 310 is not in the half-fitted state, limit switch 312 is fixed on (is welded in the on state). Can be judged.
- FIG. 8 shows the relationship between the potential of pilot signal CPLT and the state of the charge control device when switch SW4 of voltage generation circuit 514 is turned on.
- the switch SW4 is turned on in response to an H level control signal CHK from the CPU 508.
- the bypass switch 612 in the CCID 330 is turned on, so that the potential of the pilot signal CPLT is pulled with the voltage V4 of the power node 510.
- the potential is determined by the up resistor R4 and the resistance element R1 in the CCID 330.
- control pilot line L1 is short-circuited to the vehicle ground 512 (GND short-circuit)
- the potential of the pilot signal CPLT becomes the ground level.
- pilot signal CPLT is the same level as voltage V4 of power supply node 510, that is, when there is no voltage drop in pilot signal CPLT
- CPU 508 further controls control signal of H level. By outputting S2, the switch SW3 of the resistance circuit 502 is turned on. Thereby, the factor can be separated.
- pilot signal CPLT is a potential determined by voltage V4 of power supply node 510, pull-up resistor R4, and pull-down resistor R3 of resistor circuit 502.
- control pilot line L1 is disconnected, the potential of pilot signal CPLT maintains the same level as voltage V4 of power supply node 510.
- CPU 508 monitors the potential of pilot signal CPLT communicated via control pilot line L1, and compares the potential of pilot signal CPLT with the relationship shown in FIGS. 7 and 8, thereby connecting charging cable 300.
- the state of the control pilot line L1 can be detected.
- the charging connector 310 is in the half-fitted state, it is possible to prevent the charging control of the electric vehicle from being started.
- FIG. 9 is a circuit diagram showing a configuration of a charging control apparatus for an electric vehicle according to a modification of the first embodiment.
- the charge control device according to the present modification is different from the charge control device shown in FIG. 6 in that it includes CCID 330 ⁇ / b> A instead of CCID 330.
- oscillator 602 outputs a non-oscillating signal when the potential of pilot signal CPLT detected by voltage sensor 604 (FIG. 2) is in the vicinity of a prescribed potential V1 (for example, 12V).
- V1 for example, 12V.
- CCID 330A is different from CCID 330 in FIG. 6 in that it does not include a switch 612 for bypassing oscillator 602 to form control pilot line L1.
- the CPU 508 can detect the state shown in FIGS. 10 and 11 by monitoring the potential of the pilot signal CPLT. Become.
- FIG. 10 and 11 are diagrams for explaining the state of the charging control device detected by the CPU 508 in FIG.
- FIG. 10 shows the relationship between the potential of pilot signal CPLT and the state of the charge control device when switch SW4 of voltage generation circuit 514 is off and switch SW2 of resistance circuit 502 is off.
- 11 shows the relationship between the potential of the pilot signal CPLT and the state of the charge control device when the switch SW4 of the voltage generation circuit 514 is turned on.
- FIG. 10 the relationship shown in FIG. 10 is the same as the relationship shown in FIG. Also in FIG. 10, when no voltage is supplied from CCID 330A, no potential is generated in control pilot line L1, and the potential of pilot signal CPLT is at the ground level.
- CPU 508 drives voltage generation circuit 514 (that is, by switching control signal CHK to H level) to generate a voltage on control pilot line L1. Thereby, as shown in FIG. 11, it becomes possible to isolate the factor.
- pilot signal CPLT when the potential of pilot signal CPLT is at the same level as voltage V4 of power supply node 510, that is, when no voltage drop occurs in pilot signal CPLT, CPU 508 further outputs control signal S2 of H level. As a result, the switch SW3 of the resistance circuit 502 is turned on. Thereby, the factor can be separated.
- the potential of pilot signal CPLT is a potential determined by voltage V4 of power supply node 510, pull-up resistor R4, and pull-down resistor R3 of resistor circuit 502.
