WO2014170937A1 - 車両 - Google Patents
車両 Download PDFInfo
- Publication number
- WO2014170937A1 WO2014170937A1 PCT/JP2013/061156 JP2013061156W WO2014170937A1 WO 2014170937 A1 WO2014170937 A1 WO 2014170937A1 JP 2013061156 W JP2013061156 W JP 2013061156W WO 2014170937 A1 WO2014170937 A1 WO 2014170937A1
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- WO
- WIPO (PCT)
- Prior art keywords
- lock
- unit
- lid
- condition
- ecu
- Prior art date
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Classifications
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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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
- H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
- H01R13/62—Means for facilitating engagement or disengagement of coupling parts or for holding them in engagement
- H01R13/639—Additional means for holding or locking coupling parts together, after engagement, e.g. separate keylock, retainer strap
-
- 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
- B60L53/16—Connectors, e.g. plugs or sockets, 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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
- H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
- H01R13/62—Means for facilitating engagement or disengagement of coupling parts or for holding them in engagement
- H01R13/639—Additional means for holding or locking coupling parts together, after engagement, e.g. separate keylock, retainer strap
- H01R13/6397—Additional means for holding or locking coupling parts together, after engagement, e.g. separate keylock, retainer strap with means for preventing unauthorised use
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
- H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
- H01R13/46—Bases; Cases
- H01R13/52—Dustproof, splashproof, drip-proof, waterproof, or flameproof cases
- H01R13/5213—Covers
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
- H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
- H01R13/62—Means for facilitating engagement or disengagement of coupling parts or for holding them in engagement
- H01R13/627—Snap or like fastening
- H01R13/6275—Latching arms not integral with the housing
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
- H01R2201/00—Connectors or connections adapted for particular applications
- H01R2201/26—Connectors or connections adapted for particular applications for vehicles
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- 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
- Y02T10/62—Hybrid 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
- 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
- Y02T90/14—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
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Definitions
- the present invention relates to a vehicle, and more particularly to a vehicle configured to be electrically connectable to an electric device outside the vehicle via a power cable.
- Patent Document 1 discloses a charging system for charging a running battery mounted on a vehicle.
- the charging system includes a connector lock portion that locks the cable connector of the charging cable to the outlet of the vehicle, and a cover lock portion that locks a cover that covers the outlet of the vehicle from the outside.
- a drive device for driving the connector lock portion and a drive device for driving the cover lock portion in order to operate the connector lock portion independently of the cover lock portion Provided separately. For this reason, there exists a problem that the structure of a charging system becomes complicated and cost becomes high.
- an object of the present invention is to simplify the drive device for driving the lock portion and reduce the cost.
- the vehicle includes a connection portion, a lid, a first lock portion, a second lock portion, and a drive device.
- the connection unit connects a power cable.
- a lid is a lid of a connection part.
- the first lock unit locks the connection between the connection unit and the power cable.
- the second lock portion locks the lid in the closed state.
- the drive device includes a first actuator, a second actuator, and a drive circuit.
- the first actuator operates the first lock portion.
- the second actuator operates the second lock portion.
- the drive circuit drives the first and second actuators.
- the first and second lock portions are configured to be mechanically interlocked.
- the drive device includes an actuator for actuating the first and second lock portions, and a drive circuit for driving the actuator.
- the vehicle further includes a first operation unit and a second operation unit.
- the first operation unit is for the user to operate the first lock unit.
- the second operation unit is for the user to operate the second lock unit.
- the first condition is satisfied when the power cable is connected to the connecting portion, the first locking portion is unlocked, and the first operating portion is operated.
- the second condition is that the power cable is not connected to the connection portion, the lid is closed, the lock of the second lock portion is released, and the second operation portion is Applicable when operated.
- Both the first and second lock portions are driven to the unlocked state.
- the vehicle further includes a first operation unit and a second operation unit.
- the first operation unit is for the user to operate the first lock unit.
