WO2013031320A1 - Charging system for vehicle - Google Patents

Charging system for vehicle Download PDF

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Publication number
WO2013031320A1
WO2013031320A1 PCT/JP2012/063977 JP2012063977W WO2013031320A1 WO 2013031320 A1 WO2013031320 A1 WO 2013031320A1 JP 2012063977 W JP2012063977 W JP 2012063977W WO 2013031320 A1 WO2013031320 A1 WO 2013031320A1
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WO
WIPO (PCT)
Prior art keywords
charging
vehicle
charger
plug
battery
Prior art date
Application number
PCT/JP2012/063977
Other languages
French (fr)
Japanese (ja)
Inventor
雅之 堀場
Original Assignee
株式会社豊田自動織機
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Filing date
Publication date
Application filed by 株式会社豊田自動織機 filed Critical 株式会社豊田自動織機
Publication of WO2013031320A1 publication Critical patent/WO2013031320A1/en

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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/46—Accumulators structurally combined with charging apparatus
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/31—Charging columns specially adapted for electric vehicles
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
    • H02J7/00036—Charger exchanging data with battery
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/00047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with provisions for charging different types of batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/0071—Regulation of charging or discharging current or voltage with a programmable schedule
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H02J7/04—Regulation of charging current or voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/80—Time limits
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to a technique for preventing a battery from rising in a vehicle charging system.
  • EV vehicles electric vehicles: electric vehicles
  • EV vehicles etc. simply “vehicles”
  • a vehicle charging system for controlling charging from a charging station a system in which a charger for controlling charging of a battery in the vehicle from the charging station is mounted on the vehicle as an in-vehicle charger is common. .
  • the vehicle-mounted charger supplied with electric power from the charging station needs to control charging to both the traveling battery and the auxiliary battery.
  • the on-vehicle charger functions while the vehicle is stopped, and can be activated when a charging plug is inserted from the outside. For this reason, the in-vehicle charger needs to be always in a standby state (sleeping state as a processor unit for controlling the in-vehicle charger) even when the vehicle is stopped, and it is an issue to suppress current consumption during the stop. Yes.
  • Patent Document 1 As a conventional technique for preventing the auxiliary battery from rising, a technique is known in which the auxiliary battery is charged from the traveling battery at regular intervals after the ignition switch is turned off (for example, Patent Document 1). . It is conceivable to apply this prior art in a state where the plug is inserted from the charging station. However, in this conventional technique, in a case where the plug is inserted after being fully charged from the charging station, charging is stopped even though the charging station is connected and the power is used effectively. However, the power of the battery for traveling is consumed.
  • the following techniques are known as other conventional techniques for preventing the auxiliary battery from rising.
  • the charging start timing set by the user is after a predetermined time has elapsed, the power supply from the internal power supply circuit to the CPU or the like is stopped until the power supply from the charging station to the electric vehicle is started, and the power supply is started. Then, it is the technique which restarts electric power supply (for example, patent document 2).
  • a control pilot signal is always sent from the charging station to the vehicle side to notify the connection of the charging station even after charging from the charging station to the running battery in the vehicle is completed and the charging is stopped. Continue to be. Therefore, since the on-vehicle charger or the control circuit for controlling the vehicle-mounted charger must continue to receive the control pilot signal, the on-board charger cannot enter a complete sleep state. However, there is a problem that the electric power is consumed.
  • the following techniques are known as other conventional techniques for preventing the auxiliary battery from rising. While the sub power storage device is being charged, the system main relay of the main power storage device is kept on and the voltage conversion operation by the AC / DC converter is continued. As a result, the operation of the auxiliary machine (including the ECU) is continued during the charging period of the sub power storage device, and the auxiliary battery is prevented from rising.
  • the circuit configuration for controlling the power supply connection between the main power storage device and the sub power storage device becomes complicated, resulting in an increase in cost. Also, in cases such as when the plug is inserted after full charging from the charging station, charging is stopped even though the charging station is connected, and the power cannot be used effectively. There has been a problem that the power of the power storage device (traveling battery) is consumed.
  • the present invention aims to prevent a situation in which the auxiliary battery rises when the plug is inserted after being fully charged from the charging station.
  • a power supply cable plug connected to a charging station is connected to a vehicle connector to supply power from a power supply cable to a charger for charging a running battery and an auxiliary battery in the vehicle, and a charging stand.
  • a plug connection state detection unit that detects a state in which the plug is connected to the connector after charging of the traveling battery, and a plug In the connected state, every time a predetermined monitoring time elapses, the charging station is instructed to charge the auxiliary battery for a predetermined charging time, whereby the charging station supplies power to the charger for the predetermined charging time.
  • an additional charging unit for charging the auxiliary battery for charging the auxiliary battery.
  • the charging of the auxiliary battery in the vehicle from the charging station to the auxiliary battery in the vehicle is performed every predetermined time while the plug of the power cable is inserted into the connector after the charging of the driving battery is completed.
  • This embodiment prevents consumption of an auxiliary battery in a vehicle charging system that charges an EV vehicle or the like from a charging station.
  • FIG. 1 is a system configuration diagram of this embodiment.
  • a vehicle 100 such as an EV vehicle includes an auxiliary battery 101, a traveling battery 102, a charger 103, a charge control circuit 104, a communication circuit 105, a connector 106, and another ECU (engine control unit) 107.
  • the auxiliary battery 101 is a small capacity battery for driving electronic / electrical circuits of various auxiliary machines such as a headlight and a clock in the vehicle 100.
  • the traveling battery 102 is a large capacity battery for driving a traveling motor of the vehicle 100.
  • the charger 103 charges the auxiliary battery 101 and the traveling battery 102 with electric power supplied from the charging station 200 via the external power cable 400, the plug 401, the connector 106, and the internal power cable 108.
  • the charging control circuit 104 monitors the charging state in the charger 103.
  • the communication circuit 105 is connected to the charge control circuit 104, and exchanges charge control information such as charge monitoring result information with the charging station 200 based on a power line communication method or the like via the internal power cable 108 and the external power cable 400. Send and receive with.
  • the other ECU 107 is a computer unit for controlling a traveling system such as an engine.
  • the charger 103, the charging control circuit 104, the communication circuit 105, and the other ECU 107 are connected to each other by a CAN (car area network) 109 that is a digital communication cable.
  • the charging station 200 includes a charging circuit 201 and a communication circuit 202.
  • the communication circuit 202 transmits and receives charging control information based on the communication circuit 105 in the vehicle 100 and a power line communication method via the internal power cable 108 and the external power cable 400.
  • Charging circuit 201 supplies electric power from commercial power source 300 such as a household power source to vehicle 100 when communication circuit 202 receives charging control information instructing the start of charging from communication circuit 105 in vehicle 100. That is, the charging circuit 201 supplies power to the charger 103 in the vehicle 100 via the external power cable 400, the plug 401, the connector 106 in the vehicle 100, and the internal power cable 108.
