WO2013054387A1 - 車両の充電制御装置およびそれを備える車両 - Google Patents
車両の充電制御装置およびそれを備える車両 Download PDFInfo
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- WO2013054387A1 WO2013054387A1 PCT/JP2011/073306 JP2011073306W WO2013054387A1 WO 2013054387 A1 WO2013054387 A1 WO 2013054387A1 JP 2011073306 W JP2011073306 W JP 2011073306W WO 2013054387 A1 WO2013054387 A1 WO 2013054387A1
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- vehicle
- charging
- signal
- mode
- control device
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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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/04—Cutting off the power supply under fault conditions
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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
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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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
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
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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
- 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
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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
- 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
- B60L53/305—Communication interfaces
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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
- 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
- B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
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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
- B60L2210/00—Converter types
- B60L2210/30—AC to DC converters
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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
- B60L2210/00—Converter types
- B60L2210/40—DC to AC converters
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/547—Voltage
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/549—Current
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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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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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
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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
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- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted 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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T90/12—Electric charging stations
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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
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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
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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
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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
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
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- Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing
Definitions
- the present invention relates to a vehicle charge control device and a vehicle including the same, and more particularly, to a vehicle charge control device configured to be able to charge a power storage device mounted on the vehicle by a power supply external to the vehicle and a vehicle including the same.
- a hybrid vehicle is a vehicle in which an internal combustion engine is further mounted as a power source together with an electric motor.
- a vehicle that can charge the power storage device by a power source outside the vehicle (hereinafter also referred to as “external power source”, and charging of the power storage device by the external power source is also referred to as “external charging”).
- external power source a power source outside the vehicle
- charging of the power storage device by the external power source is also referred to as “external charging”.
- a power outlet provided in a house
- a charging port provided in a vehicle with a charging cable
- electric power is supplied from the power supply of a general household to the power storage device.
- a vehicle that can charge the power storage device mounted on the vehicle by a power supply outside the vehicle is also referred to as a “plug-in vehicle”.
- Patent Document 1 describes charging in such a plug-in vehicle that uses a pilot signal CPLT generated in a control pilot circuit provided in a charging cable as an activation signal for a vehicle charging system.
- a control device is disclosed.
- This pilot signal CPLT is originally used for judging on the vehicle side the connection state of the charging cable, the possibility of power supply from the external power source to the vehicle, the rating of the charging current, etc.
- the charging control device uses the pilot signal CPLT as a starting signal for the charging system (see Patent Document 1).
- pilot signal CPLT When using pilot signal CPLT as a system activation signal during external charging, dark current increases in the vehicle in order to detect the input of pilot signal CPLT. Dark current is standby current consumed while the vehicle system is stopped. When the dark current increases, the voltage of the battery decreases while the vehicle system is stopped, which adversely affects various system operations.
- the charging control device described in Patent Document 1 is useful in that the pilot signal CPLT generated in the charging cable can be used as a start signal of the charging system, but the darkness that can be increased to detect the input of the pilot signal CPLT. A method for reducing the current is not particularly studied.
- an object of the present invention is to reduce dark current associated with external charging in a vehicle charging control device configured to be capable of external charging of a power storage device mounted on the vehicle.
- a vehicle charging control device is a vehicle charging control device configured to be able to charge a power storage device mounted on a vehicle with an external power source, and includes the charging device and the control device.
- the charging device is configured to charge the power storage device.
- the control device is configured to control charging of the power storage device by the charging device.
- the control device consumes compared to the normal mode during the execution of the charge control before the predetermined first signal indicating the intention of the charge request by the user is detected when the power storage device is not charged.
- the sleep mode and the normal mode are operated until a predetermined second signal indicating that the user intends to end the charging is detected after the charging of the power storage device is completed and the battery is operated. Operates in switched intermittent start mode.
- the control device operates in the first sleep mode (sleep mode) in which the main clock is stopped and the first signal is accepted as a hardware interrupt, and in the intermittent activation mode. Periodically switches between the second sleep mode (wait mode) in which the main clock is operated and the normal mode (wake-up mode).
- the control device shifts to the normal mode, and when charging of the power storage device is completed, the control device shifts to the intermittent activation mode, and the second signal Is detected, the first sleep mode is entered.
- the first signal is a pilot signal (CPLT, S1) input to the vehicle when a charging cable for transmitting power from an external power source to the vehicle is connected to the vehicle.
- CPLT, S1 pilot signal
- the first signal is a signal (PISW, C) indicating that a charging cable for transmitting power from an external power source to the vehicle is connected to the vehicle.
- the first signal is a signal indicating that the lid of the vehicle to which the charging cable for transmitting power from the external power source to the vehicle is connected has been opened.