- the second operation unit is for the user to operate the second lock unit.
- the third condition is satisfied when the power cable is connected to the connection portion, the first lock portion is locked, and the first operation portion is operated.
- the fourth condition is that the power cable is not connected to the connection part, the lid is closed, the second lock part is locked, and the second operation part is operated. It is established when.
- the vehicle further includes a third lock portion.
- the third lock portion locks the vehicle door in the closed state.
- the drive device drives the third lock portion when driving both the first and second lock portions.
- the vehicle further includes a communication device.
- the communication device is configured to communicate with a communication terminal carried by the user.
- the drive device drives both the first and second lock units when the communication device detects a signal from the communication terminal.
- the drive device satisfies at least one of a first condition that enables the locking of the first locking portion and a second condition that enables the locking of the second locking portion.
- both the first and second lock portions are driven to the locked state. Therefore, the first and second lock portions can be driven by a single drive device. Therefore, according to the present invention, it is possible to simplify the drive device for driving the lock portion and reduce the cost.
- FIG. 1 is an overall block diagram of a vehicle according to a first embodiment. It is a figure explaining the locking part of the locking device shown in FIG. It is a figure explaining the locking part of the locking device shown in FIG. It is a block diagram of the drive device of the locking device shown in FIG. It is a functional block diagram regarding lock control of ECU shown in FIG. It is a flowchart explaining the process regarding lock control performed with ECU shown in FIG. 12 is a flowchart illustrating a process related to lock control executed by an ECU of a vehicle according to a second embodiment. 10 is a flowchart illustrating a process related to lock control executed by an ECU of a vehicle according to a third embodiment. It is a block diagram of the drive device of the locking device according to Embodiment 4.
- FIG. 1 is an overall block diagram of a vehicle according to the first embodiment.
- vehicle 100 includes a power storage device 110, a system main relay (hereinafter also referred to as SMR (System Main Relay)) 115, a PCU (Power Control Unit) 120, motor generators 130 and 135, , Power transmission gear 140, drive wheel 150, engine 160, control device (hereinafter also referred to as ECU (Electronic Control Unit)) 300, verification ECU 510, and smart antenna 520.
- SMR System Main Relay
- PCU Power Control Unit
- ECU Electronic Control Unit
- the power storage device 110 is a power storage element configured to be chargeable / dischargeable.
- the power storage device 110 includes, for example, a secondary battery such as a lithium ion battery, a nickel metal hydride battery, or a lead storage battery, or a cell of a power storage element such as an electric double layer capacitor.
- the power storage device 110 is connected to the PCU 120 for driving the motor generators 130 and 135 via the SMR 115. Then, power storage device 110 supplies power for generating driving force of vehicle 100 to PCU 120. Power storage device 110 stores the electric power generated by motor generators 130 and 135. The output of power storage device 110 is, for example, 200V.
- the power storage device 110 detects the output voltage VB and the output current IB of the power storage device 110 and outputs them to the ECU 300.
- ECU 300 calculates SOC (State Of Charge) indicating the state of charge of power storage device 110 based on output voltage VB and output current IB.
- SMR 115 includes a relay connected to the positive terminal of power storage device 110 and power line PL1, and a relay connected to the negative terminal of power storage device 110 and power line NL1. SMR 115 switches between power supply and cutoff between power storage device 110 and PCU 120 based on control signal SE ⁇ b> 1 from ECU 300.
- the PCU 120 includes a converter 121, inverters 122 and 123, and capacitors C1 and C2.
- Converter 121 performs voltage conversion between power lines PL1, NL1 and power lines PL2, NL1 based on control signal PWC from ECU 300.
- the inverters 122 and 123 are connected in parallel to the power lines PL2 and NL1. Inverters 122 and 123 convert DC power supplied from converter 121 to AC power based on control signals PWI1 and PWI2 from ECU 300, and drive motor generators 130 and 135, respectively.