  • Charging circuit 201 stops the supply of power to vehicle 100 when communication circuit 202 receives charging control information instructing the end of charging due to full charging from communication circuit 105 in vehicle 100. However, the charging circuit 201 continues to supply the control pilot signal to the charger 103 in the vehicle 100 while the plug 401 is connected to the connector 106 of the vehicle.
  • FIG. 2 is an explanatory diagram of a control pilot signal (hereinafter referred to as “CPLT signal”) supplied from the charging circuit 201 in the charging station 200 to the charger 103 in the vehicle 100.
  • the CPLT signal continues to be supplied from the charging circuit 201 to the charger 103 until the plug 401 of the external power cable 400 is connected to the connector 106 and then the plug 401 is removed from the connector 106.
  • This CPLT signal is a pulse signal that changes between +6 V (volts) and ⁇ 12 V during the period during which the battery 102 for traveling and the auxiliary battery 101 are being charged (FIG. 2A).
  • the pulse width of the CPLT signal changes according to the power capacity that can be supplied by the charging circuit 201.
  • the CPLT signal is as shown in FIG.
  • the pulse signal changes between + 9V and ⁇ 12V.
  • the charger 103 In order to determine whether or not the plug 401 has been removed from the connector 106, the charger 103 must receive the CPLT signal in the state of FIG. For this reason, the charger 103 cannot enter a complete sleep state during the period in which the plug is inserted even after the full charge of FIG. It is necessary to supply power to the control circuit 104 and the communication circuit 105. If the plug 401 is removed from the connector 106 and the CPLT signal becomes 0V, the charger 103 can be in a complete sleep state. Only at this stage can the supply of power from the auxiliary battery 101 to each of the circuits be stopped.
  • the wake-up is performed by the interruption of the CPLT signal, and power is supplied from the auxiliary battery 101 to the charger 103, the charge control circuit 104, and the communication circuit 105.
  • the charger 103 receives the CPLT signal from the charging station 200, and the charging battery 201 and the auxiliary battery 101 can be charged from the charging circuit 201. Become.
  • FIG. 3 is a flowchart of the first embodiment showing a control operation for realizing this operation.
  • the control operation shown in this flowchart is realized as an operation in which a CPU (central processing unit) (not shown) constituting the charging control circuit 104 of FIG. 1 executes a control program stored in a memory (not shown).
  • a CPU central processing unit
  • the charging control circuit 104 is in a standby state until the charging state of the charger 103 is fully charged (NO determination in step S301 is repeated).
  • step S301 the charging control circuit 104 activates an intermittent operation function (timer) for monitoring a certain period after the charging ends (full charging). (Step S302).
  • the charging control circuit 104 determines whether or not the plug 401 has been removed from the connector 106 (step S303). This determination operation is an operation for determining whether or not the CPLT signal received by the charging circuit 201 has reached 0 V (whether or not the period of FIG. 2C has been entered).
  • the charge control circuit 104 that executes this process operates as a plug connection state detection unit.
  • step S303 the charging control circuit 104 monitors the intermittent operation function (timer) activated in step S302 to determine whether or not a certain period of time has elapsed after the end of charging. Is determined (step S304).
  • timer the intermittent operation function
  • step S304 If the predetermined period has not elapsed after the end of charging and the determination in step S304 is NO, the charging control circuit 104 returns to the operation for determining whether the plug 401 is inserted or removed in step S303.
  • the charging control circuit 104 instructs charging start with a low current. Information is notified to the communication circuit 202 in the charging station 200 via the communication circuit 105.
  • the charging control circuit 104 notifies the communication circuit 202 in the charging station 200 via the communication circuit 105 of charging control information for instructing the end of charging when a fixed predetermined time has elapsed after this notification. During this time, the charging control circuit 104 instructs the charger 103 to charge only the auxiliary battery 101.
  • the charge control circuit 104 that executes this process operates as a supplementary charging unit.
  • the charging control circuit 104 returns to the activation of the intermittent operation function in step S302 after the addition charging for the predetermined period is completed.
  • step S306 If the plug 401 is removed from the connector 106 during the fixed monitoring period and the determination in step S303 is YES, the charging control circuit 104 clears the intermittent operation function (timer) activated in step S302 (step S306).
  • the charging control circuit 104 shifts to a sleep state in which only the interruption of the CPLT signal is monitored while minimizing the power consumption, and the charging control operation is terminated (step S307).
  • the power consumption in the auxiliary battery 101 becomes almost zero, and the battery is prevented from rising.
  • the charging is performed each time a certain period elapses while the plug 401 is inserted into the connector 106 after the charging of the traveling battery 102 is completed. It becomes possible to add and charge the auxiliary battery 101 in the vehicle 100 from the station 200 every predetermined time.
  • the first embodiment by simply providing a simple relay switch for charging only the auxiliary battery 101 in the charger 103, it is possible to realize additional charging to the auxiliary battery 101 without increasing the cost. In addition, it is possible to prevent a situation in which the battery of the auxiliary battery 101 rises in the plug insertion state.
  • FIG. 4 is a flowchart of the second embodiment showing a control operation that enables charging of the auxiliary battery 101 while the plug 401 is inserted after the battery 102 is fully charged.
  • the control operation shown in this flowchart is also realized as an operation in which a CPU (not shown) constituting the charging control circuit 104 of FIG. 1 executes a control program stored in a memory (not shown).
  • a CPU not shown
  • FIG. 4 the same steps as those in FIG.
  • the control operation of FIG. 4 is different from that of FIG. 3 in that the monitoring time during addition charging to the auxiliary battery 101 can be changed according to the charging state of the auxiliary battery 101 at the time of previous addition charging. In other words, the charging of the auxiliary battery 101 is optimized.
  • step S401 the charging control circuit 104 monitors the time until the current additional charging based on the additional charging voltage recorded during the previous additional charging in the process of step S ⁇ b> 402 described later. (Standby time) is calculated. More specifically, the charging control circuit 104 controls the monitoring time so that it is long when the previous charging voltage is high and short when it is low.
  • This control may be determined based on a function table indicating a relationship between a charging voltage and a monitoring time prepared in advance, or may be determined by classifying the monitoring time based on a threshold value of the charging voltage.
  • the charging control circuit 104 sets the monitoring time to a predetermined time when charging is performed for the first time after the running battery 102 is fully charged.
  • the charging control circuit 104 activates the intermittent operation function (timer) with the monitoring time calculated in step S401.
  • the monitoring time until the next additional charging is extended, and when the charging capacity is low and the charging voltage is low, the next additional charging is performed. It is possible to control the monitoring time up to short. In this way, the charging of the auxiliary battery 101 is optimized.