- the potential of pilot signal CPLT maintains the same level as voltage V4 of power supply node 510.
- the terminal for outputting pilot signal CPLT of CCID 330A is in a high impedance state, and therefore the potential of pilot signal CPLT is the same as voltage V4 of power supply node 510. Maintain level.
- CPU 508 monitors the potential of pilot signal CPLT communicated via control pilot line L1, and compares the potential of pilot signal CPLT with the relationship shown in FIG. 10 and FIG. By combining them, the connection state of the charging cable 300 and the state of the control pilot line L1 can be detected. Moreover, when the charging connector 310 is in the half-fitted state, it is possible to prevent the charging control of the electric vehicle from being started.
- the vehicle inlet 270 is provided with the switching circuit 272 that switches the connection according to the open / close state of the charge lid 280, and detects the open / close state of the charge lid 280 based on the potential of the pilot signal CPLT.
- the charging control device for an electric vehicle can be configured as shown in FIG.
- FIG. 12 is a circuit diagram showing a configuration of a charging control device for an electric vehicle according to the second embodiment.
- the charge control device according to the second embodiment is different from the charge control device shown in FIG. 6 in that a vehicle inlet 270 ⁇ / b> A is included instead of vehicle inlet 270.
- the vehicle inlet 270A includes a signal line L3 branched from the control pilot line L1.
- Resistance circuit 502 is connected between signal line L 3 and ground line L 2 connected to vehicle ground 512.
- FIG. 13 is a diagram for explaining the state of the charge control device detected by the CPU 508 of FIG.
- the potential of the pilot signal CPLT is divided by the resistance element R1 in the CCID 330 and the pull-down resistor R6 in the charging connector 310. Drops to potential.
- the CPU 508 outputs an H level control signal CHK to turn on the switch SW4 of the voltage generation circuit 514 to generate a voltage on the control pilot line L1.
- the switch SW4 when the switch SW4 is turned on and the voltage V4 of the power supply node 510 is supplied to the control pilot line L1, when the plug 320 and the power outlet 400 are not connected, the potential of the pilot signal CPLT is The potential is determined by voltage V4 of node 510, pull-up resistor R4, and resistance element R1 in CCID 330.
- control pilot line L1 is short-circuited to the vehicle ground 512 (GND short-circuit)
- the potential of the pilot signal CPLT becomes the ground level.
- pilot signal CPLT when the potential of pilot signal CPLT is the same level as voltage V4 of power supply node 510, that is, when there is no voltage drop in pilot signal CPLT, CPU 508 further controls control signal of H level. By outputting S2, the switch SW3 of the resistance circuit 502 is turned on. At this time, if control pilot line L 1 is disconnected, the potential of pilot signal CPLT maintains the same level as voltage V 4 of power supply node 510. On the other hand, when charging connector 310 and vehicle inlet 270A are not connected, the potential of pilot signal CPLT is determined by voltage V4 of power supply node 510, pull-up resistor R4, and pull-down resistor R3 of resistor circuit 502. It becomes a potential.
- CPU 508 monitors the potential of pilot signal CPLT communicated via control pilot line L1, and compares the potential of pilot signal CPLT with the relationship shown in FIG. Thus, the connection state of charging cable 300 and the state of control pilot line L1 can be detected.
- FIG. 14 is a circuit diagram showing a configuration of a charging control device for an electric vehicle according to a modification of the second embodiment.
- the charge control device according to the present modification is different from the charge control device shown in FIG. 12 in that CCID 330 ⁇ / b> A is included instead of CCID 330.
- CCID 330A oscillator 602 outputs a non-oscillating signal when the potential of pilot signal CPLT detected by voltage sensor 604 (FIG. 2) is in the vicinity of a prescribed potential V1 (for example, 12V).
- V1 for example, 12V.
- CCID 330A differs from CCID 330 in FIG. 12 in that it does not include switch 612 for bypassing oscillator 602 to form control pilot line L1.