- Capacitor C1 is provided between power lines PL1 and NL1, and reduces voltage fluctuation between power lines PL1 and NL1.
- Capacitor C2 is provided between power lines PL2 and NL1, and reduces voltage fluctuation between power lines PL2 and NL1.
- Motor generators 130 and 135 are AC rotating electric machines, for example, permanent magnet type synchronous motors having a rotor in which permanent magnets are embedded.
- the output torque of the motor generators 130 and 135 is transmitted to the drive wheels 150 via the power transmission gear 140 constituted by a speed reducer and a power split mechanism, thereby causing the vehicle 100 to travel.
- Motor generators 130 and 135 can generate electric power by the rotational force of drive wheels 150 during regenerative braking operation of vehicle 100. Then, the generated power is converted into charging power for power storage device 110 by PCU 120.
- motor generators 130 and 135 are also coupled to engine 160 via power transmission gear 140.
- ECU 300 cooperatively controls the output torque from motor generators 130 and 135 and the output torque from engine 160.
- the motor generator 130 can generate power by the driving force of the engine 160.
- the power storage device 110 is charged with the electric power generated at this time.
- the verification ECU 510 transmits and receives data wirelessly to and from the smart key 530 via the smart antenna 520. Based on the data received from smart key 530, verification ECU 510 verifies the code stored in smart key 530 and the code stored in verification ECU 510. Thereby, collation ECU 510 determines whether smart key 530 corresponds to vehicle 100 or not.
- the verification ECU 510 outputs a signal indicating whether the smart key 530 corresponds to the vehicle 100 to the ECU 300.
- ECU 300 can recognize whether or not a user carrying smart key 530 exists in the vicinity of vehicle 100 based on a signal received from verification ECU 510.
- the verification ECU 510 may communicate with the ECU 300 using CAN (Controller Area Network) communication.
- Vehicle 100 further includes a power conversion device 200 and a connection unit 220 as a configuration for charging power storage device 110 using electric power from external power supply 600 outside the vehicle.
- the power conversion device 200 is connected to the connection unit 220 via the power lines ACL1 and ACL2. In addition, power conversion device 200 is connected to power storage device 110 via power lines PL3 and NL3. Then, based on control signal PWE from ECU 300, power conversion device 200 converts AC power supplied from external power supply 600 into DC power that can charge power storage device 110.
- connection unit 220 is provided on the body of the vehicle 100.
- a connection connector 610 of the power cable 620 is connected to the connection unit 220.
- Electric power cable 620 is connected to external power source 600, and electric power from external power source 600 is transmitted to vehicle 100 through connection unit 220.
- Vehicle 100 further includes a locking device 400.
- 2 and 3 are diagrams for explaining a lock portion of the lock device 400 shown in FIG.
- FIG. 2 shows a case where the power cable 620 is not connected to the connection unit 220
- FIG. 3 shows a case where the power cable 620 is connected to the connection unit 220.
- FIG. 4 is a configuration diagram of the driving device of the locking device 400 shown in FIG.
- lock device 400 includes lock units 410 and 420 and drive device 430.
- the lock unit 410 is provided to lock the connection between the connection connector 610 and the connection unit 220 of the power cable 620.
- the lock unit 410 is configured to be switchable between a locked state in which the connection connector 610 cannot be removed from the connection unit 220 and an unlocked state in which the connection connector 610 can be removed from the connection unit 220.
- the lock portion 410 has a pin that can be engaged with a recess provided in the connection connector 610. When the pin is driven by the driving device 430, the engagement state and the non-engagement state are switched. Therefore, the lock unit 410 is switched between the locked state and the unlocked state by the driving device 430.
- the lock unit 420 is provided to lock the lid 230 that covers the connection unit 220 from the outside in a closed state.
- the lock unit 420 is configured to be switchable between a locked state in which the lid 230 cannot be opened and a non-locked state in which the lid 230 can be opened.