  • the monitoring time during addition charging to the auxiliary battery 101 is changed and controlled according to the charging state of the auxiliary battery 101 at the time of the previous additional charging.
  • the monitoring time may be constant, and the charging time during addition charging may be changed and controlled.
  • both the monitoring time and the charging time may be controlled.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electrochemistry (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Chemical & Material Sciences (AREA)
  • General Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)
  • Remote Monitoring And Control Of Power-Distribution Networks (AREA)

Abstract

A charging control circuit (104) detects when a plug (401) is connected to a connector (106) after charging of a travel battery (102) has been completed by a charger (103). Next, while the plug (401) is connected, the charging control circuit (104) issues an instruction for an auxiliary battery (101) to be charged for a predetermined charging time, said charging instruction being issued to a charging station (200) via communication circuits (105, 202) every time a predetermined monitoring time elapses. As a result, power is supplied for the predetermined charging time from the charging station (200) to the charger (103) for additional charging to be carried out for the auxiliary battery (101) by the charger (103).

Description

車両用充電システムVehicle charging system
　本発明は、車両用充電システムにおけるバッテリあがりの防止技術に関する。 [Technical Field] The present invention relates to a technique for preventing a battery from rising in a vehicle charging system.
　近年、プラグインハイブリット車、ＥＶ車（エレクトリックビークル：電気自動車）が急速に発展しており（以下「ＥＶ車等」または単に「車両」と呼ぶ）、車の充電を行う充電スタンドや家庭用充電器等の充電ステーションの普及が見込まれる。充電ステーションからの充電を制御するための車両用充電システムにおいては、充電ステーションから車両内のバッテリへの充電を制御するための充電器が車載充電器として車両に搭載されたシステムが一般的である。 In recent years, plug-in hybrid vehicles and EV vehicles (electric vehicles: electric vehicles) have been rapidly developed (hereinafter referred to as “EV vehicles etc.” or simply “vehicles”), charging stations for charging vehicles and home charging. Widespread use of chargers and other charging stations. In a vehicle charging system for controlling charging from a charging station, a system in which a charger for controlling charging of a battery in the vehicle from the charging station is mounted on the vehicle as an in-vehicle charger is common. .
　車両内のバッテリとしては、走行用モータを駆動するための走行用バッテリと、車両内の電子・電気回路を駆動するための補機バッテリがある。このため、充電ステーションから電力を供給された車載充電器は、走行用バッテリと補機バッテリの両方に対する充電を制御する必要がある。 As the battery in the vehicle, there are a traveling battery for driving a traveling motor and an auxiliary battery for driving an electronic / electrical circuit in the vehicle. For this reason, the vehicle-mounted charger supplied with electric power from the charging station needs to control charging to both the traveling battery and the auxiliary battery.
　車載充電器は車両が停車している間に機能するものであり、外部から充電用のプラグが挿入されると起動できるようになっている。このため、車載充電器は停車中も常にスタンバイ（車載充電器を制御するプロセッサユニットとしてはスリープしている状態）となっている必要があり、停車中の消費電流を抑えることが課題となっている。 The on-vehicle charger functions while the vehicle is stopped, and can be activated when a charging plug is inserted from the outside. For this reason, the in-vehicle charger needs to be always in a standby state (sleeping state as a processor unit for controlling the in-vehicle charger) even when the vehicle is stopped, and it is an issue to suppress current consumption during the stop. Yes.
　こうした問題は車載充電器に限らず、ＥＶ車等においては、消費電流を抑制するため数々の工夫がなされてきている。特に車載充電器においては、充電用のプラグが挿入されていない状態（通常の停車状態）に比べ充電終了後にプラグが抜き取られていない状態のときに消費電流が大きくなってしまうことが判明した。これは、プラグ挿入状態では充電系統側からコントロールパイロット信号（ＣＰＬＴ信号）と呼ばれる充電用の信号が常に送出されるため、車載充電器はプラグが抜かれるまでは完全なスリープ状態になれないのが理由である。車載充電器が完全なスリープ状態になれないと、補機バッテリから車載充電器に電力が供給されてしまう。 These problems are not limited to on-vehicle chargers, and EVs and the like have been devised in many ways to reduce current consumption. In particular, it has been found that in an in-vehicle charger, current consumption increases when the plug is not removed after the end of charging, compared to a state where a charging plug is not inserted (normal stopping state). This is because a charging signal called a control pilot signal (CPLT signal) is always sent from the charging system side in the plug insertion state, so that the on-vehicle charger cannot enter a complete sleep state until the plug is unplugged. That is why. If the in-vehicle charger cannot be put into a complete sleep state, power is supplied from the auxiliary battery to the in-vehicle charger.
　このため、ＥＶ車等においては、ユーザが充電ステーションから充電を実行したにも関わらず、車両をしばらくの時間プラグ挿入状態のままにしておくだけで、補機バッテリがあがってしまうという状況が発生し得る。なお、走行用バッテリは車両が走行しない限り使用されることはないため、プラグ挿入状態での車両放置により走行用バッテリがあがることはない。 For this reason, in EV cars, etc., there is a situation in which the auxiliary battery rises only by leaving the vehicle in the plug-insertion state for a while even though the user performs charging from the charging station. Can do. Since the traveling battery is not used unless the vehicle travels, the traveling battery does not rise when the vehicle is left with the plug inserted.
　補機バッテリがあがらないようにするための従来技術として、イグニッションスイッチがオフになってから、一定時間ごとに走行用バッテリから補機バッテリを充電する技術が知られている（例えば特許文献１）。充電ステーションからのプラグ挿入状態においてこの従来技術を適用することは考えられる。しかし、この従来技術では、充電ステーションからの満充電後のプラグの挿入状態というようなケースにおいて、充電ステーションが接続されているにもかかわらず充電がストップしていてその電力を有効に利用することができず、走行用バッテリの電力が消費されてしまうという問題点を有していた。 As a conventional technique for preventing the auxiliary battery from rising, a technique is known in which the auxiliary battery is charged from the traveling battery at regular intervals after the ignition switch is turned off (for example, Patent Document 1). . It is conceivable to apply this prior art in a state where the plug is inserted from the charging station. However, in this conventional technique, in a case where the plug is inserted after being fully charged from the charging station, charging is stopped even though the charging station is connected and the power is used effectively. However, the power of the battery for traveling is consumed.