- a pilot signal is input to the vehicle.
- the second signal is a non-oscillating or non-input pilot signal (CPLT, S1).
- the second signal is a signal (PISW, C) indicating that a charging cable for transmitting power from an external power source to the vehicle is not connected to the vehicle.
- the second signal is a signal indicating that the lid of the vehicle to which the charging cable for transmitting power from the external power source to the vehicle is connected is closed.
- a vehicle includes any of the above-described charging control device for a vehicle and a power storage device that is charged by the charging control device.
- the control device when charging of the power storage device is not executed, before the first predetermined signal indicating the intention of the user to request charging is detected, the control device enters the normal mode during execution of charging control. It operates in a sleep mode in which power consumption is suppressed as compared with it. On the other hand, after the charging of the power storage device is completed, the control device is in an intermittent start mode in which the sleep mode and the normal mode are switched until a predetermined second signal indicating the user's intention to end the charging is detected. Works with. Thus, the control device operates in an appropriate power saving mode by distinguishing between a state before the first signal is detected and a state before the second signal is detected after the end of charging.
- a vehicle charge control device configured to be able to externally charge a power storage device mounted on a vehicle, dark current associated with external charging can be reduced.
- FIG. 1 is an overall block diagram of a vehicle to which a charge control device according to Embodiment 1 of the present invention is applied. It is a functional block diagram of ECU shown in FIG. It is the figure which showed transition of the operation mode of ECU. It is an equivalent circuit diagram of a control pilot circuit formed by a CPLT control circuit and an ECU. It is a wave form diagram of a pilot signal. It is the figure which showed the opening / closing detection circuit of the lid of an inlet. It is the figure which showed the charge switch for a user to instruct
- FIG. 5 is an overall block diagram of a vehicle to which a charge control device according to a second embodiment is applied. It is a functional block diagram of ECU shown in FIG.
- FIG. 1 is an overall block diagram of a vehicle to which a charging control apparatus according to Embodiment 1 of the present invention is applied.
- vehicle 10 includes a power storage device 12, a system main relay (hereinafter referred to as “SMR (System Main Relay)”) 14, a power control unit (hereinafter referred to as “PCU (Power Control Unit)”). 16), a power output device 18, and a drive wheel 20.
- SMR System Main Relay
- PCU Power Control Unit
- the vehicle 10 further includes an inlet 22, a charger 24, a charging relay 26, and an electronic control device (hereinafter referred to as “ECU (Electronic Control Unit)”) 28.
- ECU Electronic Control Unit
- an external power source 30, an EVSE (Electric Vehicle Supply Equipment) 32, and a connector 38 are provided outside the vehicle 10.
- the EVSE 32 includes a CCID (Charging Circuit Interrupt Device) 34 and a CPLT control circuit 36.
- the power storage device 12 is a rechargeable DC power source, and is constituted by a secondary battery such as nickel hydride or lithium ion, for example.
- the power storage device 12 stores power generated by the power output device 18 in addition to power supplied from the external power supply 30. Note that a large-capacity capacitor can also be employed as the power storage device 12.
- SMR 14 is provided between power storage device 12 and PCU 16.
- SMR 14 is a relay for electrically connecting / disconnecting power storage device 12 and PCU 16.
- PCU 16 collectively represents a power converter for receiving power from the power storage device 12 and driving the power output device 18.
- PCU 16 includes an inverter for driving a motor included in power output device 18, a converter for boosting the power output from power storage device 12, and the like.
- the power output device 18 collectively shows devices for driving the drive wheels 20.
- the power output device 18 includes a motor and an engine that drive the drive wheels 20. The power output device 18 generates power when the vehicle is braked by a motor that drives the drive wheels 20 and outputs the generated power to the PCU 16.
- the external power supply 30 is constituted by a commercial power supply, for example.
- the EVSE 32 is configured to be able to cut off an electric circuit for supplying electric power from the external power supply 30 to the vehicle 10.
- the EVSE 32 is provided, for example, in a charging cable for supplying electric power from the external power supply 30 to the vehicle 10 or in a charging stand for supplying electric power to the vehicle 10 via the charging cable.
- the CCID 34 is a circuit breaker provided in a power supply path from the external power supply 30 to the vehicle 10, and is controlled by the CPLT control circuit 36.
- the CPLT control circuit 36 generates a pilot signal CPLT for exchanging predetermined information between the EVSE 32 and the vehicle 10 during external charging, and outputs the pilot signal CPLT to the vehicle 10 via the control pilot line.