- the lock portion 420 includes a pin that can be engaged with a recess provided in the lid 230. When the pin is driven by the driving device 430, the engagement state and the non-engagement state are switched. Therefore, the lock unit 420 is switched between the locked state and the unlocked state by the driving device 430.
- the driving device 430 is a device for driving the lock units 410 and 420.
- the drive device 430 includes a drive circuit 440, actuators 451 and 452, an unlock state detection switch 461, a lock state detection switch 462, a lid open / close detection switch 471, a cable connection detection switch 472, and a cable lock switch 481. , A lid lock switch 482.
- the actuator 451 is an actuator for driving the lock unit 410.
- the actuator 451 is, for example, a motor, and applies a driving force to the lock unit 410.
- the actuator 451 may be a solenoid.
- the actuator 452 is an actuator for driving the lock unit 420.
- the actuator 452 is, for example, a motor, and applies a driving force to the lock unit 420.
- the actuator 452 may be a solenoid.
- the drive circuit 440 is a circuit for driving the actuators 451 and 452.
- Drive circuit 440 includes relays 441 and 442. Relays 441 and 442 are switched in connection to voltage source + B and ground GND based on a signal from drive unit 305 of ECU 300, respectively. Therefore, the drive circuit 440 switches between energization and deenergization of the actuators 451 and 452 and the energization direction based on the signal from the drive unit 305.
- the actuators 451 and 452 are connected in parallel to the drive circuit 440. Therefore, the drive circuit 440 is configured to drive both the actuators 451 and 452 simultaneously.
- the non-lock state detection switch 461 is a switch for detecting whether or not the lock units 410 and 420 are in the non-lock state.
- the drive unit 305 receives a detection signal from the non-lock state detection switch 461.
- the lock state detection switch 462 is a switch for detecting whether or not the lock units 410 and 420 are in the lock state.
- the drive unit 305 receives a detection signal from the lock state detection switch 462.
- the lid opening / closing detection switch 471 is a switch for detecting whether or not the lid 230 is opened.
- the drive unit 305 receives a detection signal from the lid opening / closing detection switch 471.
- the cable connection detection switch 472 is a switch for detecting whether or not the connection connector 610 of the power cable 620 is connected to the connection unit 220.
- the drive unit 305 receives a detection signal from the cable connection detection switch 472.
- the cable lock switch 481 is a switch that the user operates to switch between the locked state and the unlocked state of the power cable 620.
- the drive unit 305 receives an operation signal from the cable lock switch 481.
- the lid lock switch 482 is a switch that the user operates to switch between the locked state and the unlocked state of the lid 230.
- the drive unit 305 receives an operation signal from the lid lock switch 482.
- the locking device 400 may further include a door lock unit (not shown) for locking the door of the vehicle 100 to the closed state.
- drive device 430 is configured to further include a drive circuit and an actuator for driving the door lock portion.
- the lid 230 is in an open state because the power cable 620 is connected to the connection unit 220. At this time, even if the lock units 410 and 420 are simultaneously driven to the locked state, the lid 230 is not actually locked.
- the lid 230 is closed and the power cable 620 is in a disconnected state. At this time, the power cable 620 is not actually locked even if the lock units 410 and 420 are simultaneously driven to the locked state. Therefore, even if the lock units 410 and 420 are simultaneously driven to the locked state, the user operability is not impaired.
- the lock portions 410 and 420 can be driven by a single driving device. Therefore, it is possible to simplify the drive device for driving the lock unit and reduce the cost.
- FIG. 5 is a functional block diagram relating to lock control of the ECU 300 shown in FIG.
- Each functional block described in the functional block diagram of FIG. 5 is realized by hardware or software processing by ECU 300.
- ECU 300 includes a detection unit 310, a determination unit 320, and a control unit 330.
- the detection unit 310 detects the lock state of the lock units 410 and 420, the state of the lid opening / closing detection switch 471, the state of the cable connection detection switch 472, the state of the cable lock switch 481, and the state of the lid lock switch 482, and the detection result Is output to the determination unit 320.