　補機バッテリがあがらないようにするための他の従来技術として、次のような技術が知られている。ユーザにより設定される充電開始タイミングが所定時間経過後である場合、充電ステーションから電動車両への電力供給が開始されるまで内部電源回路からＣＰＵなどへの電力供給を停止させ、電力供給が開始されると電力供給を再開させる技術である（例えば特許文献２）。ここで、充電ステーションから車両内の走行用バッテリへの充電が完了して充電がストップした後であっても充電ステーションから車両側には常に充電ステーションの接続を通知するためのコントロールパイロット信号が送出され続ける。従って、車載充電器またはそれを制御する制御回路は、そのコントロールパイロット信号を受信し続けなければならないため、完全なスリープ状態になることができず、この従来技術を適用しても、補機バッテリの電力は消費されてしまうという問題点を有していた。 The following techniques are known as other conventional techniques for preventing the auxiliary battery from rising. When the charging start timing set by the user is after a predetermined time has elapsed, the power supply from the internal power supply circuit to the CPU or the like is stopped until the power supply from the charging station to the electric vehicle is started, and the power supply is started. Then, it is the technique which restarts electric power supply (for example, patent document 2). Here, a control pilot signal is always sent from the charging station to the vehicle side to notify the connection of the charging station even after charging from the charging station to the running battery in the vehicle is completed and the charging is stopped. Continue to be. Therefore, since the on-vehicle charger or the control circuit for controlling the vehicle-mounted charger must continue to receive the control pilot signal, the on-board charger cannot enter a complete sleep state. However, there is a problem that the electric power is consumed.
　補機バッテリがあがらないようにするための他の従来技術として、次のような技術が知られている。副蓄電装置の充電中においても主蓄電装置のシステムメインリレーをオン状態に保つとともに、ＡＣ／ＤＣコンバータによる電圧変換動作を継続させる。これによって、副蓄電装置の充電期間に補機（ＥＣＵも含む）の動作を継続するとともに、補機バッテリが上がることを回避する技術である。しかし、この技術では、主蓄電装置と副蓄電装置との電力供給接続を制御するための回路構成が複雑になりコストアップを招く可能性がある。また、充電ステーションからの満充電後のプラグの挿入状態というようなケースにおいて、充電ステーションが接続されているにもかかわらず充電がストップしていてその電力を有効に利用することができず、主蓄電装置（走行用バッテリ）の電力が消費されてしまうという問題点を有していた。 The following techniques are known as other conventional techniques for preventing the auxiliary battery from rising. While the sub power storage device is being charged, the system main relay of the main power storage device is kept on and the voltage conversion operation by the AC / DC converter is continued. As a result, the operation of the auxiliary machine (including the ECU) is continued during the charging period of the sub power storage device, and the auxiliary battery is prevented from rising. However, with this technology, there is a possibility that the circuit configuration for controlling the power supply connection between the main power storage device and the sub power storage device becomes complicated, resulting in an increase in cost. Also, in cases such as when the plug is inserted after full charging from the charging station, charging is stopped even though the charging station is connected, and the power cannot be used effectively. There has been a problem that the power of the power storage device (traveling battery) is consumed.
特開２００６－１７４６１９号公報JP 2006-174619 A 特開２０１０－２８８３１７号公報JP 2010-288317 A 特開２０１０－１２４５３５号公報JP 2010-124535 A
　本発明は、充電ステーションからの満充電後のプラグの挿入状態において、補機バッテリがあがってしまう状況を防止することを目的とする。 The present invention aims to prevent a situation in which the auxiliary battery rises when the plug is inserted after being fully charged from the charging station.
　本発明は、充電ステーションに接続した電源ケーブルのプラグを車両のコネクタに接続することにより電源ケーブルから車両内の走行用バッテリおよび補機バッテリの充電を行う充電器に給電を行うと共に、充電スタンドと車両との間で充電動作に関する充電制御情報を通信する車両充電システムにおいて、走行用バッテリの充電終了後であってプラグがコネクタに接続されている状態を検出するプラグ接続状態検出部と、プラグの接続状態において、所定の監視時間が経過する毎に、充電ステーションに補機バッテリに対する所定の充電時間の充電指示を行うことにより、充電ステーションから充電器に所定の充電時間の給電を行って充電器に補機バッテリへの充電を行わせる継ぎ足し充電部とを備える。 According to the present invention, a power supply cable plug connected to a charging station is connected to a vehicle connector to supply power from a power supply cable to a charger for charging a running battery and an auxiliary battery in the vehicle, and a charging stand. In a vehicle charging system that communicates charging control information related to a charging operation with a vehicle, a plug connection state detection unit that detects a state in which the plug is connected to the connector after charging of the traveling battery, and a plug In the connected state, every time a predetermined monitoring time elapses, the charging station is instructed to charge the auxiliary battery for a predetermined charging time, whereby the charging station supplies power to the charger for the predetermined charging time. And an additional charging unit for charging the auxiliary battery.
　本発明によれば、走行用バッテリの充電終了後に電源ケーブルのプラグがコネクタに挿入されている間、一定期間が経過する毎に、充電ステーションから車両内の補機バッテリに所定時間ずつの継ぎ足し充電を行うことを、簡単な構成で実現することが可能となる。これにより、コストアップせずにプラグ挿入状態における補機バッテリのバッテリあがりという事態を防止することが可能となる。 According to the present invention, the charging of the auxiliary battery in the vehicle from the charging station to the auxiliary battery in the vehicle is performed every predetermined time while the plug of the power cable is inserted into the connector after the charging of the driving battery is completed. Can be realized with a simple configuration. As a result, it is possible to prevent a situation where the battery of the auxiliary battery in the plug insertion state is raised without increasing the cost.
　また、補機バッテリに継ぎ足し充電を行う間の監視時間を、前回の継ぎ足し充電時の補機バッテリの充電状態に応じて変更可能とすることにより、補機バッテリの充電の最適化を図ることが可能となる。 In addition, it is possible to optimize the charging of the auxiliary battery by making it possible to change the monitoring time during the additional charging to the auxiliary battery according to the charging state of the auxiliary battery at the time of the previous additional charging. It becomes possible.
実施形態のシステム構成図である。It is a system configuration figure of an embodiment. コントロールパイロット信号の説明図である。It is explanatory drawing of a control pilot signal. 第１の実施形態のフローチャートである。It is a flowchart of a 1st embodiment. 第２の実施形態のフローチャートである。It is a flowchart of a 2nd embodiment. 第２の実施形態の動作説明図である。It is operation | movement explanatory drawing of 2nd Embodiment.
　以下、本発明を実施するための形態について図面を参照しながら詳細に説明する。
　本実施形態は、充電ステーションからＥＶ車等への充電を行う車両充電システムにおいて、補機バッテリの消費を防止するものである。 Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the drawings.
This embodiment prevents consumption of an auxiliary battery in a vehicle charging system that charges an EV vehicle or the like from a charging station.