- the potential of pilot signal CPLT is manipulated in vehicle 10, and CPLT control circuit 36 controls CCID 34 based on the potential of pilot signal CPLT. That is, the CCID 34 can be remotely operated from the vehicle 10 by operating the potential of the pilot signal CPLT in the vehicle 10.
- the pilot signal CPLT conforms to, for example, “SAE J1772 (SAE Electric Vehicle Conductive Charge Coupler)” in the United States.
- the inlet 22 is configured to be connectable to a connector 38 of a charging cable for supplying electric power from the external power source 30 to the vehicle 10. Then, when the power storage device 12 is externally charged by the external power supply 30, the inlet 22 receives power supplied from the external power supply 30.
- the charger 24 is connected to the positive line PL and the negative line NL disposed between the SMR 14 and the PCU 16 via the charging relay 26.
- the charger 24 includes a switching element for power conversion, and converts the power supplied from the external power supply 30 into a predetermined charging voltage (direct current) based on a control signal from the ECU 28.
- the power converted into voltage by the charger 24 is supplied to the power storage device 12 via the charging relay 26, and the power storage device 12 is charged.
- Charging relay 26 is provided between charger 24 and power storage device 12, and electrically connects / disconnects charger 24 and power storage device 12 based on signal EN from ECU 28.
- the ECU 28 controls the charger 24 and the charging relay 26 by software processing by executing a program stored in advance by a CPU (Central Processing Unit) and / or hardware processing by a dedicated electronic circuit.
- the ECU 28 performs an on / off operation of the CCID 34 of the EVSE 32 during external charging. Specifically, ECU 28 operates CCID 34 remotely by operating the potential of pilot signal CPLT received from EVSE 32. Then, the ECU 28 generates a start / stop command for the charger 24, a power command indicating a target value of the charging power, and the like and outputs the generated power command to the charger 24.
- the ECU 28 can operate in the following three operation modes, that is, the wake-up mode, the sleep mode, and the intermittent activation mode.
- the wake-up mode is a state in which the ECU 28 is completely activated, and the ECU 28 is in the wake-up mode when starting and executing external charging.
- the sleep mode is a state in which the ECU 28 is stopped when external charging is not performed. In the sleep mode, the main clock in the ECU 28 is also stopped, and power consumption is suppressed compared to the wake-up mode.
- the intermittent activation mode is an operation mode when the charging cable is still connected after the end of external charging. In the intermittent activation mode, the wait mode and the wake-up mode are alternately switched periodically.
- the wait mode is a state in which the ECU 28 is stopped as in the sleep mode, but the main clock in the ECU 28 operates. Thereby, it is possible to periodically switch to the wake-up mode. In the sleep mode and the wait mode, the power consumption is smaller in the sleep mode because the main clock is stopped.
- the ECU 28 Before the input of the pilot signal CPLT is detected, the ECU 28 enters a sleep mode. When the input of pilot signal CPLT is detected in the sleep mode, ECU 28 enters a wake-up mode. Specifically, the main clock of the ECU 28 is stopped during the sleep mode, and the ECU 28 receives the pilot signal CPLT as a hard interrupt. When the rising (or falling) of pilot signal CPLT is detected, the operation mode shifts from the sleep mode to the wake-up mode, and ECU 28 is activated.
- the pilot signal CPLT is a signal that is input to the vehicle 10 when the charging cable connector 38 is connected to the inlet 22 and can be regarded as a signal that indicates the intention of the user to request charging.
- the ECU 28 When the external charging is completed (the charging cable is still connected), the ECU 28 enters the intermittent activation mode. In the intermittent activation mode, the main clock is operating even during the wait mode in the hibernation state, the ECU 28 is periodically activated, and the pilot signal CPLT is monitored in order to detect resumption of external charging, disconnection of the charging cable, and the like. .
- the pilot signal CPLT oscillates as described later.
- the oscillation stop of pilot signal CPLT is detected, it is determined that the charging cable is disconnected from vehicle 10 (or the power failure of external power supply 30), and ECU 28 enters the sleep mode.
- the activation condition (wake-up mode transition condition) of the ECU 28 is switched from periodic intermittent activation to interrupt detection of the pilot signal CPLT. Since the oscillation of pilot signal CPLT stops when the charging cable is disconnected from vehicle 10, non-oscillating pilot signal CPLT can be regarded as a signal indicating the user's intention to end charging.
- FIG. 2 is a functional block diagram of the ECU 28 shown in FIG. Referring to FIG. 1 together with FIG. 2, ECU 28 includes a charge control unit 52, an operation mode control unit 54, and a main clock 56.
- Charging control unit 52 receives pilot signal CPLT, cable connection signal PISW, and detected values of voltage VAC and current IAC of power supplied from external power supply 30. Voltage VAC and current IAC are detected by a voltage sensor and a current sensor not shown, respectively.