- the CPU 508 can detect the state shown in FIG. 15 by monitoring the potential of the pilot signal CPLT.
- FIG. 15 is a diagram for explaining the state of the charge control device detected by the CPU 508 of FIG.
- the potential of pilot signal CPLT is a predetermined potential V1 divided by resistance element R1 in CCID 330A and pull-down resistor R6 in charging connector 310. Drops to potential.
- the CPU 508 outputs an H level control signal CHK to turn on the switch SW4 of the voltage generation circuit 514 to generate a voltage on the control pilot line L1.
- pilot signal CPLT when the potential of pilot signal CPLT is the same level as voltage V4 of power supply node 510, that is, when there is no voltage drop in pilot signal CPLT, CPU 508 further controls control signal of H level. By outputting S2, the switch SW3 of the resistance circuit 502 is turned on. At this time, if control pilot line L 1 is disconnected, the potential of pilot signal CPLT maintains the same level as voltage V 4 of power supply node 510.
- the terminal for outputting pilot signal CPLT of CCID 330A is in a high impedance state, and therefore the potential of pilot signal CPLT is the same as voltage V4 of power supply node 510. Maintain level.
- pilot signal CPLT is determined by voltage V4 of power supply node 510, pull-up resistor R4, and pull-down resistor R3 of resistor circuit 502. It becomes a potential.
- CPU 508 monitors the potential of pilot signal CPLT communicated via control pilot line L1, and compares the potential of pilot signal CPLT with the relationship shown in FIG. The connection state of the charging cable 300 and the state of the control pilot line L1 can be detected.
- FIG. 16 is a circuit diagram showing a configuration of a charging control device for an electric vehicle according to the third embodiment.
- the charge control device according to the third embodiment is different from the charge control device shown in FIG. 6 in that it includes a vehicle inlet 270B instead of vehicle inlet 270.
- Vehicle inlet 270B includes a switch 274 and a pull-down resistor R7 connected in series between control pilot line L1 and ground line L2.
- the switch 274 is controlled to be turned on / off according to the open / close state of the charging lid 280. Specifically, the switch 274 is turned on when the charging lid 280 is closed, and electrically connects the control pilot line L1 and the ground line L2. On the other hand, when charging lid 280 is opened, switch 274 is turned off and electrically separates control pilot line L1 and ground line L2.
- FIG. 17 is a diagram for explaining the state of the charge control device detected by the CPU 508 of FIG.
- the potential of the pilot signal CPLT is divided by the resistance element R1 in the CCID 330 and the pull-down resistor R6 in the charging connector 310. Drops to potential.
- the potential of the pilot signal CPLT decreases to a potential obtained by dividing the specified voltage V1 by the resistor element R1 in the CCID 330 and the pull-down resistor R7 in the vehicle inlet 270B. If it is, it can be determined that the switch 274 is fixed on.
- the CPU 508 outputs an H level control signal CHK to turn on the switch SW4 of the voltage generation circuit 514 to generate a voltage on the control pilot line L1.
- the switch 274 is turned off, so that the potential of the pilot signal CPLT is at the same level as the voltage V4 of the power supply node 510.
- pilot signal CPLT is at the same level as voltage V4 of power supply node 510 even though charging lid 280 is closed, it can be determined that control pilot line L1 is disconnected.
- control pilot line L1 is short-circuited to vehicle ground 512 when the potential of pilot signal CPLT is at the ground level. It can be determined that (GND is short-circuited).
- bypass switch 612 in CCID 330 is turned on, so that the potential of pilot signal CPLT is the voltage V4 of power supply node 510 and pull-up resistor R4. And the resistance element R1 in the CCID 330.
- the CPU 508 monitors the potential of the pilot signal CPLT communicated via the control pilot line L1, and the potential of the pilot signal CPLT shown in FIG. , It is possible to detect the connection state of the charging cable 300 and the state of the control pilot line L1.