　図１は、本実施形態のシステム構成図である。
　ＥＶ車等である車両１００は、補機バッテリ１０１、走行用バッテリ１０２、充電器１０３、充電制御回路１０４、通信回路１０５、コネクタ１０６、他ＥＣＵ（エンジンコントロールユニット）１０７を備える。補機バッテリ１０１は、車両１００内のヘッドライトや時計等の各種補機の電子・電気回路を駆動するための小容量電池である。走行用バッテリ１０２は、車両１００の走行用モータを駆動するための大容量電池である。充電器１０３は、充電ステーション２００から外部電源ケーブル４００、プラグ４０１、コネクタ１０６、および内部電源ケーブル１０８を介して供給される電力を、補機バッテリ１０１および走行用バッテリ１０２に充電する。充電制御回路１０４は、充電器１０３における充電状態を監視する。通信回路１０５は、充電制御回路１０４に接続され、充電監視結果情報等の充電制御情報を、内部電源ケーブル１０８および外部電源ケーブル４００を介した電力線通信方式等に基づいて、充電ステーション２００との間で送受信する。他ＥＣＵ１０７は、エンジン等の走行系を制御するためのコンピュータユニットである。充電器１０３、充電制御回路１０４、通信回路１０５、および他ＥＣＵ１０７は、デジタル通信ケーブルであるＣＡＮ（カーエリアネットワーク）１０９によって相互に接続されている。 FIG. 1 is a system configuration diagram of this embodiment.
A vehicle 100 such as an EV vehicle includes an auxiliary battery 101, a traveling battery 102, a charger 103, a charge control circuit 104, a communication circuit 105, a connector 106, and another ECU (engine control unit) 107. The auxiliary battery 101 is a small capacity battery for driving electronic / electrical circuits of various auxiliary machines such as a headlight and a clock in the vehicle 100. The traveling battery 102 is a large capacity battery for driving a traveling motor of the vehicle 100. The charger 103 charges the auxiliary battery 101 and the traveling battery 102 with electric power supplied from the charging station 200 via the external power cable 400, the plug 401, the connector 106, and the internal power cable 108. The charging control circuit 104 monitors the charging state in the charger 103. The communication circuit 105 is connected to the charge control circuit 104, and exchanges charge control information such as charge monitoring result information with the charging station 200 based on a power line communication method or the like via the internal power cable 108 and the external power cable 400. Send and receive with. The other ECU 107 is a computer unit for controlling a traveling system such as an engine. The charger 103, the charging control circuit 104, the communication circuit 105, and the other ECU 107 are connected to each other by a CAN (car area network) 109 that is a digital communication cable.
　充電ステーション２００は、充電回路２０１と通信回路２０２を備える。充電ステーション２００と車両１００が、外部電源ケーブル４００、プラグ４０１、およびコネクタ１０６により接続されたときに、次のように動作する。通信回路２０２は、車両１００内の通信回路１０５と、内部電源ケーブル１０８および外部電源ケーブル４００を介した電力線通信方式等に基づいて、充電制御情報を送受信する。充電回路２０１は、通信回路２０２が車両１００内の通信回路１０５から充電開始を指示する充電制御情報を受信したときに、家庭用電源等の商用電源３００からの電力を車両１００に供給する。すなわち、充電回路２０１は、外部電源ケーブル４００、プラグ４０１、車両１００内のコネクタ１０６および内部電源ケーブル１０８を介して、電力を車両１００内の充電器１０３に供給する。充電回路２０１は、通信回路２０２が車両１００内の通信回路１０５から満充電による充電終了を指示する充電制御情報を受信したときに、車両１００への電力の供給を停止する。ただし、プラグ４０１が車両のコネクタ１０６に接続されている間、充電回路２０１はコントロールパイロット信号を車両１００内の充電器１０３に供給し続ける。 The charging station 200 includes a charging circuit 201 and a communication circuit 202. When charging station 200 and vehicle 100 are connected by external power cable 400, plug 401, and connector 106, the following operation is performed. The communication circuit 202 transmits and receives charging control information based on the communication circuit 105 in the vehicle 100 and a power line communication method via the internal power cable 108 and the external power cable 400. Charging circuit 201 supplies electric power from commercial power source 300 such as a household power source to vehicle 100 when communication circuit 202 receives charging control information instructing the start of charging from communication circuit 105 in vehicle 100. That is, the charging circuit 201 supplies power to the charger 103 in the vehicle 100 via the external power cable 400, the plug 401, the connector 106 in the vehicle 100, and the internal power cable 108. Charging circuit 201 stops the supply of power to vehicle 100 when communication circuit 202 receives charging control information instructing the end of charging due to full charging from communication circuit 105 in vehicle 100. However, the charging circuit 201 continues to supply the control pilot signal to the charger 103 in the vehicle 100 while the plug 401 is connected to the connector 106 of the vehicle.
　図２は、充電ステーション２００内の充電回路２０１から車両１００内の充電器１０３に供給されるコントロールパイロット信号（以下、「ＣＰＬＴ信号」と称する）の説明図である。ＣＰＬＴ信号は、外部電源ケーブル４００のプラグ４０１がコネクタ１０６に接続された後そのプラグ４０１がコネクタ１０６から抜き取られるまで、充電回路２０１から充電器１０３に供給され続ける。 FIG. 2 is an explanatory diagram of a control pilot signal (hereinafter referred to as “CPLT signal”) supplied from the charging circuit 201 in the charging station 200 to the charger 103 in the vehicle 100. The CPLT signal continues to be supplied from the charging circuit 201 to the charger 103 until the plug 401 of the external power cable 400 is connected to the connector 106 and then the plug 401 is removed from the connector 106.
　このＣＰＬＴ信号は、走行用バッテリ１０２および補機バッテリ１０１の充電中の期間（図２（ａ））では、＋６Ｖ（ボルト）から－１２Ｖの間で変化するパルス信号である。また、ＣＰＬＴ信号のパルス幅は、充電回路２０１が供給可能な電力容量に応じて変化する。 This CPLT signal is a pulse signal that changes between +6 V (volts) and −12 V during the period during which the battery 102 for traveling and the auxiliary battery 101 are being charged (FIG. 2A). The pulse width of the CPLT signal changes according to the power capacity that can be supplied by the charging circuit 201.
　車両１００内の通信回路１０５から充電ステーション２００内の通信回路２０２に走行用バッテリ１０２の満充電による充電終了の充電制御信号が通知されると、ＣＰＬＴ信号は、図２（ｂ）に示されるように、＋９Ｖから－１２Ｖの間で変化するパルス信号に変化する。 When the communication control circuit 105 in the vehicle 100 notifies the communication circuit 202 in the charging station 200 of a charge control signal for completion of charging due to the full charge of the traveling battery 102, the CPLT signal is as shown in FIG. The pulse signal changes between + 9V and −12V.
　その後、プラグ４０１がコネクタ１０６から抜き取られると、図２（ｃ）に示されるように、車両１００内の充電器１０３が受信するＣＰＬＴ信号は０Ｖとなる。 Then, when the plug 401 is removed from the connector 106, the CPLT signal received by the charger 103 in the vehicle 100 becomes 0V as shown in FIG. 2 (c).