- the charging control unit 52 receives a clock signal from the main clock 56.
- the charging control unit 52 Based on these signals, the charging control unit 52 generates a signal EN for driving the charging relay 26 and a signal DRV for driving the charger 24, and the generated signals EN, DRV Are output to the charging relay 26 and the charger 24, respectively. In addition, the charging control unit 52 notifies the operation mode control unit 54 of the external charging execution status (at least external charging is being executed / not being executed).
- the operation mode control unit 54 receives the pilot signal CPLT and the cable connection signal PISW. Further, the operation mode control unit 54 receives the execution status of external charging from the charge control unit 52 and receives a clock signal from the main clock 56. The operation mode control unit 54 controls the operation mode of the ECU 28 based on these signals.
- FIG. 3 is a diagram showing the transition of the operation mode of the ECU 28.
- the operation mode is assumed to be a sleep mode. In the sleep mode, no operation command is output from the operation mode control unit 54 to the main clock 56, and the main clock 56 stops.
- the operation mode control unit 54 is waiting for a hardware interrupt of the pilot signal CPLT.
- the operation mode control unit 54 shifts the operation mode to the wake-up mode and transfers to the main clock 56. An operation command is output.
- the operation mode control unit 54 determines whether the wait mode and the wake-up mode are periodically set. The operation mode is shifted to the intermittent start mode that is alternately switched. Thereby, the ECU 28 is intermittently started periodically, and the state of the pilot signal CPLT is periodically monitored.
- the operation mode control unit 54 shifts the operation mode of the ECU 28 to the sleep mode. .
- the main clock 56 is also stopped, and the operation mode control unit 54 again waits for a hard interrupt of the pilot signal CPLT.
- the ECU 28 when external charging is not performed, the ECU 28 enters the sleep mode before the input of the pilot signal CPLT generated by the CPLT control circuit 36 of the EVSE 32 is detected, thereby suppressing power consumption. Is done.
- the ECU 28 When the charging cable connector 38 is connected to the inlet 22 and a hardware interrupt of the pilot signal CPLT is detected, the ECU 28 enters a wake-up mode, and external charging is executed after a predetermined charging execution condition is satisfied. After the end of the external charging, the ECU 28 is in the intermittent start mode until the pilot signal CPLT is stopped due to disconnection of the charging cable or a power failure of the external power supply 30, and the state of the pilot signal CPLT is changed. Power consumption is suppressed while regularly monitoring.
- FIG. 4 is an equivalent circuit diagram of a control pilot circuit formed by the CPLT control circuit 36 and the ECU 28.
- CPLT control circuit 36 outputs pilot signal CPLT to ECU 28 of the vehicle via connector 38 and inlet 22.
- the pilot signal CPLT essentially notifies the current value (rated current) of the charging cable to the ECU 28 of the vehicle, and the CCID 34 (FIG. 1) is sent from the ECU 28 based on the potential of the pilot signal CPLT operated by the ECU 28. It is a signal for remote control.
- the CPLT control circuit 36 controls the CCID 34 based on the potential change of the pilot signal CPLT.
- the CPLT control circuit 36 includes an oscillator 70, a resistance element R1, and a voltage sensor 72.
- the oscillator 70 generates a pilot signal CPLT that oscillates at a specified frequency (for example, 1 kHz) and a predetermined duty ratio.
- Voltage sensor 72 detects the potential of pilot signal CPLT.
- the oscillator 70 generates a non-oscillating pilot signal CPLT when the potential of the pilot signal CPLT detected by the voltage sensor 72 is in the vicinity of a specified potential V1 (for example, 12V). Further, when the potential of pilot signal CPLT drops from V1, oscillator 70 generates pilot signal CPLT that oscillates at a prescribed frequency and a predetermined duty ratio.
- V1 for example, 12V
- the potential of the pilot signal CPLT is manipulated by switching the resistance value in the resistance circuit 80 of the ECU 28 as described later.
- the duty ratio is set based on a predetermined allowable current value of the charging cable. Then, when the potential of pilot signal CPLT decreases to around a prescribed potential V3 (for example, 6V), CPLT control circuit 36 turns on CCID 34.
- V3 for example, 6V
- CPLT control circuit 36 operates by receiving electric power supplied from the external power supply 30 (FIG. 1).
- the ECU 28 includes a resistance circuit 80, a CPU (Control Processing Unit) 82, and a power supply 84.
- Resistor circuit 80 includes pull-down resistors R2 and R3 and a switch SW.
- Pull-down resistor R2 is connected between control pilot line L1 through which pilot signal CPLT is communicated and vehicle ground.