- the determination unit 320 determines the drive state of the drive circuit 440 of the drive device 430 based on the detection result received from the detection unit 310. Specifically, when the determination unit 320 satisfies at least one of a first condition that enables the lock unit 410 to be locked and a second condition that enables the lock unit 420 to be locked, A signal for driving both the lock units 410 and 420 to the locked state is generated.
- the first condition is satisfied when the power cable 620 is connected to the connection unit 220, the lock unit 410 is in an unlocked state, and the cable lock switch 481 is operated.
- the second condition is that the power cable 620 is not connected to the connection part 220, the lid 230 is in a closed state, the lock part 420 is in an unlocked state, and the lid lock switch 482 is operated. It is established when
- the determination unit 320 determines that the lock units 410 and 420 are satisfied when at least one of the third condition for unlocking the lock unit 410 and the fourth condition for unlocking the lock unit 420 is satisfied. A signal for driving both of them to the unlocked state is generated.
- the third condition is satisfied when the power cable 620 is connected to the connection unit 220, the lock unit 410 is in a locked state, and the cable lock switch 481 is operated.
- the fourth condition is that the power cable 620 is not connected to the connection unit 220, the lid 230 is in the closed state, the lock unit 420 is in the locked state, and the lid lock switch 482 is operated. It is established when.
- the determination unit 320 outputs the generated signal to the control unit 330.
- the control unit 330 generates a drive signal for controlling the drive circuit 440 based on the signal received from the determination unit 320, and outputs the generated drive signal to the drive circuit 440.
- FIG. 6 is a flowchart illustrating a process related to lock control executed by the ECU 300 shown in FIG.
- the flowchart shown in FIG. 6 is realized by executing a program stored in advance in ECU 300 at a predetermined cycle. Alternatively, for some steps, it is also possible to construct dedicated hardware (electronic circuit) and realize processing.
- step determines in step (hereinafter, step is abbreviated as S) 100 whether power cable 620 is connected to connecting portion 220 or not.
- step is abbreviated as S 100 whether power cable 620 is connected to connecting portion 220 or not.
- ECU 300 determines whether or not lock unit 410 is in a locked state (S110).
- ECU 300 determines whether or not cable lock switch 481 has been operated (S120). If it is determined that cable lock switch 481 has not been operated (NO in S120), the subsequent processing is skipped and the process returns to the main routine.
- ECU 300 If it is determined that cable lock switch 481 has been operated (YES in S120), ECU 300 generates a signal that drives both lock units 410 and 420 to the locked state, and outputs the generated signal to drive circuit 440. (S130). As a result, the power cable 620 is locked to the connection unit 220.
- ECU 300 determines whether or not cable lock switch 481 has been operated (S140). If it is determined that cable lock switch 481 has not been operated (NO in S140), the subsequent processing is skipped and the process returns to the main routine.
- ECU 300 If it is determined that cable lock switch 481 has been operated (YES in S140), ECU 300 generates a signal that drives both lock portions 410 and 420 to the unlocked state, and transmits the generated signal to drive circuit 440. Output (S150). Thereby, the lock
- ECU 300 determines whether or not lid 230 is in a closed state (S160). . If it is determined that lid 230 is in the closed state (YES in S160), ECU 300 determines whether lock unit 420 is in the locked state (S170).
- ECU 300 determines whether lid lock switch 482 has been operated (S180). If it is determined that lid lock switch 482 has not been operated (NO in S180), the subsequent processing is skipped and the process returns to the main routine.
- ECU 300 If it is determined that lid lock switch 482 has been operated (YES in S180), ECU 300 generates a signal that drives both lock portions 410 and 420 to the locked state, and outputs the generated signal to drive circuit 440. (S190). Thereby, the lid 230 is locked in the closed state.
- ECU 300 determines whether lid lock switch 482 has been operated (S200). If it is determined that lid lock switch 482 has not been operated (NO in S200), the subsequent processing is skipped and returned to the main routine.