　プラグ４０１がコネクタ１０６から抜き取られたか否かを判別するために、充電器１０３は図２（ｂ）の状態のＣＰＬＴ信号を受信しなければならない。このため、図２（ｂ）の満充電後であってもプラグが挿入されている期間では、充電器１０３は完全なスリープ状態になることはできず、補機バッテリ１０１から充電器１０３、充電制御回路１０４、および通信回路１０５に対して電力を供給する必要がある。プラグ４０１がコネクタ１０６から抜き取られてＣＰＬＴ信号が０Ｖになれば、充電器１０３は完全なスリープ状態になることができる。この段階で初めて、補機バッテリ１０１から上記各回路への電力の供給を停止することができる。 In order to determine whether or not the plug 401 has been removed from the connector 106, the charger 103 must receive the CPLT signal in the state of FIG. For this reason, the charger 103 cannot enter a complete sleep state during the period in which the plug is inserted even after the full charge of FIG. It is necessary to supply power to the control circuit 104 and the communication circuit 105. If the plug 401 is removed from the connector 106 and the CPLT signal becomes 0V, the charger 103 can be in a complete sleep state. Only at this stage can the supply of power from the auxiliary battery 101 to each of the circuits be stopped.
　スリープ状態になった後は、ＣＰＬＴ信号の割込みでウェイクアップし補機バッテリ１０１から充電器１０３、充電制御回路１０４、および通信回路１０５に対して電力を供給する。これにより、図２（ｄ）に示されるように、充電器１０３が充電ステーション２００からＣＰＬＴ信号を受信するようになり、充電回路２０１から走行用バッテリ１０２および補機バッテリ１０１への充電が可能となる。 After entering the sleep state, the wake-up is performed by the interruption of the CPLT signal, and power is supplied from the auxiliary battery 101 to the charger 103, the charge control circuit 104, and the communication circuit 105. As a result, as shown in FIG. 2 (d), the charger 103 receives the CPLT signal from the charging station 200, and the charging battery 201 and the auxiliary battery 101 can be charged from the charging circuit 201. Become.
　本実施形態では、図２（ｂ）の走行用バッテリ１０２の満充電後のプラグ４０１の挿入状態で、間歇的に充電ステーション２００から補機バッテリ１０１への充電を可能とする技術である。図３は、この動作を実現するための制御動作を示す第１の実施形態のフローチャートである。このフローチャートが示す制御動作は、図１の充電制御回路１０４を構成する特には図示しないＣＰＵ（中央演算処理装置）が特には図示しないメモリに格納された制御プログラムを実行する動作として実現される。 This embodiment is a technique that enables charging from the charging station 200 to the auxiliary battery 101 intermittently in the inserted state of the plug 401 after the fully charged battery 102 of FIG. 2B. FIG. 3 is a flowchart of the first embodiment showing a control operation for realizing this operation. The control operation shown in this flowchart is realized as an operation in which a CPU (central processing unit) (not shown) constituting the charging control circuit 104 of FIG. 1 executes a control program stored in a memory (not shown).
　図３のフローチャートの制御動作は、充電器１０３がＣＰＬＴ信号の受信を開始してウェイクアップして図２（ａ）の状態になることにより、充電制御回路１０４により実行開始される。 3 is started by the charging control circuit 104 when the charger 103 starts receiving the CPLT signal, wakes up, and enters the state of FIG. 2A.
　充電制御回路１０４は、充電器１０３の充電状態が満充電になるまで待機状態となる（ステップＳ３０１のＮＯ判定の繰返し）。 The charging control circuit 104 is in a standby state until the charging state of the charger 103 is fully charged (NO determination in step S301 is repeated).
　充電状態が満充電になって充電が終了しステップＳ３０１の判定がＹＥＳになると、充電制御回路１０４は、充電終了（満充電）後の一定期間を監視するための間歇動作機能（タイマ）を起動する（ステップＳ３０２）。 When the charging state is fully charged and charging is completed and the determination in step S301 is YES, the charging control circuit 104 activates an intermittent operation function (timer) for monitoring a certain period after the charging ends (full charging). (Step S302).
　次に、充電制御回路１０４は、プラグ４０１がコネクタ１０６から抜かれたか否かを判定する（ステップＳ３０３）。この判定動作は、充電回路２０１が受信するＣＰＬＴ信号が０Ｖになったか否か（図２（ｃ）の期間に入ったか否か）を判定する動作である。この処理を実行する充電制御回路１０４は、プラグ接続状態検出部として動作する。 Next, the charging control circuit 104 determines whether or not the plug 401 has been removed from the connector 106 (step S303). This determination operation is an operation for determining whether or not the CPLT signal received by the charging circuit 201 has reached 0 V (whether or not the period of FIG. 2C has been entered). The charge control circuit 104 that executes this process operates as a plug connection state detection unit.
　プラグ４０１が抜かれておらずステップＳ３０３の判定がＮＯならば、充電制御回路１０４は、ステップＳ３０２で起動された間歇動作機能（タイマ）を監視することにより、充電終了後一定期間が経過したか否かを判定する（ステップＳ３０４）。 If the plug 401 has not been removed and the determination in step S303 is NO, the charging control circuit 104 monitors the intermittent operation function (timer) activated in step S302 to determine whether or not a certain period of time has elapsed after the end of charging. Is determined (step S304).
　充電終了後一定期間が経過しておらずステップＳ３０４の判定がＮＯならば、充電制御回路１０４は、ステップＳ３０３のプラグ４０１の抜き挿し判定の動作に戻る。 If the predetermined period has not elapsed after the end of charging and the determination in step S304 is NO, the charging control circuit 104 returns to the operation for determining whether the plug 401 is inserted or removed in step S303.
　プラグ４０１がコネクタ１０６から抜かれない状態で充電（継ぎ足し充電を含む）の終了後一定期間が経過しステップＳ３０４の判定がＹＥＳになると、充電制御回路１０４は、低電流による充電開始を指示する充電制御情報を、通信回路１０５を介して充電ステーション２００内の通信回路２０２に通知する。そして、充電制御回路１０４は、この通知の後固定の所定時間が経過したら充電終了を指示する充電制御情報を、通信回路１０５を介して充電ステーション２００内の通信回路２０２に通知する。またこの間、充電制御回路１０４は、充電器１０３に対して、補機バッテリ１０１のみへの充電を指示する。この結果、充電ステーション２００内の充電回路２０１から車両１００内の充電器１０３に対して、固定の所定期間だけ低電流による電力が供給される。そして、充電器１０３は、この低電流電力に基づいて、固定の所定期間だけ補機バッテリ１０１への継ぎ足し充電を行う。この固定の所定期間は、ステップＳ３０４で判定される一定期間内に補機バッテリ１０１が消費するのに見合う電力を、充電ステーション２００から補機バッテリ１０１に充電するのに必要十分な期間とする。この処理を実行する充電制御回路１０４は、継ぎ足し充電部として動作する。 When a predetermined period has elapsed after the end of charging (including supplementary charging) in a state where the plug 401 is not removed from the connector 106, and the determination in step S304 is YES, the charging control circuit 104 instructs charging start with a low current. Information is notified to the communication circuit 202 in the charging station 200 via the communication circuit 105. The charging control circuit 104 notifies the communication circuit 202 in the charging station 200 via the communication circuit 105 of charging control information for instructing the end of charging when a fixed predetermined time has elapsed after this notification. During this time, the charging control circuit 104 instructs the charger 103 to charge only the auxiliary battery 101. As a result, electric power with a low current is supplied from the charging circuit 201 in the charging station 200 to the charger 103 in the vehicle 100 for a fixed predetermined period. Then, the charger 103 performs additional charging to the auxiliary battery 101 for a fixed predetermined period based on the low current power. The fixed predetermined period is a period necessary and sufficient to charge the auxiliary battery 101 from the charging station 200 with electric power suitable for consumption by the auxiliary battery 101 within the predetermined period determined in step S304. The charge control circuit 104 that executes this process operates as a supplementary charging unit.