- the pull-down resistor R3 and the switch SW are connected in series and are connected in parallel to the pull-down resistor R2.
- the switch SW is turned on / off according to a control signal from the CPU 82.
- the potential of pilot signal CPLT is manipulated by this resistance circuit 80. Specifically, when connector 38 is connected to inlet 22, resistance circuit 80 lowers the potential of pilot signal CPLT to a prescribed potential V2 (for example, 9V) by pull-down resistor R2. When the preparation for charging is completed in the vehicle, the switch SW is turned on by the CPU 82, and the resistance circuit 80 reduces the potential of the pilot signal CPLT to the specified potential V3 by the pull-down resistors R2 and R3. Thus, by operating the potential of pilot signal CPLT using resistance circuit 80, CCID 34 can be remotely operated from ECU 28.
- V2 for example, 9V
- the connector 38 is provided with a limit switch 74.
- the signal line L3 and the ground line L2 are connected to both ends of the limit switch 74.
- a voltage is applied to the signal line L3 from the power source 84.
- the limit switch 74 is turned on, so that the potential of the signal line L3 becomes the ground level.
- the cable connection signal PISW is a signal whose logic state changes according to the voltage level of the signal line L3.
- the CPU 82 When the CPU 82 receives the pilot signal CPLT as a hard interrupt during the sleep mode, the CPU 82 enters the wake-up mode. When connector 38 is connected to inlet 22, the potential of pilot signal CPLT drops from V1 to V2, and pilot signal CPLT oscillates. Then, CPU 82 detects the allowable current value of the charging cable based on the duty ratio of pilot signal CPLT.
- the CPU 82 turns on the switch SW. As a result, the potential of pilot signal CPLT drops to V3, and CCID 34 is turned on in EVSE32. Thereafter, the CPU 82 turns on the charging relay 26 (FIG. 1) and drives the charger 24.
- FIG. 5 is a waveform diagram of pilot signal CPLT. Referring to FIG. 4 together with FIG. 5, it is assumed that connector 38 is not connected to inlet 22 before time t1. At this time, the CPU 82 (ECU 28) is in the sleep mode, and the pilot signal CPLT is in the non-oscillating state at the potential V1.
- pilot signal CPLT is input to the CPU 82.
- the CPU 82 detects a hardware interrupt of the pilot signal CPLT, the CPU 82 enters a wake-up mode.
- the potential of pilot signal CPLT is lowered from V1 to V2 by pull-down resistor R2, and pilot signal CPLT oscillates.
- the ECU 28 when external charging is not performed, before the pilot signal CPLT is detected, the ECU 28 operates in a sleep mode in which power consumption is suppressed compared to the wake-up mode. .
- ECU 28 after the end of external charging, ECU 28 operates in the intermittent activation mode until non-oscillation of pilot signal CPLT is detected.
- the ECU 28 operates in an appropriate power saving mode by distinguishing between a state before the pilot signal CPLT is detected and a state until the non-oscillation of the pilot signal CPLT is detected after the end of charging. Therefore, according to this Embodiment 1, the dark current accompanying external charge can be reduced.
- the operation mode can be switched accurately.
- the cable connection signal PISW may be used instead of the pilot signal CPLT. That is, when the disconnection between the inlet 22 and the charging cable connector 38 is detected by the cable connection signal PISW, the sleep mode may be entered.
- This cable connection signal PISW can also be regarded as a signal indicating the user's intention to end charging.
- the pilot signal CPLT is used to shift to the sleep mode even during a power failure of the external power supply 30. It is necessary to monitor separately.
- the operation mode of the ECU 28 is shifted from the sleep mode to the wake-up mode.
- the pilot signal CPLT is replaced.
- the cable connection signal PISW may be used. That is, when a voltage change (change from the power supply voltage to 0 V) of the cable connection signal PISW is detected, the sleep mode may be shifted to the wake-up mode.
- This cable connection signal PISW can also be regarded as a signal indicating the intention of the user to request charging.
- the cable connection signal PISW cannot detect a power failure of the external power supply 30 or a disconnection between the charging cable and the external power supply 30, so the ECU 28 is intermittently started until the input of the pilot signal CPLT is detected. It is preferable to operate in the mode.
- the operation mode may be shifted from the sleep mode to the wake-up mode when the open state of the lid of the inlet 22 is detected instead of the hard interrupt of the pilot signal CPLT. .
- FIG. 6 is a diagram showing a lid open / close detection circuit of the inlet 22.
- the detection circuit includes a CPU 82, a power supply 84, and a relay 86.
- the relay 86 is turned on / off according to the opening / closing of the lid of the inlet 22.
- the relay 86 is turned on in conjunction with it, and the voltage of the signal LD increases.