- FIG. 18 is a circuit diagram showing a configuration of a charging control device for an electric vehicle according to a modification of the third embodiment.
- the charge control device according to the present modification is different from the charge control device shown in FIG. 16 in that it includes CCID 330 ⁇ / b> A instead of CCID 330.
- CCID 330A differs from CCID 330 in FIG. 16 in that it does not include switch 612 for bypassing oscillator 602 to form control pilot line L1.
- the CPU 508 can detect the state shown in FIG. 19 by monitoring the potential of the pilot signal CPLT.
- FIG. 19 is a diagram for explaining the state of the charge control device detected by the CPU 508 of FIG.
- the potential of pilot signal CPLT is a predetermined potential V1 divided by resistance element R1 in CCID 330A and pull-down resistor R6 in charging connector 310. Drops to potential.
- the potential of the pilot signal CPLT decreases to a potential obtained by dividing the specified voltage V1 by the resistor element R1 in the CCID 330 and the pull-down resistor R7 in the vehicle inlet 270B. If it is, it can be determined that the switch 274 is fixed on.
- the CPU 508 outputs an H level control signal CHK to turn on the switch SW4 of the voltage generation circuit 514 to generate a voltage on the control pilot line L1.
- the switch 274 is turned off, so that the potential of the pilot signal CPLT is at the same level as the voltage V4 of the power supply node 510.
- pilot signal CPLT is at the same level as voltage V4 of power supply node 510 even though charging lid 280 is closed, it can be determined that control pilot line L1 is disconnected.
- the terminal for outputting pilot signal CPLT of CCID 330A is in a high impedance state, and therefore the potential of pilot signal CPLT is the same as voltage V4 of power supply node 510. Maintain level.
- control pilot line L1 is short-circuited to vehicle ground 512 when the potential of pilot signal CPLT is at the ground level. It can be determined that (GND is short-circuited).
- the configuration in which the switch 274 in the vehicle inlet 270B is turned on / off according to the open / close state of the charging lid 280 has been described.
- the on / off is performed according to the control signal output from the CPU 508.
- the switch 274 is turned on by a control signal from the CPU 508 until the connection between the charging connector 310 and the vehicle inlet 270B is detected.
- the control signal from the CPU 508 is detected. Configured to be turned off by.
- the CPU 508 can detect disconnection or short circuit of the control pilot line L1.
- a lighting device for displaying the execution state of charging of the power storage device is attached to the charge control device according to the first embodiment.
- the power for the lighting device is supplied using existing wiring.
- FIG. 20 is a circuit diagram showing a configuration of a charging control apparatus for an electric vehicle according to the fourth embodiment.
- the charge control device according to the fourth embodiment is different from charge control device shown in FIG. 6 in that it includes vehicle inlet 270 ⁇ / b> C instead of vehicle inlet 270.
- Vehicle inlet 270C includes a switching circuit 272 connected in series between control pilot line L1 and ground line L2, pull-down resistor R7, and lighting device W1.
- the lighting device W1 is provided on the signal line L3.
- the lighting device W1 is constituted by, for example, a lamp using a light emitting diode element, and displays a lighting / flashing / extinguishing state.
- the switch SW2 is turned on after the timing when the connection between the charging connector 310 and the vehicle inlet 270C is detected (see FIG. 4). Therefore, the lighting device W1 is lit by receiving the potential of the pilot signal CPLT via the signal line L3. Since the potential of pilot signal CPLT is lowered to the ground level when the power storage device is not charged, lighting device W1 is turned off. That is, the lighting device W1 functions as a display unit that displays an execution state of charging of the power storage device.
- the pilot signal CPLT that is standardized for charging the electric vehicle to light the lighting device W1
- FIG. 21 is a circuit diagram showing another configuration of the charging control apparatus for an electric vehicle according to the fourth embodiment.