　上記所定期間の継ぎ足し充電の終了後、充電制御回路１０４は、ステップＳ３０２の間歇動作機能の起動に戻る。 The charging control circuit 104 returns to the activation of the intermittent operation function in step S302 after the addition charging for the predetermined period is completed.
　一定期間の監視期間中にプラグ４０１がコネクタ１０６から抜かれてステップＳ３０３の判定がＹＥＳになると、充電制御回路１０４は、ステップＳ３０２で起動した間歇動作機能（タイマ）をクリアする（ステップＳ３０６）。 If the plug 401 is removed from the connector 106 during the fixed monitoring period and the determination in step S303 is YES, the charging control circuit 104 clears the intermittent operation function (timer) activated in step S302 (step S306).
　そして、充電制御回路１０４は、消費電力を最小限に抑えてＣＰＬＴ信号の割込みのみを監視するスリープ状態に移行し、充電制御動作を終了する（ステップＳ３０７）。この結果、補機バッテリ１０１での電力消費がほぼゼロになり、バッテリあがりが防止される。 Then, the charging control circuit 104 shifts to a sleep state in which only the interruption of the CPLT signal is monitored while minimizing the power consumption, and the charging control operation is terminated (step S307). As a result, the power consumption in the auxiliary battery 101 becomes almost zero, and the battery is prevented from rising.
　以上のようにして、充電制御回路１０４による制御動作の第１の実施形態により、走行用バッテリ１０２の充電終了後にプラグ４０１がコネクタ１０６に挿入されている間、一定期間が経過する毎に、充電ステーション２００から車両１００内の補機バッテリ１０１に所定時間ずつの継ぎ足し充電を行うことが可能となる。第１の実施形態では、充電器１０３内に補機バッテリ１０１のみへの充電を行う簡単なリレースイッチを設けるだけで、補機バッテリ１０１への継ぎ足し充電を実現することができ、コストアップせずにプラグ挿入状態における補機バッテリ１０１のバッテリあがりという事態を防止することが可能となる。 As described above, according to the first embodiment of the control operation by the charging control circuit 104, the charging is performed each time a certain period elapses while the plug 401 is inserted into the connector 106 after the charging of the traveling battery 102 is completed. It becomes possible to add and charge the auxiliary battery 101 in the vehicle 100 from the station 200 every predetermined time. In the first embodiment, by simply providing a simple relay switch for charging only the auxiliary battery 101 in the charger 103, it is possible to realize additional charging to the auxiliary battery 101 without increasing the cost. In addition, it is possible to prevent a situation in which the battery of the auxiliary battery 101 rises in the plug insertion state.
　図４は、走行用バッテリ１０２の満充電後のプラグ４０１の挿入状態で補機バッテリ１０１への充電を可能とする制御動作を示す第２の実施形態のフローチャートである。このフローチャートが示す制御動作も、図１の充電制御回路１０４を構成する特には図示しないＣＰＵが特には図示しないメモリに格納された制御プログラムを実行する動作として実現される。図４のフローチャートにおいて、図３の場合と同じ処理には同じステップ番号を付してある。 FIG. 4 is a flowchart of the second embodiment showing a control operation that enables charging of the auxiliary battery 101 while the plug 401 is inserted after the battery 102 is fully charged. The control operation shown in this flowchart is also realized as an operation in which a CPU (not shown) constituting the charging control circuit 104 of FIG. 1 executes a control program stored in a memory (not shown). In the flowchart of FIG. 4, the same steps as those in FIG.
　図４の制御動作が図３と異なる点は、補機バッテリ１０１に継ぎ足し充電を行う間の監視時間を、前回の継ぎ足し充電時の補機バッテリ１０１の充電状態に応じて変更可能とすることにより、補機バッテリ１０１の充電の最適化を図った点である。 The control operation of FIG. 4 is different from that of FIG. 3 in that the monitoring time during addition charging to the auxiliary battery 101 can be changed according to the charging state of the auxiliary battery 101 at the time of previous addition charging. In other words, the charging of the auxiliary battery 101 is optimized.
　具体的には、走行用バッテリ１０２の満充電終了後でステップＳ３０１の判定がＹＥＳとなった場合、またはステップＳ３０５での前回の継ぎ足し充電終了後の後述するステップＳ４０２の処理の後に、充電制御回路１０４は、次のようにして今回の継ぎ足し充電までの監視時間を算出する（ステップＳ４０１）。すなわち、充電制御回路１０４は、図５の説明図として示されるように、後述するステップＳ４０２の処理で前回の継ぎ足し充電時に記録されている継ぎ足し充電電圧に基づいて、今回の継ぎ足し充電までの監視時間（待機時間）を算出する。より具体的には、充電制御回路１０４は、監視時間を、前回の継ぎ足し充電電圧が高いときには長く、低いときには短くするように制御する。この制御は、予め用意した充電電圧と監視時間の関係を示す関数テーブルに基づいて決定してもよいし、充電電圧の閾値に基づいて監視時間を分類して決定してもよい。また、充電制御回路１０４は、走行用バッテリ１０２の満充電後最初に継ぎ足し充電を行うときには、監視時間を予め決められた所定の時間に設定する。 Specifically, when the determination in step S301 becomes YES after the fully charged battery 102 has been fully charged, or after the process in step S402 described later after the last supplementary charging in step S305, the charge control circuit. 104 calculates the monitoring time until the current addition charging as follows (step S401). That is, as shown in the explanatory diagram of FIG. 5, the charging control circuit 104 monitors the time until the current additional charging based on the additional charging voltage recorded during the previous additional charging in the process of step S <b> 402 described later. (Standby time) is calculated. More specifically, the charging control circuit 104 controls the monitoring time so that it is long when the previous charging voltage is high and short when it is low. This control may be determined based on a function table indicating a relationship between a charging voltage and a monitoring time prepared in advance, or may be determined by classifying the monitoring time based on a threshold value of the charging voltage. The charging control circuit 104 sets the monitoring time to a predetermined time when charging is performed for the first time after the running battery 102 is fully charged.