- This signal LD can also be taken as a signal indicating the intention of the user to request charging.
- the lid open / close state of the inlet 22 may be used instead of the hardware interrupt of the pilot signal CPLT. That is, when the closed state of the lid of the inlet 22 is detected, the operation mode may be shifted from the intermittent activation mode to the sleep mode.
- the relay 86 when the lid is closed, the relay 86 is turned off in conjunction with it, and the voltage of the signal LD decreases. Thereby, the closed state of the lid is detected in the CPU 82, and the operation mode of the ECU 28 shifts to the sleep mode accordingly.
- the signal LD can be obtained as a signal indicating the user's intention to end charging.
- a charge switch is provided for the user to instruct the start and end of external charging, and the charge switch is used instead of the pilot signal CPLT for the transition from the sleep mode to the wake-up mode and the transition from the intermittent activation mode to the sleep mode. ON / OFF may be used.
- FIG. 7 is a diagram showing a charging switch for the user to instruct the start and end of external charging.
- charging switch 88 is operable by the user and is turned on when external charging is performed, and turned off when external charging is completed. Regardless of the connection state of the charging cable and the pilot signal CPLT, the charging switch 88 is turned on / off at the user's will.
- the signal generated by the charging switch 88 can also be regarded as a signal indicating a charging request by the user and an intention to end charging.
- the present invention is also applicable to a charging control device that performs external charging by a rapid DC (Direct Current) charging stand.
- FIG. 8 is an overall block diagram of a vehicle to which the charging control apparatus according to the second embodiment is applied.
- vehicle 10 ⁇ / b> A does not include charger 24 in the configuration of vehicle 10 illustrated in FIG. 1, and includes ECU 28 ⁇ / b> A instead of ECU 28.
- the rapid DC charging stand 40 is provided outside the vehicle.
- the rapid DC charging stand 40 generates various control signals for external charging, and typically includes a charging start signal S1 indicating the start of external charging, a charging stop signal S2 indicating the stop of external charging, and the like.
- the cable connection signal C is a signal for detecting the connection state between the connector 38 on the quick DC charging stand 40 side and the inlet 22 of the vehicle 10A. When the connector 38 is connected to the inlet 22, In contrast, the voltage state changes.
- Charging start signal S1 and charging stop signal S2 correspond to pilot signal CPLT in the first embodiment
- cable connection signal C corresponds to cable connection signal PISW in the first embodiment.
- the ECU 28A manages external charging (charging start / stop processing and charge amount management by software processing by executing a pre-stored program on a CPU (Central Processing Unit) and / or hardware processing by a dedicated electronic circuit. Etc.) and control of the operation mode.
- external charging charging start / stop processing and charge amount management by software processing by executing a pre-stored program on a CPU (Central Processing Unit) and / or hardware processing by a dedicated electronic circuit. Etc.
- the ECU 28A can also operate in three modes, the wake-up mode, the sleep mode, and the intermittent activation mode, as with the ECU 28 in the first embodiment.
- the ECU 28A enters the wake-up mode. Specifically, in the sleep mode, the main clock of the ECU 28A is stopped, and the ECU 28A receives the charging start signal S1 as a hardware interrupt.
- the operation mode shifts from the sleep mode to the wake-up mode, and ECU 28A is activated.
- the charging start signal S1 can be regarded as a signal indicating the user's intention to request charging.
- the ECU 28A When the external charging is completed (the charging cable is still connected), the ECU 28A enters the intermittent activation mode.
- the intermittent activation mode the main clock is operating even during the wait mode in the hibernation state, the ECU 28A is periodically activated, and the charge start signal S1 is monitored in order to detect resumption of external charging, disconnection of the charging cable, and the like.
- the ECU 28A when the disconnection between the inlet 22 and the connector 38 of the quick DC charging stand 40 is detected by the cable connection signal C, the ECU 28A enters the sleep mode. As a result, the activation condition (wake-up mode transition condition) of the ECU 28A is switched from periodic intermittent activation to interrupt detection of the charging start signal S1.
- the cable connection signal C can be regarded as a signal indicating the user's intention to end charging.
- the fall of the charge start signal S1 or the rise of the charge stop signal S2 may be adopted, and the lid closed state detection is used. May be. Further, regarding the transition from the sleep mode to the wake-up mode, the cable connection signal C or the detection of the open state of the lid may be employed instead of the charging start signal S1.
- FIG. 9 is a functional block diagram of the ECU 28A shown in FIG.
- ECU 28A includes a charge management unit 58, an operation mode control unit 54A, and a main clock 56.