- the charge control device according to the modification of the fourth embodiment is different from the charge control device shown in FIG. 12 in that it includes a vehicle inlet 270D instead of vehicle inlet 270A.
- Vehicle inlet 270D includes a signal line L3 branched from control pilot line L1, and a lighting device W1 provided on signal line L3.
- the lighting device W1 when the switch SW2 of the resistance circuit 502 is turned on in response to the detection of the connection between the charging connector 310 and the vehicle inlet 270D, the lighting device W1 subsequently transmits the pilot signal CPLT. Turns on when receiving electric potential. That is, the lighting device W1 functions as a display unit that displays an execution state of charging of the power storage device.
- the lighting control device in order to support charging of the electric vehicle at night, the lighting control device is attached to the charging connector in the charging control device according to the first embodiment.
- the power for the lighting device is supplied using existing wiring.
- FIG. 22 is a circuit diagram showing a configuration of a charging control apparatus for an electric vehicle according to the fifth embodiment.
- the charging control device according to the fourth embodiment is different from charging control device shown in FIG. 6 in that charging connector 310 is included instead of charging connector 310.
- the charging connector 310A includes a limit switch 312, a pull-down resistor R6, and a lighting device W2 connected in series between the control pilot line L1 and the ground line L2.
- the limit switch 312 is turned on when the lock button 712 is in the released state, that is, when the charging connector 310A is not locked to the vehicle inlet 270.
- the lighting device W2 is turned on in response to the potential of the pilot signal CPLT.
- the lighting device W2 is provided so as to illuminate the same direction as the direction in which the connecting portion 713 (FIG. 5) of the charging connector 310A is connected. Therefore, the lighting device W2 functions as illumination that illuminates the vehicle inlet 270.
- lighting device W2 is lit using pilot signal CPLT can also be applied to the charge control devices according to the second and third embodiments.
- 23 and 24 show another configuration of the charging control apparatus for an electric vehicle according to the fifth embodiment. In these configurations, when charging connector 310A is not locked to vehicle inlet 270A (or 270B), lighting device W2 is lit by receiving the potential of pilot signal CPLT.
- a lighting device can be provided on a signal line for communicating the control signal.
- FIG. 25 is a circuit diagram showing a configuration of a charging control device for an electric vehicle according to a modification of the fifth embodiment.
- the charge control device according to the modification of the fifth embodiment is different from the charge control device shown in FIG. 18 in that it includes a vehicle inlet 270C instead of vehicle inlet 270B.
- the switch 274 is turned on / off by a control signal from the CPU 508.
- the signal line L4 for communicating the control signal is connected to a drive coil (not shown) of the switch 274.
- the switch 274 is configured to be turned off when an operating current as a control signal flows to the drive coil via the signal line L4.
- a lighting device W1 is provided on the signal line L4.
- the lighting device W1 is lit by receiving this operating current. That is, the lighting device W1 is lit when the switch 274 is turned off, that is, when the charging connector 310 and the vehicle inlet 270C are connected.
- the lighting device W1 functions as a display unit that displays an execution state of charging of the power storage device.
- the CCID is provided in the middle portion of the charging cable.
- the charging connector may not be the middle portion, and the charging connector connected to the electric vehicle and the CCID may be integrated.
- the plug connected to the external power supply and the CCID may be integrated.
- the present invention can be applied to a charging cable and a charging system for an electric vehicle.