　そして、図３のステップＳ３０２に対応するＳ３０２′では、充電制御回路１０４は、ステップＳ４０１で算出した監視時間で間歇動作機能（タイマ）を起動する。 In S302 ′ corresponding to step S302 in FIG. 3, the charging control circuit 104 activates the intermittent operation function (timer) with the monitoring time calculated in step S401.
　第２の実施形態では、補機バッテリ１０１の充電容量が多く継ぎ足し充電時の充電電圧が高いときには次の継ぎ足し充電までの監視時間を長くし、充電容量が少なく充電電圧が低いときには次の継ぎ足し充電までの監視時間を短く制御することが可能となる。このようにして、補機バッテリ１０１の充電の最適化が実現される。 In the second embodiment, when the charging capacity of the auxiliary battery 101 is large and the charging voltage at the time of charging is high, the monitoring time until the next additional charging is extended, and when the charging capacity is low and the charging voltage is low, the next additional charging is performed. It is possible to control the monitoring time up to short. In this way, the charging of the auxiliary battery 101 is optimized.
　以上説明した第２の実施形態では、前回の継ぎ足し充電時の補機バッテリ１０１の充電状態に応じて、補機バッテリ１０１に継ぎ足し充電を行う間の監視時間を変更制御した。これに対して、監視時間は一定として、継ぎ足し充電時の充電時間を変更制御してもよい。或いは、監視時間と充電時間の両方を制御してもよい。 In the second embodiment described above, the monitoring time during addition charging to the auxiliary battery 101 is changed and controlled according to the charging state of the auxiliary battery 101 at the time of the previous additional charging. On the other hand, the monitoring time may be constant, and the charging time during addition charging may be changed and controlled. Alternatively, both the monitoring time and the charging time may be controlled.

Claims (5)

  1. 　充電ステーションに接続した電源ケーブルのプラグを車両のコネクタに接続することにより前記電源ケーブルから前記車両内の走行用バッテリおよび補機バッテリの充電を行う充電器に給電を行うと共に、前記充電スタンドと前記車両との間で充電動作に関する充電制御情報を通信する車両充電システムにおいて、
    　前記走行用バッテリの充電終了後であって前記プラグが前記コネクタに接続されている状態を検出するプラグ接続状態検出部と、
    　前記プラグの接続状態において、所定の監視時間が経過する毎に、前記充電ステーションに前記補機バッテリに対する所定の充電時間の充電指示を行うことにより、前記充電ステーションから前記充電器に前記所定の充電時間の給電を行って前記充電器に前記補機バッテリへの充電を行わせる継ぎ足し充電部と、
    　を備えることを特徴とする車両用充電システム。     By connecting a plug of a power cable connected to a charging station to a connector of a vehicle, power is supplied from the power cable to a charger for charging a traveling battery and an auxiliary battery in the vehicle, and the charging stand and the charging station In a vehicle charging system that communicates charging control information related to a charging operation with a vehicle,
    A plug connection state detection unit for detecting a state in which the plug is connected to the connector after charging of the traveling battery;
    When the predetermined monitoring time elapses in the connected state of the plug, the charging station is instructed to charge the auxiliary battery for a predetermined charging time, whereby the predetermined charging is performed from the charging station to the charger. An additional charging unit that feeds time and causes the charger to charge the auxiliary battery; and
    A vehicle charging system comprising:
  2. 　前記プラグ接続状態検出部は、前記充電器において前記走行用バッテリへの充電が終了した状態を検出した後、前記充電ステーションから前記充電器にコントロールパイロット信号が供給されている状態を検出することにより前記プラグが前記コネクタに接続されている状態を検出する、
    　ことを特徴とする請求項１に記載の車両用充電システム。     The plug connection state detection unit detects a state in which the charging to the battery for traveling is completed in the charger and then detects a state in which a control pilot signal is supplied from the charging station to the charger. Detecting a state in which the plug is connected to the connector;
    The vehicle charging system according to claim 1.
  3. 　前記継ぎ足し充電部は、
    　前記充電器における前記補機バッテリへの充電電圧を記録し、
    　前回の前記充電電圧に基づいて今回の前記所定の監視時間を算出する、
    　ことを特徴とする請求項１または２に記載の車両用充電システム。     The additional charging unit is
    Record the charging voltage to the auxiliary battery in the charger,
    The current predetermined monitoring time is calculated based on the previous charging voltage.
    The charging system for vehicles according to claim 1 or 2 characterized by things.
  4. 　前記充電スタンドと前記車両との間の前記充電制御情報の通信は、前記電源ケーブルを使って行うＰＬＣ通信である、
    　ことを特徴とする請求項１ないし３のいずれかに記載の車両充電システム。     Communication of the charging control information between the charging station and the vehicle is PLC communication performed using the power cable.
    The vehicle charging system according to any one of claims 1 to 3, wherein
  5. 　充電ステーションに接続した電源ケーブルのプラグを車両のコネクタに接続することにより前記電源ケーブルから前記車両内の走行用バッテリおよび補機バッテリの充電を行う充電器に給電を行うと共に、前記充電スタンドと前記車両との間で充電動作に関する充電制御情報を通信する車両充電方法において、
    　前記走行用バッテリの充電終了後であって前記プラグが前記コネクタに接続されている状態を検出し、
    　前記プラグの接続状態において、所定の監視時間が経過する毎に、前記充電ステーションに前記補機バッテリに対する所定の充電時間の充電指示を行うことにより、前記充電ステーションから前記充電器に前記所定の充電時間の給電を行って前記充電器に前記補機バッテリへの充電を行わせる、
    　ことを特徴とする車両用充電方法。     By connecting a plug of a power cable connected to a charging station to a connector of a vehicle, power is supplied from the power cable to a charger for charging a traveling battery and an auxiliary battery in the vehicle, and the charging stand and the charging station In a vehicle charging method for communicating charging control information related to a charging operation with a vehicle,
    Detecting a state in which the plug is connected to the connector after charging of the traveling battery is completed,
    When the predetermined monitoring time elapses in the connected state of the plug, the charging station is instructed to charge the auxiliary battery for a predetermined charging time, whereby the predetermined charging is performed from the charging station to the charger. Power the time and let the charger charge the auxiliary battery,
    A vehicle charging method.
PCT/JP2012/063977 2011-08-29 2012-05-30 Charging system for vehicle WO2013031320A1 (en)

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JP2011186108A JP2013048523A (en) 2011-08-29 2011-08-29 Vehicle charging system
JP2011-186108 2011-08-29

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