- ECU 300 If it is determined that lid lock switch 482 has been operated (YES in S200), ECU 300 generates a signal that drives both lock portions 410 and 420 to the unlocked state, and transmits the generated signal to drive circuit 440. Output (S210). Thereby, the lock of the lid 230 is released.
- the driving device 430 includes the first condition that enables the lock unit 410 to be locked and the second condition that allows the lock unit 420 to be locked. When at least one of them is established, both of the lock units 410 and 420 are driven to the locked state. Therefore, the lock portions 410 and 420 can be driven by the single drive device 430. Therefore, according to the first embodiment, the driving device 430 for driving the lock portions 410 and 420 can be simplified and the cost can be reduced.
- FIG. 7 is a flowchart illustrating a process related to lock control executed by ECU 300A of the vehicle according to the second embodiment. Referring to FIG. 7, since S100 to S130, S140 to S150, S160 to S190, and S200 to S210 are the same as those in the first embodiment, description thereof will not be repeated.
- ECU 300A controls drive device 430 to drive the door lock unit in the door lock state (S135).
- ECU 300A controls drive device 430 to drive the door lock unit in the door lock state (S195).
- the ECU 300A controls the drive device 430 to drive the door lock part in the door unlocked state (S155).
- ECU 300A controls drive device 430 to drive the door lock unit in the door unlocked state (S215).
- the door lock unit is driven to operate in conjunction with the operation of the lock units 410 and 420. Therefore, when the electric power cable 620 is taken in and out of the passenger compartment of the vehicle 100, an operation for operating the door lock portion becomes unnecessary. Therefore, according to the second embodiment, user convenience can be improved.
- FIG. 8 is a flowchart illustrating a process related to lock control executed by ECU 300B of the vehicle according to the third embodiment. Referring to FIG. 8, since S100 to S120, S130, S150, S160 to S170, S190, and S210 are the same as those in the first embodiment, description thereof will not be repeated.
- ECU 300B determines whether smart key 530 is detected (S125). If it is determined that smart key 530 has been detected (YES in S125), the subsequent processing is skipped and the process returns to the main routine. When it is determined that smart key 530 is not detected (NO in S125), ECU 300B generates a signal that drives both lock units 410 and 420 to the locked state, and outputs the generated signal to drive circuit 440. (S130).
- ECU 300B determines whether smart key 530 is detected (S145). If it is determined that smart key 530 has been detected (YES in S145), ECU 300B generates a signal for driving both lock units 410 and 420 to the unlocked state, and outputs the generated signal to drive circuit 440. (S150). If it is determined that smart key 530 is not detected (NO in S145), the subsequent processing is skipped and the process returns to the main routine.
- ECU 300B determines whether smart key 530 is detected (S185). If it is determined that smart key 530 has been detected (YES in S185), the subsequent processing is skipped and the process returns to the main routine. If it is determined that smart key 530 is not detected (NO in S185), ECU 300B generates a signal that drives both lock units 410 and 420 to the locked state, and outputs the generated signal to drive circuit 440. (S190).
- ECU 300B determines whether smart key 530 is detected (S205). If it is determined that smart key 530 has been detected (YES in S205), ECU 300B generates a signal for driving both lock units 410 and 420 to the unlocked state, and outputs the generated signal to drive circuit 440. (S210). If it is determined that smart key 530 is not detected (NO in S205), the subsequent processing is skipped and the process returns to the main routine.
- the lock units 410 and 420 are driven to operate in conjunction with the detection result of the smart key 530. Therefore, the user can operate the lock portions 410 and 420 without operating the cable lock switch 481 or the lid lock switch 482. Therefore, according to the third embodiment, user convenience can be improved.
- FIG. 9 is a configuration diagram of drive device 430A of lock device 400A according to the fourth embodiment. In FIG. 9, the description of the elements overlapping with those in FIG. 4 will not be repeated.