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Abstract
Description
図2を参照して、CCID330は、CCIDリレー332およびコントロールパイロット回路334に加えて、電磁コイル606と、漏電検出器608と、CCID制御部610と、電圧センサ650と、電流センサ660とを含む。また、コントロールパイロット回路334は、発振器602と、抵抗素子R1と、電圧センサ604とを含む。
以下では、本実施の形態1に従う電動車両の充電制御装置の構成を図5および図6を用いて説明する。
図5を参照して、充電ケーブル300は、車両外部の電源に接続するためのプラグ320と、CCID330と、電線部340と、充電コネクタ310とを備える。充電コネクタ310は、車両に接続する接続部713を有する。
図9は、本実施の形態1の変形例に従う電動車両の充電制御装置の構成を示す回路図である。図9を参照して、本変形例に従う充電制御装置は、図6に示した充電制御装置と比較して、CCID330に代えて、CCID330Aを含む点で異なる。
実施の形態1では、車両インレット270に充電リッド280の開閉状態に応じて接続を切換える切換回路272を設け、パイロット信号CPLTの電位に基づいて充電リッド280の開閉状態を検出する構成した。その一方で、充電リッド280を手動操作により開閉するものとした場合には、電動車両の充電制御装置を図12のような構成とすることも可能である。
図12を参照して、本実施の形態2に従う充電制御装置は、図6に示した充電制御装置と比較して、車両インレット270に代えて、車両インレット270Aを含む点で異なる。
図14は、本実施の形態2の変形例に従う電動車両の充電制御装置の構成を示す回路図である。図14を参照して、本変形例に従う充電制御装置は、図12に示した充電制御装置と比較して、CCID330に代えて、CCID330Aを含む点で異なる。
図16は、本実施の形態3に従う電動車両の充電制御装置の構成を示す回路図である。
図18は、本実施の形態3の変形例に従う電動車両の充電制御装置の構成を示す回路図である。図18を参照して、本変形例に従う充電制御装置は、図16に示した充電制御装置と比較して、CCID330に代えて、CCID330Aを含む点で異なる。なお、CCID330Aは、発振器602をバイパスしてコントロールパイロット線L1を形成するためのスイッチ612を含まない点において、図16におけるCCID330とは異なる。
実施の形態4では、実施の形態1に従う充電制御装置に、蓄電装置の充電の実行状態を表示するための点灯装置を取付ける。この点灯装置の電源は、既存の配線を利用し供給する。
図20を参照して、本実施の形態4に従う充電制御装置は、図6に示した充電制御装置と比較して、車両インレット270に代えて、車両インレット270Cを含む点で異なる。
実施の形態5では、電動車両の夜間での充電をサポートするために、実施の形態1に従う充電制御装置に、充電コネクタに照明用の点灯装置を取付ける。この点灯装置の電源は、既存の配線を利用し供給する。
図22を参照して、本実施の形態4に従う充電制御装置は、図6に示した充電制御装置と比較して、充電コネクタ310に代えて、充電コネクタ310Aを含む点で異なる。
Claims (11)
- 電動車両(10)に搭載された蓄電装置(150)を車両外部の電源(402)から充電可能に構成された電動車両の充電制御装置であって、
前記電源(402)を前記電動車両(10)に接続するための充電ケーブル(300)と、
前記電動車両(10)に設けられ、前記充電ケーブル(300)を接続可能に構成された充電口(270)と、
前記電動車両(10)に設けられ、前記充電ケーブル(300)から送信される、前記電動車両(10)に供給される電力の情報を示すコントロール信号を受信する制御装置(170)とを備え、
前記充電ケーブル(300)は、
前記充電口(270)に接続可能に構成された充電コネクタ(310)と、
前記電源(402)に接続可能に構成されたプラグ(320)と、
前記充電コネクタ(310)および前記プラグ(320)の間に設けられた電線部(340)とを含み、
前記電線部(340)は、
前記電源(402)から前記電動車両(10)へ電力を供給するための電力線(ACL1,ACL2)と、
前記コントロール信号を通信するための制御線(L1)と、
車両アースに接続される接地線(L2)とを含み、
前記制御装置(170)は、前記制御線(L1)に電圧を供給可能に構成され、前記制御線(L1)への電圧供給の有無に応じた前記コントロール信号の電位に基づいて、前記充電ケーブル(300)の接続状態および前記制御線(L1)の状態を検出する、電動車両の充電制御装置。 - 前記充電コネクタ(310)は、
前記充電コネクタ(310)を前記充電口(270)にロックするためのロックボタン(712)と、