- the charge management unit 58 receives the charge start signal S1, the cable connection signal C, and the detected values of the voltage VDC and the current IDC of the power supplied from the rapid DC charging stand 40. Voltage VDC and current IDC are detected by a voltage sensor and a current sensor, not shown, respectively.
- the charge management unit 58 receives a clock signal from the main clock 56. Based on these signals, the charge management unit 58 performs charge start / stop processing (such as on / off control of the charge relay 26) and management of the charge amount of the power storage device 12.
- the charge management unit 58 notifies the operation mode control unit 54A of the execution status of external charging (at least during execution / non-execution of external charging).
- the operation mode control unit 54A receives the charging start signal S1 and the cable connection signal C. Further, the operation mode control unit 54A receives the execution status of external charging from the charge management unit 58. The operation mode control unit 54A controls the operation mode of the ECU 28A based on these signals.
- the operation mode control unit 54A shifts the operation mode of the ECU 28A to the wake-up mode and outputs an operation command to the main clock 56.
- the operation mode control unit 54A shifts the operation mode to the intermittent activation mode.
- the ECU 28A is intermittently activated periodically, and the state of the charging start signal S1 is periodically monitored.
- the operation mode control unit 54A shifts the operation mode of the ECU 28A to the sleep mode. As a result, the main clock 56 is also stopped, and the operation mode control unit 54A again waits for a hardware interrupt of the charge start signal S1.
- the charger 24 is connected between the power storage device 12 and the SMR 14, but the charger 24 may be connected between the SMR 14 and the PCU 16.
- inlet 22 is connected between power storage device 12 and SMR 14, but inlet 22 may be connected between SMR 14 and PCU 16.
- the charger 24 corresponds to an embodiment of the “charging device” in the present invention
- the rapid DC charging stand 40 also corresponds to an embodiment of the “charging device” in the present invention
- the ECUs 28 and 28A correspond to an example of the “control device” in the present invention.
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Abstract
Description
図1は、この発明の実施の形態1による充電制御装置が適用される車両の全体ブロック図である。図1を参照して、車両10は、蓄電装置12と、システムメインリレー(以下「SMR(System Main Relay)」と称する。)14と、パワーコントロールユニット(以下「PCU(Power Control Unit)」と称する。)16と、動力出力装置18と、駆動輪20とを備える。また、車両10は、インレット22と、充電器24と、充電リレー26と、電子制御装置(以下「ECU(Electronic Control Unit)」と称する。)28とをさらに備える。
上記の実施の形態1においては、パイロット信号CPLTの発振停止が検知されると、ECU28の動作モードを間欠起動モードからスリープモードに移行するものとしたが、パイロット信号CPLTの発振停止に代えて、パイロット信号CPLTの非入力(電圧0V)が検知されるとスリープモードに移行するようにしてもよい。パイロット信号CPLTが非入力であることも、利用者による充電終了の意思を示すものとしてとらえることができる。
間欠起動モードからスリープモードへの移行について、パイロット信号CPLTに代えて、ケーブル接続信号PISWを用いてもよい。すなわち、ケーブル接続信号PISWによってインレット22と充電ケーブルのコネクタ38との非接続が検知されると、スリープモードに移行するようにしてもよい。このケーブル接続信号PISWも、利用者による充電終了の意思を示す信号としてとらえることができる。
上記の実施の形態1においては、パイロット信号CPLTのハード割込みが検知されると、ECU28の動作モードをスリープモードからウェイクアップモードに移行するものとしたが、この場合についても、パイロット信号CPLTに代えて、ケーブル接続信号PISWを用いてもよい。すなわち、ケーブル接続信号PISWの電圧変動(電源電圧から0Vへの変化)が検知されると、スリープモードからウェイクアップモードに移行するようにしてもよい。このケーブル接続信号PISWも、利用者による充電要求の意思を示す信号としてとらえることができる。