- drive device 430 ⁇ / b> A has a configuration in which actuator 453 is provided instead of actuators 451 and 452, as compared with drive device 430 in FIG. 4.
- Actuator 453 is an actuator for driving both lock portions 410 and 420.
- the actuator 453 is a motor, for example, and applies a driving force to both the lock portions 410 and 420.
- the actuator 453 may be a solenoid.
- the movable portion of the actuator 453 is mechanically coupled to both the lock portions 410 and 420. For this reason, when the movable part of the actuator 453 operates, both of the lock parts 410 and 420 operate in conjunction with each other.
- the actuator 453 may have a link mechanism for applying a driving force to both the lock portions 410 and 420.
- the actuator 453 is shared in addition to the drive circuit 440 being shared. Therefore, according to the fourth embodiment, the drive device 430 for driving the lock portions 410 and 420 can be further simplified to reduce the cost.
- the present invention is not limited to the hybrid vehicle, and is applied to an electric vehicle, a fuel cell vehicle, and the like. May be.
- power conversion device 200 charges power storage device 110 using power from external power supply 600, but outputs the power of power storage device 110 to the outside of vehicle 100 via connection unit 220. Therefore, it may be configured to perform power conversion.
- lock portion 410 corresponds to an embodiment of “first lock portion” in the present invention
- lock portion 420 corresponds to an embodiment of “second lock portion” in the present invention
- the cable lock switch 481 corresponds to an example of the “first operation unit” in the present invention
- the lid lock switch 482 corresponds to an example of the “second operation unit” in the present invention.
- 100 vehicles 110 power storage devices, 121 converters, 122, 123 inverters, 130, 135 motor generators, 140 power transmission gears, 150 drive wheels, 160 engines, 200 power converters, 220 connections, 230 lids, 305 drive units, 310 Detection unit, 320 determination unit, 330 control unit, 400, 400A lock device, 410, 420 lock unit, 430, 430A drive device, 440 drive circuit, 441, 442 relay, 451-453 actuator, 461 non-lock state detection switch, 462 lock state detection switch, 471 lid open / close detection switch, 472 cable connection detection switch, 481 cable lock operation switch, 482 lid lock operation switch, 520 Mart antenna, 530 smart key, 600 external power supply, 610 connector, 620 a power cable, C1, C2 capacitor, 510 collation ECU.
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Computer Security & Cryptography (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Lock And Its Accessories (AREA)
Abstract
Description