前記ロックボタン(712)のリリース状態において前記制御線(L1)と前記接地線(L2)とを電気的に接続し、前記ロックボタンのロック状態において前記制御線(L1)と前記接地線(L2)とを電気的に分離するように構成された第1のスイッチ(312)を含み、
前記制御装置(170)は、前記制御線(L1)に電圧を供給していないときの前記コントロール信号の電位に基づいて、前記充電コネクタ(310)の接続状態を検出する、請求の範囲第1項に記載の電動車両の充電制御装置。 - 前記制御装置(170)は、前記制御線(L1)に電圧を供給していないときに前記コントロール信号の電位が発生していないことが検出されると、前記制御線(L1)に電圧を供給するように構成され、前記制御線(L1)に電圧を供給したときの前記コントロール信号の電位に基づいて、前記制御線(L1)の前記車両アースへの短絡を検出する、請求の範囲第2項に記載の電動車両の充電制御装置。
- 前記充電ケーブル(300)は、
前記コントロール信号を生成して前記制御線(L1)に出力可能に構成された充電装置(602)と、
前記プラグ(320)が前記電源(402)に接続されていないときに、前記充電装置(602)をバイパスして前記制御線(L1)を形成するように構成された第2のスイッチ(612)とをさらに含み、
前記制御装置(170)は、前記制御線(L1)に電圧を供給したときの前記コントロール信号の電位に基づいて、前記制御線(L1)の断線および前記プラグ(320)の接続状態を検出する、請求の範囲第3項に記載の電動車両の充電制御装置。 - 前記電動車両(10)に搭載され、前記制御線(L1)に接続されることにより前記制御線(L1)の電位を変更可能に構成された抵抗回路(502)をさらに備え、
前記制御装置(170)は、前記制御線(L1)に電圧を供給していないときに前記コントロール信号の電位が発生していないことが検出されると、前記制御線(L1)に電圧を供給するように構成され、前記制御線(L1)に電圧を供給したときの、前記制御線(L1)への前記抵抗回路(502)の接続の有無に応じた前記コントロール信号の電位に基づいて、前記制御線(L1)の車両アースへの短絡および前記充電コネクタ(310)の接続状態を検出する、請求の範囲第1項に記載の電動車両の充電制御装置。 - 前記充電ケーブル(300)は、
前記コントロール信号を生成して前記制御線(L1)に出力可能に構成された充電装置(602)と、
前記プラグ(320)が前記電源(402)に接続されていないときに、前記充電装置(602)をバイパスして前記制御線(L1)を形成するように構成された第2のスイッチ(612)とをさらに含み、
前記制御装置(170)は、前記制御線(L1)に電圧を供給したときの、前記制御線(L1)への前記抵抗回路(502)の接続の有無に応じた前記コントロール信号の電位に基づいて、前記制御線(L1)の断線および前記プラグ(320)の接続状態をさらに検出する、請求の範囲第5項に記載の電動車両の充電制御装置。 - 前記電動車両(10)に設けられ、前記充電口(270)を格納する開口部をさらに備え、
前記充電口(270)は、前記開口部の蓋(280)の閉状態において前記制御線(L1)と前記接地線(L2)とを電気的に接続し、前記蓋(280)の開状態において前記制御線(L1)と前記接地線(L2)とを電気的に分離する第3のスイッチ(274)を含み、
前記制御装置(170)は、前記制御線(L1)に電圧を供給していないときに前記コントロール信号の電位が発生していないことが検出されると、前記制御線(L1)に電圧を供給するように構成され、前記制御線(L1)に電圧を供給したときの前記コントロール信号の電位に基づいて、前記蓋(280)の開閉状態をさらに検出する、請求の範囲第1項に記載の電動車両の充電制御装置。 - 前記電動車両(10)に設けられ、前記制御線(L1)に接続されることにより前記制御線(L1)の電位を変更可能に構成された抵抗回路(502)と、
前記電動車両(10)に設けられ、前記充電口(270)を格納する開口部とをさらに備え、
前記充電口(270)は、前記開口部の蓋(280)の閉状態において前記制御線(L1)と前記接地線(L2)と電気的に接続し、前記蓋(280)の開状態において前記制御線(L1)と前記抵抗回路(502)とを電気的に接続するように構成された切換回路(272)を含み、
前記制御装置(170)は、前記制御線(L1)への電圧供給の有無に応じた前記コントロール信号の電位に基づいて、前記蓋(280)の開閉状態および前記切換回路(272)の故障をさらに検出する、請求の範囲第1項に記載の電動車両の充電制御装置。 - 前記充電ケーブル(300)は、
前記コントロール信号を生成して前記制御線(L1)に出力可能に構成された充電装置(602)と、