スリープモードからウェイクアップモードへの移行について、パイロット信号CPLTのハード割込みに代えて、インレット22のリッドの開状態が検知されると動作モードをスリープモードからウェイクアップモードへ移行するようにしてもよい。
間欠起動モードからスリープモードへの移行についても、パイロット信号CPLTのハード割込みに代えて、インレット22のリッド開閉状態を用いてもよい。すなわち、インレット22のリッドの閉状態が検知されると、動作モードを間欠起動モードからスリープモードへ移行するようにしてもよい。
外部充電の開始や終了を利用者が指示するための充電スイッチを設け、スリープモードからウェイクアップモードへの移行、および間欠起動モードからスリープモードへの移行について、パイロット信号CPLTに代えてその充電スイッチのオン/オフを用いてもよい。
この発明は、急速DC(Direct Current)充電スタンドによって外部充電を行なう充電制御装置にも適用可能である。
Claims (10)
- 車両(10)に搭載された蓄電装置(12)を車両外部の電源によって充電可能に構成された車両の充電制御装置であって、
前記蓄電装置を充電するように構成された充電装置(24,40)と、
前記充電装置による前記蓄電装置の充電を制御するように構成された制御装置(28,28A)とを備え、
前記制御装置は、前記蓄電装置の充電の非実行時、利用者による充電要求の意思を示す予め定められた第1の信号が検知される前は、充電制御実行中の通常モードに比べて消費電力が抑制される休止モードで動作し、前記蓄電装置の充電の終了後、利用者による充電終了の意思を示す予め定められた第2の信号が検知されるまでは、前記休止モードと前記通常モードとが切替わる間欠起動モードで動作する、車両の充電制御装置。 - 前記制御装置は、前記第1の信号が検知される前は、メインクロック(56)を停止させて前記第1の信号をハード割込みとして受付ける第1の休止モードで動作し、前記間欠起動モードにおいては、前記メインクロックを動作させた第2の休止モードと前記通常モードとを定期的に切替える、請求項1に記載の車両の充電制御装置。
- 前記制御装置は、前記第1の休止モード中に前記第1の信号が検知されると、前記通常モードへ移行し、前記蓄電装置の充電が終了すると、前記間欠起動モードへ移行し、前記第2の信号が検知されると、前記第1の休止モードへ移行する、請求項2に記載の車両の充電制御装置。
- 前記第1の信号は、前記電源から前記車両へ送電するための充電ケーブルが前記車両に接続されると前記車両に入力されるパイロット信号(CPLT,S1)である、請求項1から3のいずれか1項に記載の車両の充電制御装置。
- 前記第1の信号は、前記電源から前記車両へ送電するための充電ケーブルが前記車両と接続されていることを示す信号(PISW,C)である、請求項1から3のいずれか1項に記載の車両の充電制御装置。
- 前記第1の信号は、前記電源から前記車両へ送電するための充電ケーブルが接続される前記車両のリッドが開状態となったことを示す信号(LD)である、請求項1から3のいずれか1項に記載の車両の充電制御装置。
- 前記電源から前記車両へ送電するための充電ケーブルが前記車両に接続されると前記車両にパイロット信号(CPLT,S1)が入力され、
前記第2の信号は、非発振または非入力となった前記パイロット信号である、請求項1から3のいずれか1項に記載の車両の充電制御装置。 - 前記第2の信号は、前記電源から前記車両へ送電するための充電ケーブルが前記車両と非接続であることを示す信号(PISW,C)である、請求項1から3のいずれか1項に記載の車両の充電制御装置。
- 前記第2の信号は、前記電源から前記車両へ送電するための充電ケーブルが接続される前記車両のリッドが閉状態となったことを示す信号(LD)である、請求項1から3のいずれか1項に記載の車両の充電制御装置。
- 請求項1から3のいずれかに記載の車両の充電制御装置と、
前記充電制御装置によって充電される蓄電装置(12)とを備える車両。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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EP11873851.7A EP2767430A4 (en) | 2011-10-11 | 2011-10-11 | CHARGING DEVICE FOR A VEHICLE AND VEHICLE THEREFOR |
US14/349,793 US20140232355A1 (en) | 2011-10-11 | 2011-10-11 | Vehicle charging control apparatus and vehicle equipped with the same |
PCT/JP2011/073306 WO2013054387A1 (ja) | 2011-10-11 | 2011-10-11 | 車両の充電制御装置およびそれを備える車両 |
CN201180074139.5A CN103857554A (zh) | 2011-10-11 | 2011-10-11 | 车辆的充电控制装置及具备该充电控制装置的车辆 |
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PCT/JP2011/073306 WO2013054387A1 (ja) | 2011-10-11 | 2011-10-11 | 車両の充電制御装置およびそれを備える車両 |
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EP (1) | EP2767430A4 (ja) |
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JP2016150745A (ja) * | 2015-02-19 | 2016-08-22 | ドクター エンジニール ハー ツェー エフ ポルシェ アクチエンゲゼルシャフトDr. Ing. h.c. F. Porsche Aktiengesellschaft | 自動車における休止状態を監視する方法および装置 |
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CN111791815A (zh) * | 2019-04-09 | 2020-10-20 | 三菱电机株式会社 | 车载电子控制装置 |
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Also Published As
Publication number | Publication date |
---|---|
EP2767430A4 (en) | 2015-12-30 |
US20140232355A1 (en) | 2014-08-21 |
EP2767430A1 (en) | 2014-08-20 |
CN103857554A (zh) | 2014-06-11 |
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