図1は、実施の形態1に従う車両の全体ブロック図である。図1を参照して、車両100は、蓄電装置110と、システムメインリレー(以下、SMR(System Main Relay)とも称する。)115と、PCU(Power Control Unit)120と、モータジェネレータ130,135と、動力伝達ギヤ140と、駆動輪150と、エンジン160と、制御装置(以下、ECU(Electronic Control Unit)とも称する。)300と、照合ECU510と、スマートアンテナ520とを備える。
図2および図3は、図1に示すロック装置400のロック部を説明する図である。図2は、接続部220に電力ケーブル620が接続されていない場合を示し、図3は、接続部220に電力ケーブル620が接続されている場合を示す。図4は、図1に示すロック装置400の駆動装置の構成図である。
実施の形態2では、ロック部410,420の動作に連動してドアロック部が動作する場合を説明する。
実施の形態3では、スマートキー530の検出結果に連動してロック部410,420が動作する場合を説明する。
実施の形態1では、駆動回路440がロック部410,420の双方を駆動するために共通化される場合を説明した。実施の形態4では、ロック部410,420の双方を駆動するためのアクチュエータがさらに共通化される場合を説明する。
Claims (8)
- 電力ケーブルを接続するための接続部と、
前記接続部のリッドと、
前記接続部と前記電力ケーブルとの接続をロックする第1のロック部と、
前記リッドを閉状態にロックする第2のロック部と、
前記第1のロック部のロックを可能とする第1の条件と、前記第2のロック部のロックを可能とする第2の条件とのうちの少なくとも一方が成立したときに、前記第1および第2のロック部の双方をロック状態に駆動する駆動装置とを備える、車両。 - 前記駆動装置は、
前記第1のロック部を作動させるための第1のアクチュエータと、
前記第2のロック部を作動させるための第2のアクチュエータと、
前記第1および第2のアクチュエータを駆動するための駆動回路とを含む、請求項1に記載の車両。 - 前記第1および第2のロック部は、機械的に連動するように構成され、
前記駆動装置は、
前記第1および第2のロック部を作動させるためのアクチュエータと、
前記アクチュエータを駆動するための駆動回路とを含む、請求項1に記載の車両。 - ユーザが前記第1のロック部を操作するための第1の操作部と、
ユーザが前記第2のロック部を操作するための第2の操作部とをさらに備え、
前記第1の条件は、前記電力ケーブルが前記接続部に接続され、かつ、前記第1のロック部のロックが解除されており、かつ、前記第1の操作部が操作されたときに成立し、
前記第2の条件は、前記電力ケーブルが前記接続部に接続されておらず、かつ、前記リッドが閉状態であり、かつ、前記第2のロック部のロックが解除されており、かつ、前記第2の操作部が操作されたときに成立する、請求項1に記載の車両。 - 前記駆動装置は、前記第1のロック部のロックを解除する第3の条件と、前記第2のロック部のロックを解除する第4の条件とのうちの少なくとも一方が成立したときに、前記第1および第2のロック部の双方を非ロック状態に駆動する、請求項1に記載の車両。
- ユーザが前記第1のロック部を操作するための第1の操作部と、
ユーザが前記第2のロック部を操作するための第2の操作部とをさらに備え、
前記第3の条件は、前記電力ケーブルが前記接続部に接続され、かつ、前記第1のロック部がロックされており、かつ、前記第1の操作部が操作されたときに成立し、
前記第4の条件は、前記電力ケーブルが前記接続部に接続されておらず、かつ、前記リッドが閉状態であり、かつ、前記第2のロック部がロックされており、かつ、前記第2の操作部が操作されたときに成立する、請求項5に記載の車両。 - 前記車両のドアを閉状態にロックする第3のロック部をさらに備え、
前記駆動装置は、前記第1および第2のロック部の双方を駆動するときに、前記第3のロック部を駆動する、請求項1に記載の車両。 - ユーザが携帯する通信端末との間で通信するように構成された通信装置をさらに備え、
前記駆動装置は、前記通信装置が前記通信端末からの信号を検出したときに、前記第1および第2のロック部の双方を駆動する、請求項1に記載の車両。
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EP13882568.2A EP2987675B1 (en) | 2013-04-15 | 2013-04-15 | Vehicle |
CN201380075597.XA CN105121217B (zh) | 2013-04-15 | 2013-04-15 | 车辆 |
PCT/JP2013/061156 WO2014170937A1 (ja) | 2013-04-15 | 2013-04-15 | 車両 |
US14/772,683 US9444187B2 (en) | 2013-04-15 | 2013-04-15 | Vehicle |
JP2015512207A JP5994930B2 (ja) | 2013-04-15 | 2013-04-15 | 車両 |
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JP6930387B2 (ja) | 2017-11-14 | 2021-09-01 | トヨタ自動車株式会社 | 車両のロック装置 |
EP3517340A1 (en) * | 2018-01-30 | 2019-07-31 | Kwang Yang Motor Co., Ltd. | Electricity supply system of driven element of vehicle |
CN109334483A (zh) * | 2018-09-26 | 2019-02-15 | 宁波奥云德电器有限公司 | 一种用于汽车充电小门的自动控制装置 |
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EP2987675B1 (en) | 2020-05-06 |
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JPWO2014170937A1 (ja) | 2017-02-16 |
CN105121217B (zh) | 2017-06-09 |
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