前記プラグ(320)が前記電源(402)に接続されていないときには、前記充電装置(602)をバイパスして前記制御線(L1)を形成するように構成された第2のスイッチ(612)とをさらに含み、
前記制御装置(170)は、前記制御線(L1)に電圧を供給したときの前記コントロール信号の電位に基づいて、前記制御線(L1)の前記車両アースへの短絡および断線ならびに前記プラグ(320)の接続状態を検出する、請求の範囲第8項に記載の電動車両の充電制御装置。 - 前記充電口(270)は、前記コントロール信号に応じて駆動可能な第1の点灯装置(W1)をさらに含む、請求の範囲第1項から第9項のいずれか1項に記載の電動車両の充電制御装置。
- 前記充電コネクタ(310)は、前記コントロール信号に応じて駆動可能な第2の点灯装置(W2)をさらに含む、請求の範囲第1項から第9項のいずれか1項に記載の電動車両の充電制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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US13/379,828 US9199538B2 (en) | 2009-06-24 | 2009-06-24 | Charge controller for electrically powered vehicle configured to allow charging of a power storage device for driving the vehicle from a power source outside of the vehicle |
PCT/JP2009/061445 WO2010150360A1 (ja) | 2009-06-24 | 2009-06-24 | 電動車両の充電制御装置 |
CN200980160059.4A CN102803001B (zh) | 2009-06-24 | 2009-06-24 | 电动车辆的充电控制装置 |
JP2011519421A JP5252081B2 (ja) | 2009-06-24 | 2009-06-24 | 電動車両の充電制御装置 |
EP09846493.6A EP2447106A4 (en) | 2009-06-24 | 2009-06-24 | CHARGE CONTROL DEVICE FOR ELECTRIC VEHICLE |
Applications Claiming Priority (1)
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PCT/JP2009/061445 WO2010150360A1 (ja) | 2009-06-24 | 2009-06-24 | 電動車両の充電制御装置 |
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PCT/JP2009/061445 WO2010150360A1 (ja) | 2009-06-24 | 2009-06-24 | 電動車両の充電制御装置 |
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US (1) | US9199538B2 (ja) |
EP (1) | EP2447106A4 (ja) |
JP (1) | JP5252081B2 (ja) |
CN (1) | CN102803001B (ja) |
WO (1) | WO2010150360A1 (ja) |
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JP2019092331A (ja) * | 2017-11-16 | 2019-06-13 | トヨタ自動車株式会社 | 充電管理装置 |
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Also Published As
Publication number | Publication date |
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JPWO2010150360A1 (ja) | 2012-12-06 |
CN102803001A (zh) | 2012-11-28 |
US9199538B2 (en) | 2015-12-01 |
US20120098490A1 (en) | 2012-04-26 |
JP5252081B2 (ja) | 2013-07-31 |
EP2447106A4 (en) | 2016-12-21 |
CN102803001B (zh) | 2015-03-25 |
EP2447106A1 (en) | 2012-05-02 |
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